2021

ETHIOPIAN CIVIL AVIATION AUTHORITY

Aerodrome Safety and Standards Directorate

Global Reporting Format (GRF) for Runway Surface

Conditions
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PREAMBLE
WHEREAS, it is desirable to consolidate and modernize the aviation Advisory
Circular to bring them to international standards,

WHEREAS, it is important to set the Advisory Circular as to how the regulatory,

administrative, technical and supervisory activities of the Authority shall be
performed in the one hand and setting the duties, obligations and standards that shall
be respected by operators and aviation personnel,

WHEREAS, it is necessary, to provide detailed order for the administration of license,

certification, investigation and enforcement of aviation laws

NOW THEREBY, The Authority under its power given by Article 92/2 of the Civil
Aviation Proclamation No. 616/2008 issued the following Advisory Circular.

1. SHORT TITLE

This Advisory Circular may be cited as “Global Reporting Format (GRF) for
Runway Surface Conditions, No. ECAA-AC-AGA031/2021”

2. REPEAL AND INAPPLICABLE LAWS

No directive, Advisory Circular or practice shall, in so far as it is inconsistent with this

order, be applicable with respect to matters provided for by this Advisory Circular.

3. EFFECTIVE DATE

This Advisory Circular shall come into force as of May/ 2021.

Done at Addis Ababa, May, 2021

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AMENDMENTS

No. Revision Number Date Entered Entered By

Initial release May 2021

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Table of Contents
PREAMBLE ......................................................................................................................... 2
AMENDMENTS .................................................................................................................. 3
Abbreviations ........................................................................................................................ 6
1. Introduction....................................................................................................................... 7
1.1 Purpose ........................................................................................................................ 7
1.2 Applicability ................................................................................................................ 7
1.3 Description of change ................................................................................................. 8
2. References and requirements ............................................................................................. 8
2.1 Reference documents .................................................................................................. 8
2.2 Definitions ................................................................................................................... 9
3. Aerodrome operator responsibilities ................................................................................ 12
4. ATS/AIS provider responsibilities ................................................................................... 13
5. Components of the Global Reporting Format (GRF) ....................................................... 14
5.1 General ..................................................................................................................... 14
5.2 Runway Condition Report (RCR) ............................................................................. 14
5.3 Runway condition assessment matrix (RCAM) ........................................................ 14
5.4 Runway Condition Code (RWYCC) ........................................................................ 14
5.5 Runway Surface Conditions (RSC) .......................................................................... 15
6. Runway Surface Condition Assessment and Reporting .................................................... 15
6.1 General ...................................................................................................................... 15
6.2 Objectives.................................................................................................................. 17
6.3 Operational practices ................................................................................................. 18
6.3.1 Process to determine the RWYCC ....................................................................... 18
6.3.2 Runway Condition Report — Aeroplane performance calculation section ........... 19
6.3.3 Runway condition report — Situational awareness section: ................................. 22
6.3.4 Complete information string ................................................................................ 23
7. Runway condition assessment matrix (RCAM) ............................................................ 26
7.1 General ..................................................................................................................... 26
7.2 Assessment Criteria .................................................................................................. 26

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7.3 Runway surface description ...................................................................................... 26

7.4 Runway condition code (RWYCC) ............................................................................ 26
7.5 Runway Friction measurement information presented in the RCAM .......................... 27
7.6 RWYCC downgrade assessment criteria .................................................................... 27
7.6 Pilot reported braking action..................................................................................... 29
8. Runway surface descriptions ......................................................................................... 30
8.1 General ..................................................................................................................... 30
8.2 DRY runway ............................................................................................................. 30
8.3 Wet runways ............................................................................................................. 30
8.4 Standing water .......................................................................................................... 31
8.5 Slippery When Wet ................................................................................................... 31
APPENDIX 1 ..................................................................................................................... 35

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Abbreviations
AC Advisory circular
AFM Aircraft flight manual
AIC Aeronautical information circular
AIM Aeronautical information management
AIP Aeronautical information publication
AIREP Air-report
AIS Aeronautical information services
ATC Air traffic control
ATIS Automatic terminal information service
ATM Air traffic management
ATS Air traffic service
ECAA Ethiopian Civil Aviation Authority
GRF Global Reporting Format
ICAO International Civil Aviation Organization
LDA Landing distance available
MET Meteorological services
MPD Mean profile depth
MTD Mean texture depth
NOTAM Notice to airmen
NR Not Reported
PANS Procedures for Air Navigation Services
PIREP Pilot Report
RCAM Runway condition assessment matrix
RCR Runway condition report
RESA Runway end safety area
RST Runway Safety Team
RWY Runway
RWYCC Runway condition code
TWY Taxiway

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1. Introduction
Aircraft operational performances, at landing or take-off, strongly depend on runway surface
conditions. Inclement weather conditions such as rain may severely degrade runway surface
conditions. For obvious safety reasons, pilots need relevant, reliable information about the
nature of contaminants, the depth and coverage of contamination, and their effect on friction
between the runway and the aircraft’s wheels.

The International Civil Aviation Organisation (ICAO) has always identified runway safety,
particularly runway excursions, as a primary concern for aviation safety. Indeed, lessons
learnt from investigations into accidents and incidents suggest that the principal cause for
excursions occurring during landing stem from ineffective braking action due to runway
contamination. This trend has been corroborated by aircraft operators and aircraft
manufacturers.

It has been acknowledged that a lack of standardised runway assessment and reporting
methodology has created deficits in the processes employed by aerodrome operators around
the world which indirectly contribute to the highlighted concerns pertaining runway safety.
Consequently, to address these shortfalls, ICAO has developed a new globally harmonized
methodology for runway condition assessment and reporting. This internationally accepted
methodology is called the Global Reporting Format (GRF). The implementation date for
GRF worldwide including Ethiopia is from November 2021.

Flight crews utilize the reported runway surface description (condition or type and depth of
contaminant) when determining their aeroplane’s expected take-off performance.

In preparation for the implementation of GRF in Ethiopia, Ethiopian Civil Aviation

Authority (ECCA) has developed the new runway condition reporting methods which are
described in this AC.
1.1 Purpose
The purpose of this Advisory Circular is to provide general information and instruction on
the expected process for the effective implementation of GRF in Ethiopia.

This document is also being made available to the aviation industry for the purpose of
conveying flight safety information. All aerodrome personnel involved with runway
condition assessment should be aware of the forthcoming implementation of the new GRF
for runway condition reporting. These personnel are encouraged to utilize this AC to assist
them in reviewing this topic and to determine the applicability to their specific operations.

1.2 Applicability
This document is applicable to:

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(a) Ethiopia aerodrome operators;

(b) Ethiopian Civil Aviation Authority (ECAA) inspectors with certification and
safety oversight responsibilities; and
(c) This document is also available to the aviation industry at large for information
purposes.
1.3 Description of change
A fundamental change in the new reporting system is the introduction of runway condition
code (RWYCC). The assessment process of assigning a RWYCC is a deterministic process,
starting with the identification of the various contaminants that determines what initial
RWYCC must be reported. Based on all other information available, this initial RWYCC can
be downgraded or upgraded.

The revised scale GOOD, GOOD TO MEDIUM, MEDIUM, MEDIUM TO POOR and
POOR is used by the flight crew to characterize perceived braking action and lateral control
of the aeroplane during landing roll. RWYCCs 0 through 5 are mapped to this terminology in
the runway condition assessment matrix (RCAM) and describe a consistent runway surface
condition in relation to its effect on aircraft braking performance and lateral control.

These changes are numerous and affect many documents and therefore the aerodrome
operators should review this document in its entirety to ensure familiarity with all changes.
2. References and requirements
2.1 Reference documents
It is intended that the following reference materials be used in conjunction with this
document:

(a) Ethiopian Civil Aviation Rules and Standards Part 12 Aerodromes;

(b) Aerodrome Manual of Implementing Standards (MOIS);
(c) ECAA-AGA-AC-008/2013 ‘‘Runway Surface Friction measurement and reporting
procedures’’;
(d) International Civil Aviation Organization (ICAO) Annex 14 to the Convention on
International Civil Aviation —International Standards and Recommend Practices:
Aerodromes –Volume I Aerodrome Design and Operations (Eighth Edition, July
2018);
(e) ICAO Circular 355–Assessment, Measurement and Reporting of Runway Surface
Conditions; and
(f) ICAO Doc 9981 Procedures for Air Navigation Services –Aerodromes (Second
Edition, 2016).

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2.2 Definitions
The following definitions are used in this document:

Aeronautical information circular (AIC): A notice containing information that does not
qualify for the origination of a NOTAM or for inclusion in the AIP, but which relates to
flight safety, air navigation, technical, administrative or legislative matters.

Aeronautical information management (AIM): The dynamic, integrated management of

aeronautical information through the provision and exchange of quality-assured digital
aeronautical data in collaboration with all parties.

Aeronautical information service (AIS): A service established within the defined area of
coverage responsible for the provision of aeronautical data and aeronautical information
necessary for the safety, regularity and efficiency of air navigation.

Air-report: A report from an aircraft in flight prepared in conformity with requirements for
position, and operational and/or meteorological reporting.

Air traffic service: A generic term meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control service (area control service, approach
control service or aerodrome control service).

Automatic terminal information service (ATIS): The automatic provision of current, routine
information to arriving and departing aircraft throughout 24 hours or a specified portion
thereof:
Data link-automatic terminal information service (D-ATIS): The provision of ATIS
via data link.

Voice-automatic terminal information service (Voice-ATIS): The provision of ATIS

by means of continuous and repetitive voice broadcasts.

Braking action: A term used by pilots to characterize the deceleration associated with the
wheel braking effort and directional controllability of the aircraft.

Coefficient of friction: A dimensionless ratio of the friction force between two bodies to the
normal force pressing these two bodies together.

Conditional: subject to one or more conditions or requirements being met.

Contaminant: A deposit (such as snow, slush, ice, standing water, mud, dust, sand, oil and
rubber) on an aerodrome pavement, the effect of which is detrimental to the friction
characteristics of the pavement surface.

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Critical tire-to-ground contact area: An area (approximately 4 square metres for the largest
aircraft currently in service) which is subject to forces that drive the rolling and braking
characteristics of the aircraft, as well as directional control.

Friction: A resistive force along the line of relative motion between two surfaces in contact.

Friction characteristics: The physical, functional and operational features or attributes of

friction arising from a dynamic system.

Grooved or porous friction course runway. A paved runway that has been constructed and
maintained with lateral grooving or a porous friction course (PFC) surface to improve
braking characteristics when wet in compliance with the Aerodrome Design Manual (Doc
9157) or equivalent.

Hazard: A condition or an object with the potential to cause injuries to personnel, damage to
equipment or structures, loss of material, or reduction of the ability to perform a prescribed
function.

Industry codes of practice: Guidance material developed by an industry body, for a particular
sector of the aviation industry to comply with the requirements of the International Civil
Aviation Organization’s Standards and Recommended Practices, other aviation safety
requirements and the best practices deemed appropriate.

Landing distance available (LDA): The length of runway which is declared available and
suitable for the ground run of an aeroplane landing.

Mandatory: required by law or mandate; compulsory.

NOTAM: A notice distributed by means of telecommunication containing information

concerning the establishment, condition or change in any aeronautical facility, service,
procedure or hazard, the timely knowledge of which is essential to personnel concerned with
flight operations.

Operational personnel: Personnel involved in aviation activities who are in a position to

report safety information.

Optional: available to be chosen but not obligatory.

Note:- Such personnel include, but are not limited to: flight crews; air traffic controllers;
aeronautical station operators; maintenance technicians; personnel of aircraft design and
manufacturing organizations; cabin crews; flight dispatchers; apron personnel and ground
handling personnel.

Retardation: The deceleration of a vehicle braking, measured in m/s2.

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Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-
off of aircraft.

Runway condition assessment matrix (RCAM): A matrix allowing 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.

Runway condition code (RWYCC): A number describing the runway surface condition to be
used in the runway condition report.

Runway condition report (RCR): A comprehensive standardized report relating to runway

surface conditions and its effect on the aeroplane landing and take-off performance.

Runway Safety Team: A team comprising representatives from the aerodrome operator, air
traffic service provider, airlines or aircraft operators, pilot and air traffic controllers
associations and any other group with a direct involvement in runway operations at a specific
aerodrome, that advise the appropriate management on potential runway safety issues and
recommend mitigation strategies.

Runway surface condition(s): A description of the condition(s) of the runway surface used
in the runway condition report which establishes the basis for the determination of the
runway condition code for aeroplane performance purposes.

a) Dry runway. A runway is considered dry if its surface is free of visible moisture and not
contaminated within the area intended to be used.

b) Wet runway. The runway surface is covered by any visible dampness or water up to and
including 3 mm deep within the intended area of use.

c) Slippery wet runway. A wet runway where the surface friction characteristics of a
significant portion of the runway have been determined to be degraded.

d) Contaminated runway. A runway is contaminated when a significant portion of the

runway surface area (whether in isolated areas or not) within the length and width being
used is covered by one or more of the substances listed in the runway surface condition
descriptors.

Safety: The state in which risks associated with aviation activities, related to, or in direct
support of the operation of aircraft, are reduced and controlled to an acceptable level.

Safety management system (SMS): A systematic approach to managing safety, including the
necessary organizational structures, accountability, responsibilities, policies and procedures.

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Significant change: A change in the magnitude of a hazard, which leads to a change in the
safe operation of the aircraft.

Skid resistant: A runway surface that is designed, constructed and maintained to have good
water drainage, which minimizes the risk of hydroplaning when the runway is wet and
provides aircraft braking performance shown to be better than that used in the airworthiness
standards for a wet, smooth runway.

SNOWTAM: A special series NOTAM given in a standard format providing a surface

condition report notifying the presence or cessation of hazardous conditions due to snow, ice,
slush, frost, standing water or water associated with snow, slush, ice or frost on the
movement area.

Surface friction characteristics. The physical, functional and operational features or

attributes of friction that relate to the surface properties of the pavement and can be
distinguished from each other.

3. Aerodrome operator responsibilities

The Aerodrome Operator is responsible for assessing aerodrome surface conditions and
disseminating such information through the relevant ATS/AIS provider.

To fulfil this role it is expected that the aerodrome operator adopts a process which includes
the following:

(1) Identify the methodology to be adopted to measure the percentage of coverage and
depth of contaminant for each third of runways. The process shall also include data
gathering for other parts of the movement area.

(2) Develop procedures for the:

a) Collection of data,
b) Production of RCR,
c) Dissemination of information to ATS/AIS, and
d) Updating of RCR.

(3) Identify personnel who would be responsible for tasks highlighted in point 2.
(4) Develop and amend existing training programmes to include subjects related to
runway surface condition reporting as per ICAO Circular 355.

(5) Coordinate with the respective ATS/AIS provider to ensure seamless transmission of
RCR taking into account the applicable aeronautical data transfer protocols.

(6) Perform necessary updates to ATIS and adopt the new SNOWTAM format.

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(7) Inform all aerodrome users, particularly the General Aviation community and the
military on GRF implementation, ideally through established safety committees.

(8) Apply the change management process and conduct a safety risk assessment to
address any potential concerns.

(9) In conjunction with ATS/AIS provider, conduct system testing to ensure a smooth
transition on target date.

(10) Update occurrence reporting process to include GRF.

4. ATS/AIS provider responsibilities
Depending on the situation, the RCR may be disseminated by means of:
a) SNOWTAM;
b) ATIS, or
c) Radiotelephony.

It is the responsibility of the ATS/AIS provider to ensure the timely availability of the RCR
to aircrew and, to perform these tasks, it is expected that the ANSP adopts a process which
includes the following:

(1) Coordinate with the aerodrome operator to establish the appropriate methodology for
the receipt of the RCR considering the applicable aeronautical data transfer protocols.

(2) Amend and introduce new procedures for the implementation of GRF. This shall
consider the receipt and forwarding of Air-reports (AIREPs) to the aerodrome
operator.

(3) Develop and amend existing training programmes to include subjects related to GRF
application, with interest groups mainly consisting of:
a) Management;
b) ATCOs;
c) AIS personnel.

Training subjects should primarily focus on: RCR decoding; SNOWTAM, and R/T
transmission of RCR.

(4) Perform necessary updates to ATIS and adopt the new SNOWTAM format.

(5) Apply change management process and conduct a safety risk assessment to address
any concerns stemming pre implementation.

(6) The pilot-in-command shall report the runway braking action special air-report
(AIREP) when the runway braking action encountered is not as good as reported.

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(7) When receiving special air-reports by voice communications concerning braking

action encountered that is not as good as that reported, air traffic service units shall
forward them without delay to the appropriate aerodrome operator.

(8) In conjunction with aerodrome operator, conduct system testing to ensure effective
implementation on target date.

(9) Update occurrence reporting process to include GRF.

(10) Update AIP as required.

5. Components of the Global Reporting Format (GRF)

5.1 General
The Global Reporting Format (GRF) is an internationally accepted standardised report
which uses a common language for disseminating the conditions of runways. It is intended to
give advanced warning to aircrew on what to expect during the take-off/landing phases and
enable them to take informed decisions considering their aircraft’s performance. This is
achieved through the production and dissemination of the Runway Condition Report (RCR).

The GRF consists of five fundamental elements:

(a) Runway Condition Report (RCR);
(b) Runway condition assessment matrix (RCAM);
(c) Runway condition code (RWYCC);
(d) Runway surface conditions (RSC); and
(e) Runway surface condition descriptions.
5.2 Runway Condition Report (RCR)
(1) Consistent with the principles of the GRF, the RCR have been specially designed to
align with the aeroplane performance information which is used by pilots.
5.3 Runway condition assessment matrix (RCAM)
(1) The runway condition assessment matrix is used by aerodrome personnel conducting
runway surface assessments to encode the Runway Condition Code for each third of the
runway and for aircrew to decode the RWYCC into meaningful information. The
RCAM is used to determine a runway condition code from a set of observed runway
surface condition(s).
5.4 Runway Condition Code (RWYCC)
(1) The RWYCC is determined through the assessment of the following criteria:
• The percentage of coverage of contamination for each third of the runway;
• The type of contaminant which is selected from the RCAM;

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• The depth of contamination;

• Surface air temperature (when applicable).

(2) The Assessment Criteria consist of Runway Surface Descriptions which are used to
determine the Runway Condition Code (RWYCC).

(3) Flight crews use the final RWYCC for determining the landing performance of their
aeroplane. (The RWYCC is not utilized for determining aeroplane takeoff
performance.)

(4) The process for determining the RWYCC is provided below.

5.5 Runway Surface Conditions (RSC)
(1)The Situational Awareness section of the report allows a plain language description of
surface conditions which adds value to the information being disseminated, particularly
as regards other movement areas of the aerodrome. If available such information shall
include the depth of related contaminant.

(2) The RCR shall be produced when a significant change in runway surface condition
occurs due to the presence of water. Reporting should be maintained to reflect
significant changes and until such time runways are no longer deemed contaminated.

(3) The RYWCC may be downgraded or upgraded by the Aerodrome Operator using a
friction measuring device or other approved method.

(4) There are four defined runway surface conditions:

(a) Dry runway;
(b) Wet runway;
(c) Slippery wet; and
(d) Contaminated runway.

(5) The runway surface conditions are further sub-divided into runway surface
descriptions, which describe the specific details of a runway surface.

(6) The runway surface descriptions, including depth and temperature (when applicable),
are used to determine the preliminary RWYCC.
6. Runway Surface Condition Assessment and Reporting
6.1 General
(1) Assessing and reporting the condition of the movement area and related facilities is
necessary in order to provide the flight crew with the information needed for safe

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operation of the aeroplane. The runway condition report (RCR) is used for reporting
assessed information.

(2) On a global level, movement areas are exposed to a multitude of climatic conditions
and consequently a significant difference in the condition to be reported. The RCR
describes a basic structure applicable for all these climatic variations. Assessing runway
surface conditions rely on a great variety of techniques and no single solution can apply
to every situation.

(3) The philosophy of the GRF is that the airport operator assesses the runway surface
conditions whenever any contaminants are present on an operational runway. From
this assessment, a runway condition code (RWYCC) and a description of the runway
surface are reported which can be used by the flight crew for aeroplane performance
calculations. This format, based on the type, depth and coverage of contaminants is
the best assessment of the runway surface condition by the airport operator. All other
pertinent information should also be taken into consideration. When changes in
conditions occur, they should be reported without delay.

(4) The RWYCC reflects the expected braking capability as a function of the surface
conditions. With this information, the flight crews can derive, from the performance
information provided by the aeroplane manufacturer, the landing distance of an
aeroplane under the existing conditions. When a RWYCC is not provided, pilots
reference the reported runway surface description (condition or type and depth of
contaminant) to determine expected landing performance.

(5) The operational practices are intended to provide the information needed to fulfil the
syntax requirements for dissemination and promulgation.

(6) When the runway is wholly or partly contaminated by standing water or is wet, the
runway condition report should be disseminated through the AIS and ATS services.
When the runway is wet, not associated with the presence of standing water, the
assessed information should be disseminated using the runway condition report
through the ATS only.

Note:- Operationally relevant information concerning taxiways and aprons are covered in
the situational awareness section of the RCR.

(7) The operational practices describe procedures to meet the operationally needed
information for the flight crew and dispatchers for the following sections:
a) Aeroplane take-off and landing performance calculations:

i) Dispatch — pre-planning before commencement of flight:

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— take-off from a runway; and

— landing on a destination aerodrome or an alternate aerodrome;
ii) In flight — when assessing the continuation of flight; and
— before landing on a runway; and

b) Situational awareness of the surface conditions on the taxiways and aprons.

6.2 Objectives
(1) The RWYCC shall be reported for each third of the runway assessed.

(2) The assessment process shall include:

a) Assessing and reporting the condition of the movement area;

b) Providing the assessed information in the correct format; and
c) Reporting significant changes without delay.

(3) The information to be reported shall be compliant with the RCR which consists of:
a) Aeroplane performance calculation section; and
b) Situational awareness section.

(4) The information shall be included in an information string in the following order using
only AIS compatible characters:
a) Aeroplane performance calculation section (have 8 elements but only 7 elements
are applicable in Ethiopia):
i) Aerodrome location indicator;
ii) Date and time of assessment;
iii) Lower runway designation number;
iv) RWYCC for each runway third;
v) Percent coverage contaminant for each runway third;
vi) Depth of loose contaminant for each runway third;
vii) Condition description for each runway third; and

b) Situational awareness section (have 11 elements but only 6 elements are applicable
in Ethiopia):
i) reduced runway length;
ii) loose sand on the runway;
iii) taxiway conditions;
iv) apron conditions;

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v) State-approved, and published use of, measured friction coefficient; and

vi) Plain language remarks.

(5) The syntax for dissemination as described in the RCR template in ICAO PANS AIM
10066, Appendix 4, is determined by the operational need of the flight crew and the
capability of trained personnel to provide the information arising from an assessment.

(6) The syntax requirement in paragraph (5) shall be strictly adhered to when providing the
assessed information through the RCR.
6.3 Operational practices
(1) Reporting, in compliance with the runway condition report, shall commence when a
significant change in runway surface condition occurs due to water.

(2) Reporting of the runway surface condition should continue to reflect significant changes
until the runway is no longer contaminated. When this situation occurs, the aerodrome
will issue a runway condition report that states the runway is wet or dry as appropriate.

(3) A change in the runway surface condition used in the runway condition report is
considered significant whenever there is:
a) Any change in the RWYCC;
b) Any change in contaminant type;
c) Any change in reportable contaminant coverage according to Table-1;
d) Any change in contaminant depth according to Table-2; and
e) Any other information, for example a pilot report of runway braking action, which
according to assessment techniques used, are known to be significant.
6.3.1 Process to determine the RWYCC
(1) The airport or aerodrome operator will assess surfaces, and report contaminants present
on each runway. Based on the reported information, the preliminary RWYCCs will be
determined using the RCAM in accordance with the process described in Section 7.
The airport or aerodrome operator will then be prompted to confirm whether the
preliminary RWYCCs are appropriate in consideration of other available information.

(2) A separate process outlined in Section 8.5 is used to determine the RWYCC for a
runway that does not meet the minimum coefficient of friction, for which a “slippery
when wet” normal NOTAM must be issued.

Step 1 – determine applicability of RWYCCs

(1) RWYCCs are only applicable if:

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(a) The runway condition information is reported by runway thirds; and

(b) The runway surface is paved

Step 2 – apply assessment criteria to determine preliminary RWYCC

(1) Based on the runway surface description, the RCAM is used to determine a preliminary
RWYCC for each third of the runway.

(2) The determination of the RWYCC remains solely the responsibility of the airport or
aerodrome operator, who must ensure that the preliminary RWYCC is confirmed,
downgraded, as applicable.

(3) The airport or aerodrome operator is to include RWYCCs on the printable form if
applicable (paved runway and reporting in thirds). As the airport and aerodrome
operator is responsible for determining and accepting the RWYCC, the information
provided is deemed to be correct.

Step 3 – validate preliminary RWYCCs

(1) After the preliminary RWYCCs have been assigned, the airport or aerodrome operator
should determine that the preliminary RWYCCs accurately reflect the runway condition.
Through this determination, which should consider the measured runway friction value
(if available), vehicle deceleration or directional control observations, pilot report(s),
local knowledge and/or other information, the preliminary RWYCC will then be:
(a) Confirmed; or
(b) Downgraded;
(2) If the preliminary RWYCCs accurately represent the runway condition, the preliminary
RWYCCs will be confirmed and the final RWYCCs may be disseminated.

(3) However, if it is determined through the runway friction measurement, pilot report(s),
and/or other information that the runway is more slippery than indicated by the
preliminary RWYCC (determined with reference to the RCAM Assessment Criteria),
the RWYCC should be downgraded.

6.3.2 Runway Condition Report — Aeroplane performance calculation section

(1)The aeroplane performance calculation section is a string of grouped information

separated by a space “ ” and ends with a return and two line feed “«=”. This is to
distinguish the aeroplane performance calculation section from the following situational
awareness section or the following aeroplane performance calculation section of another
runway.

(2) The information to be included in this section consists of the following.

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a) Aerodrome location indicator: a four-letter ICAO location indicator in accordance with

Doc 7910, Location Indicators.

This information is mandatory.

Format: nnnn
Example: HAAB

b) Date and time of assessment: date and time (UTC) when the assessment was performed
by the trained personnel.
This information is mandatory.
Format: MMDDhhmm
Example: 05111357
c) Lower runway designation number: a two- or three-character number identifying the
runway for which the assessment is carried out and reported.
This information is mandatory.
Format: nn[L] or nn[C] or nn[R]
Example: 07L
d) Runway condition code for each runway third: a 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.

This information is mandatory.

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 as illustrated in Figures 1 and 2.

Format: n/n/n
Example: 5/5/2
Note 1:- A change in RWYCC from, say, 5/5/2 to 5/5/3 is considered significant.

Note 2:- A change in RWYCC requires a complete assessment taking into account all
information available.

e) Per cent coverage contaminant for each runway third: 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. The assessment is based upon an even
distribution within the runway thirds using the guidance in Table-1.

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This information is conditional. It is not reported for one runway third if it is dry or
covered with less than 10 per cent.

Format: [n]nn/[n]nn/[n]nn
Example: 25/50/100
NR/50/100 if contaminant coverage is less than 10% in the first third
25/NR/100 if contaminant coverage is less than 10% in the middle third
25/50/NR if contaminant coverage is less than 10% in the last 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/).

f) Depth of loose contaminant: standing water for each runway third: a two- or three-
digit number representing the assessed depth (mm) of the contaminant for each runway
third. The depth is reported in a six to nine character group separated by a “/” for each
runway third as defined in Table-2. The assessment is based upon an even distribution
within the runway thirds as assessed by trained personnel. If 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.

Format: [n]nn/[n]nn/[n]nn
Examples: 04/06/12 [STANDING WATER]

This information is conditional. It is reported only STANDING WATER.

g) Condition description for each runway third: to be reported in capital letters using
terms specified in ECAA Aerodrome MOIS chapter 6 Section 6.2.9.5. These terms have
been harmonized with the terms used in the Standards and Recommended Practices in
Annexes 6, 8, 11 and 15. The condition type is reported by any of the following
condition type descriptions for each runway third and separated by an oblique stroke “/”.

This information is mandatory.

DRY
STANDING WATER
WET

Format: nnnn/nnnn/nnnn
Example: WET / WET / STANDING WATER

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6.3.3 Runway condition report — Situational awareness section:

(1) All individual messages in the situational awareness section end with a full stop sign.
This is to distinguish the message from subsequent message(s).

The information to be included in this section consists of the following:

a) Reduced runway length

This information is conditional when a NOTAM has been published with a new set of
declared distances affecting the LDA.

Format: Standardized fixed text

RWY nn [L] or nn [C] or nn [R] LDA REDUCED TO [n]nnn
Example: RWY 25L LDA REDUCED TO 1450.

b) Loose sand on the runway

This information is optional.

Format: RWY nn[L] or nn[C] or nn[R] LOOSE SAND

Example: RWY 07R LOOSE SAND.

c) Taxiway conditions

This information is optional.

Format: TWY [nn]n POOR

Example: TWY B POOR.

d) Apron conditions

This information is optional.

Format: APRON [nnnn] POOR

Example: APRON NORTH POOR.

e) State-approved and published use of measured friction coefficient

This information is optional.

Format: [State set format and associated procedures]

Example: [Function of State set format and associated procedures].

f) Plain language remarks using only allowable characters in capital letters

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Where possible, standardized text should be developed

This information is optional.

Format: Combination of allowable characters where use of full stop « . » marks the end of
the message.
Allowable characters:
A B C D E F G H I J K LM N O P Q R S T U V W X Y Z
0123456789
/ [oblique stroke] “.” [period] “ ” [space]
Note: - Information may be mandatory, conditional or optional. Regardless of the status, if
information is considered to be significant for safe operations, timely updating is mandatory.
6.3.4 Complete information string
(1) An example of a complete information string prepared for dissemination is as follows:

Aeroplane performance calculation section

1- Aerodrome Location indicator - HAAB

2- Date and time of assessment – 05121400
3- Lower runway designation number – 07R
4- RWYCC for each runway third – 5/5/2
5- % coverage contaminant for each runway third – 50/50/50
6- Depth of loose contaminant for each runway third – NR/NR/04
7- Condition description for each runway third – WET/WET/STANDING WATER

HAAB 05121400 07R 5/5/2 50/50/50 NR/NR/04 WET/WET/STANDING WATER

Situational awareness section

RWY 25L LDA REDUSED TO 1450. TWY B POOR. ARPON NORTH POOR

6.3.5 Assessing a runway and assigning a runway condition code

(1) The assessed RWYCC to be reported for each third of the runway is determined by
following the procedure described in (12) to (14).

(2) If 25 per cent or less area of a runway third is wet or covered by contaminant, a RWYCC
6 shall be reported.

(3) 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.

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(4) A description of the runway surface condition is provided using the contamination terms
described in capital letters in Table-3 Assigning a runway condition code (RWYCC).
(5) If multiple contaminants are present where the total coverage is more than 25 per cent
but no single contaminant covers more than 25 per cent of any runway third, the
RWYCC is based upon the judgment by trained personnel, considering what contaminant
will most likely be encountered by the aeroplane and its likely effect on the aeroplane’s
performance.

(6) The RWYCC is determined using Table-3.

(7) The variables, in Table-3, that may affect the runway condition code are:

a) type of contaminant;
b) depth of contaminant; and
c) outside air temperature. Where available the runway surface temperature should
preferably be used.

(8) An assigned RWYCC 5, 4, 3 or 2 shall not be upgraded.

(9) If sand or other runway treatments are used to support upgrading, the runway surface is
assessed frequently to ensure the continued effectiveness of the treatment.

(10) The RWYCC determined from Table-3 should be appropriately downgraded considering
all available means of assessing runway slipperiness.

(11) Where available, the pilot reports of runway braking action should be taken into
consideration as part of the ongoing monitoring process, using the following principle:

a) a pilot report of runway braking action is taken into consideration for downgrading
purposes; and
b) a pilot report of runway braking action can be used for upgrading purposes only if it
is used in combination with other information qualifying for upgrading.

(12) Two consecutive pilot reports of runway braking action of POOR shall trigger an
assessment if an RWYCC of 2 or better has been reported.

(13) When one pilot has reported a runway braking action of LESS THAN POOR, the
information shall be disseminated, a new assessment shall be made and the suspension of
operations on that runway shall be considered.

(14) Table-3 shows the correlation of pilot reports of runway braking action with RWYCCs.

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(15) Table-3 form the runway condition assessment matrix (RCAM). The RCAM is a tool to
be used when assessing runway surface conditions. It is not a standalone document and
shall be used in compliance with the associated procedures of which there are two main
parts:
a) Assessment criteria; and
b) Downgrade assessment criteria.

(16) The percent coverage is reported using the increments listed in Table 1. If the assessed
percent coverage is between increments, it should be rounded up as indicated.

Table 1: Percentage of coverage for contaminants

Assessed per cent Reported percent

10 - 25 25
26 – 50 50
51 - 75 75
76 - 100 100

(17) Contaminant depths will continue to be reported in mm, as illustrated in Table 2,

below.
Table 2: Depth assessment for Contaminants

Contaminant Valid Values to be Significant change

reported
Standing Water 04, then assessed value 3mm up to and including
15mm

Note 1: For STANDING WATER, 04 (4 mm) is the minimum depth value at and above
which the depth is reported. (From 3 mm and below, the runway third is considered
WET).

Note 2: Above 4 mm for STANDING WATER an assessed value is reported and a

significant change relates to observed change from this assessed value.

(18) When the depth of contaminant(s) is variable:

(a) the maximum depth should be entered, since only one value may be entered in
this field, and the maximum depth is the most important information for pilots;
and
(b) the remarks section may be used to report a range of values for depth.

(19) Contaminant depths will be reported for STANDING WATER

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7. Runway condition assessment matrix (RCAM)

7.1 General
(1) The Runway Condition Assessment Matrix (RCAM) (Table 3) is the method by which
the airport or aerodrome operator determines a preliminary Runway Condition Code
(RWYCC) for each runway third, whenever water is present on the runway surface.

(2) The RCAM applies only to paved (asphalt and concrete) runway surfaces, and does not
apply to unpaved or partially paved surfaces.

(3) When runway condition information is reported in thirds a RWYCC is to be reported.

Conversely, if the runway condition information is not entered for each runway third,
then the RWYCC will not be reported.

(4) The third column is 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.

(5) The fourth column is a report of braking action on the runway by a pilot, providing
other pilots with an indication of the degree/quality of expected braking.

7.2 Assessment Criteria

(1) This section of the RCAM consists of a Runway Surface Description and a Runway
Condition Code. The Runway Surface Descriptions in each category are linked to the
corresponding Runway Condition Code based on their effect on aeroplane braking
performance.

7.3 Runway surface description

(1) The Runway Surface Description column of the RCAM lists:

(a) the contaminants on the runway; and

(b) runway surface conditions, if a runway is dry, wet or slippery when wet.

(2)These runway surface descriptions are directly correlated to aeroplane landing

performance and are listed in order of slipperiness (i.e. from least slippery to most
slippery).

7.4 Runway condition code (RWYCC)

(1) 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

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Annex 14, providing a standardized “shorthand” format for reporting runway condition,
which can be used by pilots to determine landing performance parameters.

(2) A preliminary RWYCC is determined using the RCAM based on type and depth of
contaminant and outside air temperature (where applicable); or the runway condition,
when the runway is dry, wet, or slippery when wet. The preliminary RWYCC must be
confirmed, downgraded.

(3) In the event the full width of the runway is not cleared, the runway condition code will
be determined based on the contaminants present in the cleared portion of the runway
(typically centre 100 feet).

7.5 Runway Friction measurement information presented in the RCAM

(1) The runway friction measurement result is a valuable tool which provides an objective
measure of the runway friction that will allow the airport or aerodrome operator to:
(a) Validate the preliminary RWYCCs determined through the use of the RCAM,
(b) Downgrade the RWYCC, when appropriate,

(2) An approximate range of the runway friction measurement values correspond to

various RWYCCs. These runway friction measurement ranges are used to downgrade a
RWYCC, as described in Section 7.6.

7.6 RWYCC downgrade assessment criteria

(1) As described in Section 7.4, the preliminary RWYCC is initially determined using the
RCAM based on type and depth of contaminant and outside air temperature (where
applicable); or the runway condition, when the runway is dry, wet, or slippery when wet.

(2) The airport or aerodrome operator should consider downgrading a RWYCC when the
runway friction measurements (if available), directional control observations, pilot
report(s), local knowledge and/or other information reveal that the runway surface is
more slippery than the preliminary RWYCC indicated.

(3) The airport or aerodrome operator should exercise vigilance and downgrade the
RWYCC when appropriate so that flight crews are provided with a RWYCC that best
reflects the actual slipperiness of the runway.

(4) The shaded area of the RCAM provides Downgrade Assessment Criteria, as detailed
below:

(a) the airport or aerodrome operator should utilize the continuous friction
measurement readings, when available, to assess slipperiness of the runway.

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(b)Pilot reports may also provide useful information. These reports may relate to
the specific sections of the runway in which wheel braking was applied, and
should be considered for the applicable runway third.

(c)Vehicle control or deceleration observations are another source of useful

information. As with pilot reports, vehicle control or deceleration o bservations
may relate to specific sections of the runway and should be considered for the
applicable runway third.

(5) When a RWYCC has been downgraded this information needs to be included in the
runway remarks.

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Table 3: Runway condition assessment matrix (RCAM)

Runway condition assessment matrix

Assessment Criteria Downgrade Assessment Criteria
Aeroplane
Pilot report of
Runway Surface Deceleration or
RWYCC runway braking
Description Directional Control
action
Observation
6
• DRY - -
Braking deceleration
• WET (The runway
is normal for the
surface is covered by
wheel braking applied
5 any visible dampness GOOD
AND directional
or water up to and
control is normal
including 3mm depth)
NA NA NA
4
Braking deceleration
is noticeably reduced
• WET (‘‘SLIPPERY
for the wheel braking
3 WET’’ runway) MEDIUM
effort applied OR
directional control is
noticeably reduced
Braking deceleration
More than 3mm depth of OR directional control
MEDIUM TO
2 water : is between Medium
POOR
• STANDING WATER and Poor

1 NA NA NA

0 NA NA NA

7.6 Pilot reported braking action

(1) A pilot report (PIREP) of braking action reflects the pilots’ assessment of the available
wheel braking.

(2) Where available, pilot reports of braking action should be taken into consideration as
part of the ongoing monitoring process, using the following principles:

� A pilot report of braking action should be taken into consideration for

downgrading purposes;

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Notes:-
1) Airport and aerodrome operators need to ensure that runway surface descriptions
(type and depth) are reported in accordance with the pertinent regulatory
requirements and the guidance provided, regardless of pilot braking action reports.

2) Where Air Traffic Services (ATS) are provided, ATS are to notify airport or
aerodrome operators of any significant change in surface conditions that they have
observed or have been provided knowledge.

(3) When previous pilot braking action reports have indicated GOOD or MEDIUM braking
action, two consecutive pilot braking action reports of POOR indicates that surface
conditions may be deteriorating. In this situation, the airport or aerodrome operator
should conduct a runway assessment prior to the next aircraft operation.

8. Runway surface descriptions

8.1 General
If more than two conditions or contaminants are present, only the two most prevalent are
reported. Other factors that may be taken into consideration in determining which two
runway surface descriptions of report include:

(a) the location of the condition or contaminant on the runway; and

(b) the slipperiness of the condition or contaminant, which is reflected in the

corresponding RWYCC.

8.2 DRY runway

A “DRY” runway surface condition should be reported:

(a) When there is need to report wet or contaminated conditions on the remainder
of the surface. This would be the case when a runway third(s) is 100%.
(b) When a significant change has occurred. For example when a runway third(s)
reported as RWYCC 5 is now RWYCC 6; and

8.3 Wet runways

(1) The timely and accurate reporting of conditions when water or moisture is present on
the runway is recognized to be challenging. For example, during an active
thunderstorm a runway may rapidly transition from dry, to wet to contaminate and
with standing water, in a very short period of time. In addition, variations in the
drainage capabilities of a runway and/or portions of a runway further complicate

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accurate reporting. Therefore, aerodrome operators may not be able to report these
conditions.

(2) When an airport or aerodrome operator reports water or moisture on a runway, the
following should be considered:

(a) A surface condition where there is any visible dampness or water up to and
including 3mm is reported as “WET.”

(b) A surface condition where there is water of depth greater than 3mm is
reported as “STANDINGWATER” as described in Section 8.4 below.

(3) The reporting of “SLIPPERY WHENWET” runway conditions is described in Section

8.5, below.

(4) The reporting of standing water patches (localized standing water conditions – such as
puddles or pools of water) is described below.

8.4 Standing water

(1) Water on a runway at a depth greater than 3mm is reported as “STANDING WATER”

(2) Due to the dynamic nature of rainfall conditions, the timely and accurate reporting of
conditions when water or moisture is present on the runway is recognized to be
challenging.

(3) Where practicable, the reporting of standing water is encouraged.

(4) To facilitate the accurate reporting of standing water, airport and aerodrome operators
should also be aware of the conditions which would lead to the accumulation of
standing water including:

(a) the drainage characteristics of their runways, and

(b) the rate and amount of precipitation.

8.5 Slippery When Wet

(1) A runway or any portion of a runway is deemed as having low friction (e.g. due to
rubber accumulation, surface texture degradation, etc.) when the friction
measurements (as measured by a continuous friction measuring device in accordance
with ECAA-AGA-AC008/2013) are below the minimum coefficient of friction
specified in Aerodrome Manual of Implementing Standards (MOIS).

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(2) A normal NOTAM which states that a runway may be “SLIPPERY WHEN WET” is
issued whenever the surface friction characteristics of a runway fall below the
minimum standard, as described above in paragraph (1).

Note: The designation “SLIPPERY WHEN WET”–when applied to a normal NOTAM –is
a function of the friction characteristics of the pavement.

(3) The airport or aerodrome operator may cancel this normal “slippery when wet”
NOTAM only when the runway friction level meets or exceeds the minimum
standard.

(4) When there is a “SLIPPERY WHEN WET” normal NOTAM in effect, runway
conditions and contaminants on a runway are reported in the following manner:

(a) for any visible dampness or water up to and including 3mm present on the
runway, a runway surface condition is issued with a runway condition of
‘‘SLIPPERY WHEN WET;”

(b) with more than 3mm of water present on the runway, an runway surface
condition is issued with a runway condition of "STANDING WATER” with
the corresponding percentage of coverage and depth); and

(5) When there is a “SLIPPERY WHEN WET” normal NOTAM in effect and there is a
need to report a dry runway condition as outlined in Paragraph 8.2, a runway surface
condition is issued with a runway condition of “DRY.”

(6) As per paragraph (5) above, when reporting in thirds and there is a “SLIPPERY
WHEN WET” normal NOTAM in effect, the runway surface conditions for each
third will be reported as shown in the following examples:

(a) If the first third of a runway had twenty percent coverage of an 3mm or less
water and the remaining runway thirds were dry, this would be reported as:
SLIPPERY WHEN WET, DRY, DRY

(b) If the first third of a runway had thirty percent coverage of water (more than
3mm of water) and the last two thirds were wet, this would be reported as: 30 %
STANDING WATER, SLIPPERY WHEN WET, SLIPPERY WHEN WET.

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Figure -1:- Reporting of runway condition code from ATS to flight crew for runway thirds

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Figure -2:- Reporting of runway condition code for runway thirds from ATS to flight crew
on a runway with displaced threshold

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APPENDIX 1

RUNWAY CONDITION REPORT (RCR)

Aeroplane performance calculation section

Information Source
Aerodrome location indicator ICAO Doc 7910, Location Indicators
Date and time of assessment UTC time
Lower runway designation number Actual runway (RWY)
RWYCC for each runway third Assessment based upon RCAM and
associated procedures
Per cent coverage contaminant for each Visual observation for each runway third
runway third
Depth of loose contaminant for each Visual observation assessed for each
runway third runway third, confirmed by measurements
when appropriate
Condition description (contaminant type) Visual observation for each runway third
for each runway third
Situational awareness section
Reduced runway length NOTAM
Loose sand on the runway Visual observation while at RWY
Taxiway conditions Visual observation, AIREP, reported by
other aerodrome personnel, etc
Apron conditions Visual observation, AIREP, reported by
other aerodrome personnel, etc
State approved and published use of Dependent upon the State set or agreed
measured friction coefficient standard
Plain language remarks using only Any additional operational significant
allowable characters in capital letters information to be reported

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