Contaminated Runway Questions

Question 1

How is discussion of landing performance as part of CTWO in an arrival briefing useful when landing on a contaminated runway?

Answer 1

Intended runway exit provides a benchmark for monitoring brake effectiveness

Question 2

If it becomes clear that the landing roll on a contaminated runway will extend beyond the intended runway exit, what can be done?

Answer 2

Increase braking effort

Question 3

What crosswind limits apply to contaminated runway operations?

Answer 3

Aircraft and CX limits

Question 4

Which crosswind limits are more limiting?

Answer 4

CX limits

Question 5

Given that wind and braking action is acceptable, is autoland permitted on a contaminated runway?

Answer 5

Yes, but autopilot should be disconnected on rollout if directional control becomes inadequate

Question 6

What techniques are recommended for a manual landing on a contaminated runway

Answer 6

Crabbed approach and flare, with a positive touchdown

Question 7

An 8-figure group, such as 88490594, appended to a METAR means what? How can you decode it?

Answer 7

Runway condition. This is the Old format: Russia and The Stans still use this. The new format is in Ops A and has a decode - simple to read

Question 8

What adverse condition might occur during landing when touching down with the touchdown zone of a heavily used runway?

Answer 8

Vicious aqua planning caused by rubber deposits in the touchdown zone significantly reduced runway friction

Question 9

At what speed is reverse thrust most effective?

Answer 9

High speed

Question 10

Where would you find the decodes for a Japanese domestic SNOWTAM?

Answer 10

Operations manual part a

Question 11

ATC information states that 70% of the takeoff runway length has been cleared of contaminants. How does this affect RTOW calculation?

Answer 11

More than 25% of the runway is contaminated, so the contaminant must be considered, or the reduced runway length will be the ASDA without contaminant

Question 12

If a runway is reported as being snow-covered with a friction coefficient of not 0.25 mu, what concerns might you have?

Answer 12

Extreme caution must be exercised concerning crosswind

Question 13

What thrust options are available for takeoff on a contaminated runway?

Answer 13

TO, TO1 or TO2 (assumed temperature is not permitted)

Question 14

What considerations apply during taxi in snow slush icing conditions?

Answer 14

Slow speed, avoid high thrust but use differential, slat/flap extension and retraction differences to non-procedures

Question 15

Crosswind when landing on contaminated runways may cause drift to the downwind side of the runway. What technique should a pilot use to counteract this?

Answer 15

Reduce reverse thrust to Idle (do not cancel) and release brakes
Then use rudder and differential braking to regain the enterline
When back on the centerline, re-apply reverse and brakes as required

Question 16

Above what crosswind value on a contaminated runway must FCOM be referred to for operational limitations?

Answer 16

Takeoff > 10kts
Landing > 15kts

Question 17

When is a runway considered contaminated?

Answer 17

When more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following:
Surface water more than 3mm (0.125”) deep, or by slush, or loose snow, equivalent to more than 3mm of water or
Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow) or
Ice, including wet ice.

Question 18

When is a runway considered wet?

Answer 18

When the runway surface is covered in water, or equivalent, less than or equal to 3mm or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.

Question 19

Braking action with ⅛” (3mm) or less of Dry snow is considered to be?

Answer 19

Good

Question 20

ICAO has introduced a Global reporting format for Runway Surface Conditions. How does this assess conditions & where can you find how to decode reports?

Answer 20

By a Runway Condition Report (RCR) via ATIS and RT. Where runway contamination is significant, a SNOWTAM will also be issued. Full details on ICAO GFR and SNOWTAM: Jeppesen FD-Pro>Pubs>General Airways Manual>Meteorology>Global Reporting Format (GRF) for Runway Surface Conditions

Question 21

Decode the following example: WIDD SNOWTAM 11151100 04 2/2/2 100/100/100 6/6/6 Standing water/standing water/standing water

Answer 21

Batam November 15 at 1100 Runway 04, braking action MEDIUM POOR all sections, contamination 100% in all 3 sections, contamination depth of 6mm of standing water on all 3 sections.

Question 22

Should RETI be considered in contaminated runway conditions?

Answer 22

RETI should NOT be considered in icing conditions or contaminated conditions.

Question 23

At dispatch, destination is runway condition is indicated to be compacted snow, are there any restrictions prior to departure?

Answer 23

A Dispatch Landing Performance Assessment is required. This should be computed using Flysmart LDG PERF application (DISPATCH), the RLD shall be less than or equal to the LDA.

Question 24

Tower reports standing water depth is 14mm. Can you go?

Answer 24

13mm is the limit. Takeoff is not recommended.

Question 25

Should RETI be considered when operating on contaminated runways?

Answer 25

No