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Photo: Runway Condition Assessment Matrix, AC 150/5200-30D, Table 5-2.
Airport operators should use their best judgment when using friction measuring devices for downgrade assessments, including their experience with the specific measuring devices used.
There are two ways around this problem.Unless you have upgrades and downgrades, the Runway Condition Codes will enter the system.It is important to note that the system is accessed through pull down menus that limit the airport operator's options on what can be inputted.AC 150/5200-30D,.2.1 Following the overrun accident of a Boeing-737 in December of 2005, the FAA found that the current state of the industry practices did not have adequate guidance and regulation addressing operation on non-dry, non-wet runways,.e., contaminated runways.AC 150/5200-30D,.1.3 To comply with 139.339, the airport operator must utilize the notam system as the.1.3primary method for collection and dissemination of airport information to air carriers and other airport users.They also provide a printed record of the friction survey data.Photo: rcam Process, Step 2, from AC 150/5200-30D,.3.2 Click photo for a larger image If the airport operator thinks the RCC can be upgraded or should be downgraded, they can take a drive with an approved decelerometer.Electronic decelerometers eliminate potential human error by automatically computing and recording friction averages for each one-third zone of the runway.
Controllers will not issue runway condition codes when all 3 segments of a runway are reporting values.
Less friction means less aircraft braking coefficient and less aircraft braking response.

Runway surface conditions may be reported using several types of descriptive terms including: type and depth of contamination, a reading from a runway friction measuring device, an airplane braking action report, or an airport vehicle braking condition report.When runway condition code reports are provided by airport management, the ATC facility providing approach control or local airport advisory must provide the report to all pilots.H3 from 24 m, up to, but not including,.Doc 7192 - Training Manual Part D-1 Ed 2 (En).The ARC got it mostly right but we need to keep in mind this was an industry-wide effort and though the business aviation community was represented, the largest users (the airlines) obviously carried more weight.Doc 8335 - Manual for Ops Inspection Cert Continued Surv Ed 5 (En). The effectiveness of Burner Fire Controls cafs is proven by the growing customer base spanning North America, Canada, South America, emea, and apac.In formulating recommendations, it became clear to the ARC that the ability to communicate actual runway conditions to the pilots in real time and in terms that directly relate to expected aircraft performance was critical to the success of the project.When the MU value for any one-third zone of an active runway is 40 or less, a report should be given to ATC by airport management for dissemination to pilots.Medium-to-Poor: Braking deceleration or directional control is between medium and poor.