Results
Q1. Who is responsible for assessing and reporting runway surface conditions?
- Points to Remember – The Aerodrome Operator is responsible for checking and reporting runway conditions
- – They conduct inspections to ensure the runway surface is safe
- – These inspections are similar to a caretaker checking grounds after rain or snow
Q2. In the Runway Condition Report RC, the RWYCC must be reported for each:
- Points to Remember – The runway is divided into three equal sections for reporting
- – Each section receives its own distinct Runway Condition Code (RWYCC)
- – This format informs pilots of varying conditions, such as ice at the start and water at the end
Q3. The report AQUAPLANNING REPORTED BY aircraft type AT time is an example of what type of information passed by ATS?
- Points to Remember – Aquaplaning occurs when an aircraft slides on water-covered runway surfaces
- – Pilots report these incidents to Air Traffic Services (ATS)
- – ATS transmits this as other runway surface conditions information
- – These reports provide essential safety details that complement standard friction measurements
Q4. The two primary outputs of a runway surface condition assessment are the Runway Condition Code RWYCC and the:
- Points to Remember – A runway surface condition assessment provides two primary outputs
- – The first output is the Runway Condition Code (RWYCC), which uses a numerical grade from 1 to 6
- – The second output is a runway condition description detailing the surface appearance, such as being covered in wet snow
Q5. When suitable equipment is available, reports of braking action on wet runways will be passed to pilots. Which authority originates these reports?
- Points to Remember – The Aerodrome Authority is responsible for originating reports on runway braking action
- – Special equipment is used by this authority to assess conditions on wet runways
- – Air Traffic Services (ATS) focus on traffic management rather than reporting runway conditions
- – Information regarding braking action is shared with pilots to ensure safe operations
Q6. Runway Surface Condition information is critical for calculating landing and takeoff performance, including:
- Points to Remember – Slippery runways require more distance for an aircraft to stop or take off
- – Runway conditions directly determine the allowable Take-Off Mass
- – To ensure safety on wet or contaminated surfaces, aircraft may need to carry less weight in fuel, passengers, or cargo
Q7. Runway Visual Range RVR is defined as an instrument-derived value representing the distance over which a pilot on the runway centerline can see the runway surface markings or the lights delineating the runway or identifying its:
- Points to Remember – RVR is an instrument-derived value measuring visibility distance
- – It represents how far a pilot on the runway centerline can see
- – Visibility includes runway surface markings or lights that delineate the runway or identify its centerline
Q8. The operational significance of RVR is that it directly determines the minima for:
- Points to Remember – RVR determines if visibility meets the required minimums for instrument approaches
- – It is used to decide if CAT I, II, or III landings can be safely attempted
- – Lower category ratings (CAT III) allow for landings in lower visibility conditions
- – If the RVR is below the required minima, pilots are not permitted to land
Q9. The phraseology LANDING SURFACE condition is used to specify the condition of the:
- Points to Remember – Describes the state of the specific area where the aircraft touches down
- – Refers exclusively to the landing area itself
- – Does not apply to taxiways or parking areas
Q10. Runway Surface Conditions reporting provides a standardized assessment of the surface state, including the presence of water, snow, slush, ice, or frost, and its effect on:
- Points to Remember – Runway conditions like water, ice, or snow primarily affect the aircraft’s braking action
- – Surface state assessments help determine if a plane can decelerate and stop properly
- – These reports focus on landing performance and lateral control rather than mechanical systems like the engine or GPS
Q11. The phraseology [location] RUNWAY SURFACE CONDITION RUNWAY number NOT CURRENT is used to indicate that the previously reported conditions are:
- Points to Remember – The phrase serves as a warning that the previous runway report is outdated
- – It indicates that conditions may have changed since the last update
- – Information from the old report should no longer be relied upon for safety
Q12. In the report SLUSH/WET SNOW/WET SNOW, this information specifies the:
- Points to Remember – Runway condition reports use three sections separated by slashes
- – Each section describes the surface condition for one-third of the runway
- – The first item represents the first third, followed by the middle and last thirds
- – In this example, the first third has slush while the middle and last thirds have wet snow
Q13. Reports originated by the Aerodrome Authority are based on runway inspections and include the conditions in each third of the assessed area, sequentially, for the runway to be:
- Points to Remember – The Aerodrome Authority conducts regular runway inspections to ensure safe takeoffs and landings
- – Inspectors divide the runway into three equal sections to assess conditions
- – Reports are issued sequentially for each third of the runway area
- – These reports provide pilots with a clear understanding of the safety conditions across the entire surface
Q14. When reporting contamination, the runway condition can be described using terms like DAMP, STANDING WATER, DRY SNOW, SLUSH, ICE, or:
- Points to Remember – Standard terms for runway contamination include Damp, Standing Water, Dry Snow, Slush, and Ice
- – Frost is also a standard term used to describe runway surface conditions
- – Frost forms a thin icy layer that makes the runway slippery and must be reported
- – Pilots use these terms to assess braking and takeoff performance accurately
Q15. When contamination is reported as 06/12/12, the numbers indicate the depth of contamination in each third of the runway in:
- Points to Remember – Runway contamination depth is measured in millimeters
- – The three numbers represent the first, middle, and last thirds of the runway
- – A report of 06/12/12 indicates 6mm in the first third and 12mm in the remaining two thirds
Q16. The estimated surface friction values communicated to pilots typically include:
- Points to Remember – Surface friction informs pilots about the level of grip on a runway
- – The scale uses descriptive terms such as Good, Medium, and Poor
- – Good indicates high grip, while Poor signifies a very slippery surface like an ice rink
Q17. The phraseology RUNWAY REPORT AT observation time RUNWAY number is followed by the:
- Points to Remember – Identify the type of contaminant present on the runway
- – Specify the depth of the contaminant, such as slush at 3mm
- – Report the runway surface condition for each third of the runway
- – Provide these details to the pilot so they know exactly what to expect on the surface
Q18. RVR is the primary objective measurement for assessing runway visibility under conditions such as:
- Points to Remember – RVR provides an objective measurement of visibility on the runway
- – It is primarily used during low visibility conditions such as fog, rain, or snow
- – Instruments for RVR are unnecessary on clear days when visibility is naturally high
Q19. Runway condition code for Braking deceleration is significantly reduced is:
- Points to Remember – Runway condition codes use a scale from 1 to 6
- – Code 6 represents dry and grippy conditions
- – Code 1 indicates significantly reduced braking and a super slippery surface
- – Code 1 is the lowest level before nil braking and represents a danger zone
Q20. Runway Condition Code 1 RCAM corresponds to which surface condition?
- Points to Remember – RWYCC 1 indicates ice on the runway surface
- – Ice represents the most slippery condition for aircraft
- – Code 1 signifies very poor braking action
- – Pilots must exercise extreme caution during operations
