Imagine it. A pilot is on an approach to a runway on a snowy February day. It’s a mild snowstorm but contamination is accumulating on the runway. How much? What is its impact on the pilot’s ability to brake and safely stop on the runway? How should the pilot prepare?
Traditionally, the incoming pilot is given a PIREP from the previous landing aircraft after it’s transmitted to the tower. “Braking is medium at touchdown, poor at turnoff.” These are the best pilots in the world, specialists at the top of their craft. So this advance perspective is helpful. Unfortunately, however, these pilots are not provided with standardized training to help make those assessments. One pilot’s subjective PIREP may differ from another’s.
What pilots really want is objective information about the deceleration and braking action experienced by previous pilots; exactly where the runways, turn-offs, and taxiways are most troublesome; and how to execute the perfect landing when the pilot is motivated to stop quickly on snow, ice, rainwater, oil, or other potential hazards.
Airside and Landside – both teams are seeing improvements in how surfaces are managed to serve the needs of the airport.I'm an airport
From Flight Operations to the Chief of Safety, everyone agrees. Pilots should have more information, faster.I'm an airline
"Landing overrun accidents in slippery conditions continue to occur. A significant contributing factor is the lack of timely, accurate information on runway friction conditions in adverse weather conditions for pilots of landing airplanes to assess landing distance safety margins."FAA Broad Agency Announcement DTFACT-13-R-00009