AA.I.B.K9
KnowledgeRunway assessment and condition reporting and use of the Runway Condition Assessment Matrix (RCAM). (ATP)(AMEL, AMES).
From the FAA library
- Chapter 4. Air Traffic Control › Section 3. Airport Operations › 4-3-9. Runway Condition Reports
Runway condition codes for each zone (touchdown, mid-point, roll-out) (d) Pilot-reported braking action report (if available) (e) The contaminant (for example, wet snow, dry snow, slush, ice, etc.) 2. Assessments for each zone ... will be issued in the direction of takeoff and landing on the runway, ranging from “1” to “6” to describe contaminated surfaces. NOTEA RwyCC of “0” is used to delineate a braking action report of NIL and is prohibited from…
- Chapter 4. FLIGHT PLANNING › 4-3. PIREP CAUTIONS › b. No Icing Reported
Icing Reported. An aircraft encountered icing, but the pilot did not report it. Pilot workloads might prevent a pilot from making a report, particularly when making an approach. An aircraft might also encounter icing conditions that are more serious than ... those are reported in any recent PIREPs in the given area. There are several possible reasons for this: (1) Icing conditions are extremely variable in space and time, as previously noted. PIREPs depend on the type and ice protection…
- Chapter 11: Aircraft Performance › Takeoff and Landing Performance › Runway Surface and Gradient
Runway Surface and Gradient Runway conditions affect takeoff and landing performance. Typically, performance chart information assumes paved, level, smooth, and dry runway surfaces. Since no two runways are alike, the runway surface differs from one runway to another, as does ... runway gradient or slope. [Figure 11-15] Runway surfaces vary widely from one airport to another. The runway surface encountered may be concrete, asphalt, gravel, dirt, or grass. The runway surface for a specific airport is noted in the Chart…
- Chapter 7. Safety of Flight › Section 7. Safety, Accident, and Hazard Reports › 7-7-3. Near Midair Collision Reporting
result of proximity of less than 500 feet to another aircraft, or a report is received from a pilot or a flight crew member stating that a collision hazard existed between two or more aircraft. c. Reporting Responsibility ... flight crew to determine whether a near midair collision did actually occur and, if so, to initiate a NMAC report. Be specific, as ATC will not interpret a casual remark to mean that a NMAC is being reported. The pilot…
- Chapter 13: Aviation Weather Services › Aviation Weather Reports › Pilot Weather Reports (PIREPs)
Pilot Weather Reports (PIREPs) PIREPs provide valuable information regarding the conditions as they actually exist in the air, which cannot be gathered from any other source. Pilots can confirm the height of bases and tops of clouds, locations of wind ... below five miles, ATC facilities are required to solicit PIREPs from pilots in the area. When unexpected weather conditions are encountered, pilots are encouraged to make a report to a FSS or ATC. When a pilot weather report is filed…
- Chapter 2: Personal Minimums › Personal Minimums › Step 3—Consider Other Conditions
this example, the pilot did not fill in the LIFR boxes for known “comfort level” in instrument meteorological conditions (IMC) after deciding to avoid flight in those conditions. 12402 Experience and “Comfort Level” Assessment Figure 2-4. A sample pilot ... experience and comfort level assessment for IFR and LIFR. If combined into a single table, the summary of a pilot’s known “comfort level” for VFR, MVFR, IFR, and LIFR weather conditions might appear as shown in Figure…