GRF & LDTA

Webinar
Léo Maupu
Flight Operations Support Manager

Aude Cheval & Guillaume Clavière

Aircraft Performance Engineers

Jean-Baptiste Xemay
Operational Engineering

Charles Valin & Richard Renaux

Flight Operations & Performance Software

June 2021
Webminar rules

Computers microphones muted for clearness and noise reduction on the line

Dedicated Q&A time after presentation

RAISE HAND…
Before asking question. ATR (Host)

We will unmute your microphone.

Don’t forget to cancel it. ATR (Host)
Or use CHAT…
If you deem it more convenient
Ask your question to the HOST.

2
Agenda

1. GRF Implementation
2. In-flight landing performance assessment
3. ATR strategy
4. LDTA computation
5. AFM changes
6. Way Forward
7. Summary
GRF IMPLEMENTATION
GLOBAL REPORTING FORMAT

Regulatory frame
ICAO Annex 14 is amended to harmonize worldwide the methodology to asses and report runway
surface description.

Annex 14, applicability date 04/11/2021

NPA 2018-14 & SIB 2021-11, applicability date 12/08/2021

AC 150/5200-30D, already applicable (FINCON NOTAM)

GLOBAL REPORTING FORMAT

The Runway Condition Assessment Matrix

• The GRF methodology is based on the use of the new
RCAM to evaluate braking capacity of the runway
depending on the contaminant.

• The RunWaY Conditions Code (RWYCC), a digit from

6 to 0)’ is used to describe the effect of the runway
surface conditions on aeroplane deceleration
performance and lateral control.
GLOBAL REPORTING FORMAT

The Runway Condition Report

The RCR reports the RWYCC, coverage, depth and type of contaminant for each third of
runway. It can include situation awareness elements.
Depth of the
Coverage % of Type of
RWYCC contaminant
the contaminant contaminant

EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET

EADD 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH
EADD 02170225 09C 2/3/3 75/100/100 06/12/12 SLUSH/WET SNOW/SLUSH

DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R CHEMICALLY TREATED.
RWY 09C CHEMICALLY TREATED.)

Situation awareness elements

GLOBAL REPORTING FORMAT

RCR Transmission
As soon the runway is not dry, Aerodrome operator is in charge to assess runway surface and
establish a RCR using the RCAM for primary assessment. (detailed procedure on ICAO PANS-
Aerodromes doc 9981).

RCR information are transmitted to dispatchers and pilots through different means :
SNOWTAM ATIS Direct vocal contact
GG EADBZQZX EADNZQZX EADSZQZX
170350 EADDYNYX
SWEA0149 EADD 02170345
(SNOWTAM 0149
EADD 02170055 09L 5/5/5 100/100/100 NR/NR/NR
WET/WET/WET
EADD 02170135 09R 5/2/2 100/50/75 NR/06/06
WET/SLUSH/SLUSH
EADD 02170225 09C 2/3/3 75/100/100 06/12/12
SLUSH/WET SNOW/SLUSH
DRIFTING SNOW. RWY 09L LOOSE SAND. RWY 09R
CHEMICALLY TREATED. RWY 09C CHEMICALLY
TREATED.)
GLOBAL REPORTING FORMAT
AIREP
Description RWYCC
AIREP (braking action)
N/A 6
Braking deceleration is normal for the
Pilots are encouraged to provide feedback GOOD wheel braking effort applied AND 5
directional control is normal.
regarding the accuracy of the RCR resulting from
GOOD TO Braking deceleration OR directional
the observed runway surface conditions. MEDIUM control is between good and medium.
4

Braking deceleration is noticeably

reduced for the wheel braking effort
MEDIUM 3
applied OR directional control is
Adequate phraseology should be used with the noticeably reduced.

AIREP. MEDIUM TO Braking deceleration OR directional

2
POOR control is between medium and poor.
Braking deceleration is significantly
reduced for the wheel braking effort
POOR 1
applied OR directional control is
significantly reduced.

Braking deceleration is minimal to non-

LESS THAN existent for the wheel braking effort
0
POOR applied OR directional control is
uncertain.
GLOBAL REPORTING FORMAT

Proccess overview (simplified) Feedback with AIREP

Aerodome operator responsability

Runway
Runway is RCR
assessment Pilots
not dry creation
using RCAM SNOWTAM, ATIS,…

EADD 02170055 09L 5/5/5 100/100/100

NR/NR/NR WET/WET/WET
GLOBAL REPORTING FORMAT

Downgrading
For the same Runway Surface contamination, aerodrome operator can downgrade the RWYCC
from primary assessment using the RCAM.

Several factors can lead to a downgraded RWYCC :

‒ Observation
‒ Friction measurement
‒ AIREP
‒ Prevailing weather conditions

LFBO 02170055 32L 5/3/3 100/70/90 NR/2/2 WET/WET SNOW/ WET SNOW

Depth below 3mm is normally RWYCC = 5 as per RCAM

GLOBAL REPORTING FORMAT

Upgrading
When the complete removal of the contaminant cannot be achieved, aerodrome operator
may upgrade RWYCC, if the RWYCC initially assigned does not reflect the real runway
surface condition.
Aerodrome operator uses friction measurement
equipment to re-evaluate the RWYCC.

Upgrading is only applicable when the initial RWYCC is

0 or 1. The RWYCC can be upgraded up to 3-
MEDIUM.
IN-FLIGHT LANDING
PERFORMANCE ASSESSMENT
IN-FLIGHT LANDING PERFORMANCE ASSESSMENT

Regulatory frame
In addition to GRF implementation, an in-flight landing performance assessment can be requested by
National Authorities before attempting an approach.

Annex 6 & Doc 10064.

CAT.OP.MPA.303, mandatory, applicability date 12/08/2021.

SAFO 19001, recommendation already applicable.

 IN-FLIGHT LANDING PERFORMANCE ASSESSMENT

Landing Distance at Time of Arrival

The in-flight landing performance assessment should be based on new landing distance data :
the LDTA.

V=0
50ft

Air phase Transition phase Braking phase

Friction coefficient based on RWYCC.
Operational air phase:
7 seconds at 98% VAPP It includes hydroplaning effect and may or may not take credits of loose contaminant.

Loose contaminants, such as DRY SNOW, WET SNOW, WATER or SLUSH, create an
additional precipitation drag due to displacement and projection of contaminant from
the path of the tire.
IN-FLIGHT LANDING PERFORMANCE ASSSESSMENT

Landing Distance at Time of Arrival

A new standard for landing distance computation. The assumptions aim to be more representative than
ALD of day-to-day operations.

Additional parameters are taken into account such as:

Runway slope. Air temperature Approach speed increment.

+4 kt
%
IN-FLIGHT LANDING PERFORMANCE ASSESSMENT

Air Operation

Before attempting an approach, flight crew has to check :

1.15 x LDTA ≤ LDA

In-flight assessment has to

be based on the latest
weather report available. V=0
LDTA 15% margin

LDA
IN-FLIGHT LANDING PERFORMANCE ASSESSMENT

Landing Performance overview In-flight assessment

Use LDTA
Check 1.15 x LDTA ≤ LDA

§ EASA OPS : CAT.OP.MPA.303

Use ALD
Check RLD ≤ LDA

Before departure

Performance computation at
dispatch remains unchanged

§ EASA OPS : CAT.POL.A.230 & 235

IN-FLIGHT LANDING PERFORMANCE ASSESSMENT

Air Operation In-flight assessment

Use LDTA
Check 1.15 x LDTA ≤ LDA

§ EASA OPS : CAT.OP.MPA.303

Exception for DRY runways, WET
runways with specific friction-
Use ALD
improving characteristics :
Check RLD ≤ LDA

The in-flight assessment may be done

Before departure by confirming that the weather has not
significantly changed comparted to one
assume at time of dispatch.
Performance computation at
dispatch remains unchanged

§ EASA OPS : CAT.POL.A.230 & 235

ATR STRATEGY
ATR STRATEGY

Group 1 aircraft : -500 & -600

• ATR 42-500 MOD 4372 + MOD 4540 with or
without MOD 5948 (=NAS option)

• ATR 72-212A with or without MOD 5948 (=NAS

option)
ATR provides new landing distances (LDTA) that take into account the following additional
parameters:
(1) Operational airborne distances;
(2) RWYCC for braking action;
(3) Effects of speed increments over threshold;
(4) Effects of temperature; and
(5) Effects of runway slope.
§ EASA OPS : AMC1.CAT.OP.MPA.303(e) (a)

Flight crew is able to compute the new landing performance LDTA to perform the in-flight PAGE
21
and check 1.15*LDTA ≤ LDA
ATR STRATEGY

Group 1 aircraft : -500 & -600

For 42-500 and 72-212A, 9 types of LDTA have been computed :
• 6 – DRY
• 5 – GOOD
• 4 – GOOD to MEDIUM
• 3 – MEDIUM : 26 ≤ DRY SNOW ≤ 50mm or 11 ≤ WET SNOW ≤ 20mm
• 3 – MEDIUM : 11 ≤ DRY SNOW ≤ 25mm or 6 ≤ WET SNOW ≤ 10mm
• 3 – MEDIUM
• 2 – MEDIUM to POOR : 6.3 ≤ WATER / SLUSH ≤ 12.7mm
• 2 – MEDIUM to POOR
• 1 - POOR
An additional credit can be considered for runway contaminated by dry and wet snow,
Water or Slush.
ATR STRATEGY

Group 2 aircraft : Legacy

• ATR 42-200/-300/-320
• ATR 42-400
• ATR 42-500 (MSN 474, 507, 511 and 512)
• ATR 72-101/-102/-201/-202
• ATR 72-211/-212
ATR will provide new performance data based on an alternative mean of compliance : the LDF.
The Landing Distance Factor RWYCC 6 5 4 3 2 1
(LDF) table is provided by the Turboprop
regulation. LDF
1.67 2.0 2.2 2.4 2.7 2.9

The in-flight landing performance assessment consists in checking if LDF x ALD_dry ≤ LDA
PAGE
23
Note: the LDF includes the 15% margin.
LDTA COMPUTATION
LDTA COMPUTATION
FCOM Charts
• Group 1 aircraft • Group 2 aircraft
Reference + correction chart Graphical calculator to multiply LDF with ALD_dry
4-GOOD TO MEDIUM
1.15*LANDING DISTANCE AT TIME OF ARRIVAL
CORRECTION
(FT) (M) (M) (FT)

13000 4000 4000 13000

12500 3800 3800 12500

12000 12000
3600 3600
11500 11500
3400 3400
11000 11000

10500 3200 3200 10500

10000 10000
3000 3000
9500 9500
2800 2800
9000 9000

8500 2600 2600 8500

8000 8000
2400 2400
7500 7500
2200 2200
7000 7000

6500 2000 2000 6500

6000 1800 1800 6000

5500 5500
1600 1600
5000 5000

4500 1400 1400 4500

4000 1200 1200 4000

3500 3500
1000 1000
3000 3000
800 800
2500 2500

1.15*LDTA
2000 600 600 2000

ALDdry
1500 1500
400 400
1000 1000
200 200

Result computed is 1.15 x LDTA.

V3.1.8 - 210108 - PDFVJAR_ACD95_V05_LDF - P1LD*DF*S* (0)
V3.84
LDTA COMPUTATION
QRH
QRH provides a simpler and more pilot-friendly way to manually compute LDTA. Results might
be conservative regarding detailed charts from FCOM.

Reference table Corrections

or
1.15 LDTA for Group 1 aircraft.

LDF x ALD_dry for Group 2 aircraft.

LDTA COMPUTATION
FOS
FOS can edit landing charts based on a LDTA assessment.

Method of computation is adapted

depending on aircraft type from the fleet
database.
LDTA COMPUTATION
SPS
The landing module is divided in two parts : dispatch & in-flight
In-flight
Dispatch

Buttons to switch between dispatch and in-flight

Use of Rwy Cond. for dispatch

and RWYCC in flight

To avoid confusion between dispatch

and in-flight results, the dispatch
output is modified. The approach
speeds will be no longer displayed
in the dispatch output.

Note : Use of LDTA data can be disabled. Computation done in in-flight tab will be with RLD.
LDTA COMPUTATION

LDTA check at dispatch

Under some conditions (especially on contaminated runways) in-flight performance might be
more restrictive than dispatch performance:
RLD ≤ 1.15 x LDTA may be possible.

ATR recommends to also check in-flight performance before departure based on weather
forecast at time of arrival.
Optional workflow are added in performance tools to do so.

Double selection of runway

state for the two computation.
Automatic filling can be
configured.
AFM CHANGES
AFM CHANGES

Recommended maximum crosswind

Crosswind recommendation have been classified according RWYCC :
AFM CHANGES

Performance data
ATR takeoff and landing certified performance data for flight preparation remain unchanged.
LDTA regulations do not request to modify dispatch performance already certified.

Performance data for dispatch continue to be available with the following Runway Status :
‒ DRY
‒ WET
‒ COMPACTED SNOW
‒ WATER & SLUSH depth below 6.3mm (only for Takeoff)
‒ WATER & SLUSH depth below 12.7mm
No RWYCC for Takeoff performance
‒ ICE and Landing performance at dispatch
AFM CHANGES

Performance data
To ease performance computation for flight preparation, ATR provides equivalence tables to
translate RCR information into certified runway status.
Ref : PRO.SPO.13 CONTAMINATED RUNWAYS (Advisory Materials)

AFM runway
status for
dispatch
computation
RCR RCR
information information
AFM CHANGES

IN-FLIGHT FAILURE AFFECTING LANDING distances

No LDTA are provided in case of in-flight failure affecting landing distances.

To be compliant with AFM, penalty coefficient has

to be applied on ALD :
ALD x penalty_coeff ≤ LDA

ATR recommendation : check also LDTA_nofailure ≤ LDA

WAY FORWARD
WAY FORWARD

GRF & LDTA implementation

FOIM 2021-09 provide detailed information regarding LDTA use and ATR recommendation.

An interactive e-learning is available on ATRactive to explain how to read and use ATR
documentation and computation software.
WAY FORWARD

Documentation
GRF and LDTA materials are integrated in revision n°29 of FCOM/QRH and in AFM revision
n°29 for EASA, n°25 for FAA and n°19 for TCCA.

Revision n°29 also integrates :

• AOM 2021-05 contents (TRU activation)
• ~ 40 APQs

For more details, refer to FOIM 2021-12

WAY FORWARD

Performance Software
GRF and LDTA materials are integrated in version 2.5 of FOS & SPS.

Additional features are also integrated in version 2.5 :

• Automatic METAR information acquisition
• Log auto save

For more details, refer to FOIM 2021-11

A dedicated Webinar for FOS and SPS administrator is scheduled next week to explain the
new features.
SUMMARY
SUMMARY

• Worldwide GRF implementation changes how runway contamination is reported. The

RWYCC (6 to 0) describe runway deceleration capacity.

• RWYCC and information regarding contamination are reported for each thrid of the runway,
through a dedicated format : the RCR

• An in-flight landing performance assessment, based on new landing distance (LDTA) can
be required before starting the approach using actualized weather report.

• AFM/FCOM/QRH rev.29 and FOS/SPS v2.5 integrate the new performance data for the in-
flight check.

• More detailled in FOIMs and e-learning available on ATRactive.

40
Should you need additional information and/or support, please contact ATR Flight Operations
Support through ATRactive
Or by e-mail ops.support@atr-aircraft.com

For Commercial aspect please contact techpub.services@atr-aircraft.com

41
42