section 313 – snow and ice control · the airport operations manager-airfield will notify...

SALT LAKE CITY INTERNATIONAL AIRPORT CERTIFICATION MANUAL Page D-313-1

Original Date: 11-01-2004 FAA Approval: 9/24/2010

Revision Date: 9-24-2010

SECTION 313 – SNOW AND ICE CONTROL

Section 139.313 – SNOW AND ICE CONTROL

(a) As determined by the Administrator, each certificate holder whose airport islocated where snow and icing conditions occur must prepare, maintain, and carryout a snow and ice control plan in a manner authorized by the Administrator.

(b) The snow and ice control plan required by this section must include, at a minimum,instructions and procedures for—(1) Prompt removal or control, as completely as practical, of snow, ice, and slush

on each movement area;(2) Positioning snow off the movement area surfaces so all air carrier aircraft

propellers, engine pods, rotors, and wing tips will clear any snowdrift andsnowbank as the aircraft’s landing gear traverses any portion of the movementarea;

(3) Selection and application of authorized materials for snow and ice control toensure that they adhere to snow and ice sufficiently to minimize engineingestion;

(4) Timely commencement of snow and ice control operations; and(5) Prompt notification, in accordance with § 139.339, of all air carriers using the

airport when any portion of the movement area normally available to them isless than satisfactorily cleared for safe operation by their aircraft.

(c) FAA Advisory Circulars contain methods and procedures for snow and ice controlequipment, materials, and removal that are acceptable to the Administrator.

SNOW AND ICE CONTROL PLAN

Snowfall at Salt Lake City International Airport averages over 60 inches annually. Withguidance from AC 150/5200-30, Airport Winter Safety and Operations, the Airport’sSnow and Ice Control Plan defines the procedures in use at the Salt Lake CityInternational Airport for the safe and prompt removal or control of snow and ice fromrunways, taxiways, ramps, roadways, and other areas that might be affected bymeasurable snow and ice accumulation.

The Airport Operations Manager-Airfield will notify appropriate personnel of forecastedconditions and coordinate an expected time that plowing will begin. This informationwill be coordinated with airline personnel and tower supervisors through the Snow Deskand/or the Airport Operations Manager-Airfield via Passur, snow phone, fax, and e-mails.

Airlines will be contacted by the Snow Desk and/or the Airport Operations Manager-Airfield when a firm time to begin plowing has been established. The intended runwayto be closed and the estimated duration of plowing will be given over the snow phone.




Condition reports, including the most recent Mu friction values available, will be given atrunway opening or as deemed prudent by the Airport Operations Manager-Airfield atthe Snow Desk. This information will be disseminated via Passur, snow phone, fax, ande-mails to all air carriers and other concerned entities. Actual existing conditions will bereported to the extent practical.

During snow storms, FAA maintenance has tracked vehicles which they use to maintainclear areas around the navigational equipment located on and off the airfield. If snowbegins to stick on the airfield signs, Operations personnel clean them, using brooms andsqueegees. If the depth of the snow, or drifted snow, affects the visibility of airfieldsigns and lights, the airfield electricians, equipped with shovels and a small plow-equipped tracked vehicle, maintain the required clearance area. Operations and AirfieldMaintenance personnel work together to keep the airfield safe for operations andairfield electricians will repair or replace any lights or signs damaged during the event.

The Airport Duty Manger has the authority to initiate snow removal operations.

The Snow and Ice Control Plan follows as Attachment 313-1.




ATTACHMENT 313-1

Snow and IceControl Plan




Snow and Ice Control Plan

TABLE OF CONTENTS

Section i - Introduction

Section 1 - Definitions

Section 2 - Administrative

Section 3 - Snow Removal Operations

Section 4 - Snow Clearing Principles

Section 5 - Runway Incursion/Surface Incident Mitigation Procedures

Section 6 - Runway Surface Assessment Reporting

Section 7 - Post Season Activities

Section 8 - Appendices

Appendix 1: List of Airport Owned Snow Removal Assets Appendix 2: Field Condition Report Form Appendix 3: Letter of Agreement Between Airport and ATCT for Snow

Removal Operations Appendix 4: Manufacturer Chemical Specifications




Section i – Introduction

The purpose of this plan is to define the procedures in use at the Salt Lake CityInternational Airport for the safe and prompt removal or control of snow and ice fromrunways, taxiways, ramps, roadways, and other areas that might be affected bymeasurable snow and ice accumulation.

Snowfall at Salt Lake City International Airport averages over 60 inches annually. Withguidance from Advisory Circular 150/5200-30 – Airport Winter Safety and Operations(current edition), this plan is designed to provide overall direction for the safe andprompt removal or control of snow and ice as practical. This plan is written to integratewith other airport plans, procedures, and agreements.

Salt Lake City International Airport has three main commercial air carrier runways.When possible, the goal is to maintain two open runways during snow removaloperations, unless, during reduced air traffic demand, closing two runways has noimpact on air traffic flow.




Section 1 – Definitions

a) Contaminant. Any substance on a runway or taxiway. For the purpose of thisSICP, contaminant is snow, slush, ice, or standing water.

b) Dry Snow. Snow that has insufficient free water to cause cohesion betweenindividual particles. If, when making a snowball, it falls apart, the snow isconsidered dry.

c) Wet Snow. Snow that has grains coated with liquid water, which bonds the masstogether, but that has no excess water in the pore spaces. A well–compacted,solid snowball can be made, but water will not squeeze out.

d) Compacted Snow. Snow that has been compressed into a solid mass that resistsfurther compression and will hold together or break up into lumps if picked up.

e) Slush. Snow that has water content exceeding its freely drained condition, suchthat it takes on a fluid property (e.g. flowing and splashing). Water will drainfrom slush when a handful is picked up.

f) Patchy Conditions. 25% coverage of snow and/or ice.

g) Approved Chemicals. A chemical, either solid or liquid, that meets a generic SAEor MIL specification.

h) Fluid Deicer/Anti-Icers. The approved specification is SAE AMS 1435, Fluid,Generic Deicing/ Anti-icing, Runways and Taxiways.

i) Generic Solids. The approved specification is SAE AMS 1431, Compound, SolidRunway and Taxiway Deicing/Anti-Icing.

j) Airside Urea. (Otherwise known as “Carbamide”) The approved specificationsare SAE AMS 1431, Compound, Solid Runway and Taxiway Deicing/ Anti-Icing,and MIL-SPEC DOD-U-10855, Technical Urea. Agricultural grade urea that meetsany of these specifications, called airside urea, is acceptable.




Section 2 – Administrative

a) Airport Management Pre-season Meeting. This meeting will determine if postseason objectives were met, and determine their effectiveness. TheSuperintendent of Airfield Operations will typically initiate this meeting duringthe month of September to discuss equipment and materials inventory, repairneeds, personnel staffing, budget, training, previous year issues, and any othertopics associated with snow and ice control.

b) Snow and Ice Control Committee (SICC) Meetings. Salt Lake City InternationalAirport has developed a Snow and Ice Control Committee (SICC) to providefeedback and make recommendations for snow and ice removal operations.Also, the SICC may make suggestions regarding the Snow and Ice Control Plan(SICP) updates for the Salt Lake City International Airport. The SICC is chaired bythe Superintendent of Airfield Operations, and includes the following members:

Airport Members– Airfield Operations– Landside & Terminal Operations– Airport Maintenance– Other airport ancillary service divisions, as appropriate

Federal, Local and Tenant Members– Federal Aviation Administration Air Traffic Control NAV/COM, as appropriate

– Airline Representatives– National Weather Service– Fixed Base Operators (FBO’s)– Flight School Representatives– Other allied and affiliated personnel as appropriate

Tenants and other members that are not able to participate in the SICC or attendscheduled meetings will be provided with minutes from each meeting and will bekept apprised of all changes appropriate to their role.

During the month of August, the Airport will commence notification of alltenants, airport users, and all members of the SICC to begin reviewing the SICPand provide comments to be discussed during the winter season kick-offmeeting that will be held each September.




The following topics will be discussed in the SICC:

Airport Snow Removal Program– Areas designated as Priority I.– Any new airfield infrastructure.– Clearing operations and follow-up airfield assessments.– Potentials for pilot or vehicular runway incursions or incidents.– Staffing requirements and qualifications (training).– Update the training program.– Streamline the decision making process.– Response times to keep runways, taxiways, and ramp areas operational.– Communications, terminology, frequencies, and procedures.– Monitoring and updating of runway surface conditions.– Issuance of NOTAMS, Field Condition Reports and dissemination.– Equipment inventory.– Changes to contract services for snow removal.

Air Carrier Ground Deicing/Anti-Icing Programs.– Assess all air carrier deicing programs by reviewing airport surface flow

strategies.– Review ground time and takeoff clearances post deice.– Analyze and adjust aircraft deice plans.– Maximize efficiency of operations during icing conditions by identifying

locations for aircraft deicing.– Planning taxi routes to minimize ground times.– Developing departure rates for deiced aircraft.– Allocation of departure slots.– Determining airport deicing crew needs.– Verifying communications protocols.– Requirements for containment/collection of deicing/anti-icing fluids.

c) Personnel Training. All Operations and Maintenance personnel receive annualrecurrent snow removal training. Training for airport personnel is conductedby the Airport Operations Manager-Airfields, and Airfield Maintenancemanagers. Training records are maintained by the Airport Operations andMaintenance Divisions as appropriate. Training takes places as follows:




Operations Personnel– Procedural training– Aircraft Movement Area (“Red Badge”) refresher– Incursion prevention– Markings and signs– ATC communications– Runway Safety Areas– Low visibility operations– Airfield map exercise

Maintenance Personnel– Procedural training– Aircraft Movement Area (“Red Badge”) refresher– Incursion prevention– Markings and signs– ATC communications– Runway Safety Areas– Low visibility operations– Airfield map exercise– Equipment operation refresher training

Airport Communications Coordinators– Procedural training– Snow callout refresher training.

d) Pre-Event Meetings. If possible, before each snow event, the Superintendentof Airfield Operations will host a meeting and invite airport users and AirTraffic Control representatives to discuss any issues that have arisen from thelast event, and attempt to resolve any outstanding issues. Status updates onequipment and materials on hand should also be given.

e) Post Event Meetings. After each snow event, airport management will host ameeting and invite Air Traffic Control to discuss any issues that have arisenfrom the event. All members of the SICC are encouraged to provide feedbackduring or following each event. After a significant event, or if specialcircumstances dictate, a separate SICC meeting will be held.

During the winter season, an agenda item regarding snow operations will beadded to the weekly Tenant Users Meeting held on Tuesday mornings.




f) Equipment Preparation. The Airport Saab Friction Testers will be calibratedaccording to the manufacturer’s recommendations. The Friction Testers willbe certified and inspected annually by the manufacturer during the non–winterseason.

A minimum of 30 days prior to the winter season, the Airport VehicleMaintenance Shop will inspect and prepare each piece of snow removalequipment. Required fluids, replacement parts and snow removal componentswill be inventoried and stockpiled.




Section 3 – Snow Removal Operations

a) Authority. The Superintendent of Airfield Operations is the oversight authorityfor all snow and ice control activities. During day–to–day snow and ice controlactivities, authority is designated to the Airport Operations Manager-Airfields.There are several divisions within the Salt Lake City Department of Airportsthat work together to complete snow and ice control procedures during anevent. Delegation of authority is as follows:

Airport Operations Manager-Airfields– Monitor airfield conditions on a continuous basis.– Inspect airfield conditions on a regular basis.– Hold over and call out additional Airport Operations Manager-Airfields and

Airport Operations Officers for snow removal.– Coordinate with Airfield Maintenance Supervisors for snow removal

operations if weather conditions warrant.

Airfield Maintenance Senior Supervisors– Initiate callout of maintenance personnel for snow removal.– Hold over maintenance personnel.

Callout and Notification of Personnel. Airport Operations Manager-Airfieldsare on a “snow schedule” during the months of November thru April. Thisschedule ensures that there are three Airport Operations Manager-Airfields onduty during snow and ice control activities. Operations personnel that are notcurrently on duty when a Snow Alert Callout is initiated are notified viatelephone to report for duty. Maintenance personnel that are on Snow AlertStatus are notified to report for duty via an automated telephone notificationsystem. This notification system generates reports after the notifications arecomplete to ensure that all personnel required to respond are notified.

b) Snow Control Center (SCC). The SCC at Salt Lake City International Airport islocated in the old FAA Air Traffic Control Tower in Terminal Unit 1. The SCCcontains a telephone, facsimile machine, multiple computers and multipleradios, both Airport and VHF type. The SCC is responsible for maintaining thesnow event log, issuing NOTAM’s as needed and field condition reports asappropriate. The SCC also has the capability to monitor the FAA informationcomputer. The SCC is staffed during all events by an Airport OperationsSpecialist. In the event that the SCC becomes unserviceable for any reason, the




SCC can be operated from the Airport Operations Manager-Airfield’s vehicle onthe field, which contains multiple Airport and VHF radios, as well as a laptopcomputer with LAN and internet capability.

c) Weather Forecasting. Airport Operations Manager-Airfields and AirfieldMaintenance Supervisors monitor current and forecasted weather conditionson a regular basis. Weather is monitored via news reports, various mediaoutlets, private weather forecast services, internet weather sites, as well as in–person briefings with the National Weather Service Forecast Office located atthe Salt Lake City International Airport. When the National Weather Servicereports the probability of plowable snow is 20 percent or greater, AirfieldMaintenance Supervisors have delegated authority to place AirfieldMaintenance personnel on Snow Alert status. Airport Operations Manager-Airfields have delegated authority to place Operations personnel on Snow Alertstatus. Salt Lake City International Airport has in-pavement surface monitoringequipment that provides data to any computer connected to the Airport LAN.This provides real-time pavement temperature conditions.

d) Shift Coverage. Sufficient and qualified personnel are assigned to work shiftsto provide the necessary level of snow removal capability so as to ensurerunways, taxiways, and ramp areas are cleared and maintained in anacceptable manner.

Salt Lake City International Airport maintains appropriate equipment levels and staffingto comply with the above table (Table 1-1).




e) Airfield Clearing Priorities. Airfield clearing priorities are determined in thefollowing manner:

Each runway and its associated taxiways are considered a “complex”. Salt LakeCity International Airport is committed to the ability to clear one runwaycomplex at a time in accordance with Table 1-1. Clearing of a runway complexincludes clearing the runway surface, end taxiways, and two high-speed exittaxiways on each runway complex. High speed taxiways are chosen based onthe current air traffic flow direction, as well as anticipated changes in said flowafter consultation with FAA Air Traffic Control.

Priority 1 Surfaces:– RWY 16R/34L and Taxiways A-1, A-4, A-5,A-7,A-8 and A-11– RWY 16L/34R and Taxiways H-1,H-3, H-4, H-8,H-9,H-10,and H-13– RWY 17/35 and Taxiways K-1, K-5, K-6, K-9, P, and R– “H” Taxiway– “A” Taxiway– “E” and “F” Taxiways, F-1, F-2, F-3, and F-4– SkyWest Deice Ramp– Cargo Ramps– Air Carrier Deice Spots– Air Carrier Terminal Ramp Areas– ARFF Station Ramp Areas

Priority 2 Surfaces:– Remaining “A” Taxiways– “B” Taxiway– Remaining “H” Taxiways– “S” Taxiway– “Q” Taxiway– “M” Taxiway– “K” Taxiway– Remaining “K” Taxiways

Priority 3 Surfaces:– Runway 14/32– “G” Taxiway– “N” Taxiway– East Ramps




– T-Hangar and Shade Hangar Area– All Emergency Access Roads– Airport Perimeter Roads

As new airfield areas are constructed and opened, surface priorities are subjectto change.

f) Snow Removal Operations Triggers. Snow Removal Operations will commencewhen any of the following situations occur.

– Accumulation begins.– Runways will be closed when Saab Friction Tester Mu values average .20 or

below. Runway will remain closed until it has been deemed safe fortakeoff and landing operations of aircraft.

– Runways will be closed upon receipt of one “Nil” braking action by AirTraffic Control. Runways will remain closed until the airport operator issatisfied that a NIL condition no longer exists.

– One-half (½) inch of slush or wet snow accumulation on any runwaysurface.

– Two (2) inches of dry snow accumulation on any runway surface.– Any time an Airport Operations Manager-Airfield believes that snow

removal operations should be commenced, even if the above mentionedtriggers have not been met.

g) Snow Equipment List. A list of airport-owned snow equipment is included asan attachment in Section 8 – Appendices.

h) Storage of Snow and Ice Control Equipment. All airport-owned equipment isstored inside temperature controlled equipment bays. Ramp plow blades,loader buckets, extra plow blades, and other associated equipment may bestored outside.

i) FAA-Approved Chemicals. All chemicals used by the Salt Lake CityInternational Airport meet all specifications as indicated in Advisory Circular150/5200-30C, current edition. Urea and potassium acetate chemicals areused at Salt Lake City International Airport.




Section 4 – Snow Clearing Principles

a) Runways and Taxiways. The goal of snow removal operations at Salt Lake CityInternational Airport is to maintain all runway and taxiway surfaces in a “noworse than wet” condition where practical, and when conditions permit.Equipment used for runway and taxiway snow clearing is listed as anattachment in Section 8 – Appendices. Equipment is divided into teams knownas “elements.” One runway and taxiway element is referred to as “SnowCommand One” and the other element is “Snow Command Two.” The rampclearing element may be referred to as “Snow Command Ramp.” Eachelement is under the control of an Airfield Maintenance Supervisor, in concertwith an Airport Operations Manager-Airfield, with the exception of the rampsnow removal element, which is under the control of an Airfield MaintenanceSupervisor and a Airport Operations Specialist. Each Airport OperationsManager-Airfield who is working with a snow removal element operates a SaabFriction Tester to facilitate prompt friction testing as needed. Each elementthat is assigned to runway and taxiway clearing operations has a seniorequipment operator in the front vehicle, which is referred to as the “leadplow.” The lead plow driver will set the speed for the element, direct turn–arounds, and plow blade directions. Behind each lead plow driver is a series ofsnowplow operators, sand and chemical truck operators, and high speedrunway blower operators. When conditions dictate, a liquid chemical truckmay be assigned to an element. Typically, the runway and taxiway snowremoval element operates in a staggered “close wing” formation. Undernormal circumstances, only one runway element at a time will performclearing operations on a runway. If one element has completed their assignedrunway complex, members of that element may assist the other runwayelement with taxiway and high speed exit clearing operations.




b) Snow Bank Height Profiles – See Figure 4-1

c) Terminal Ramps, Taxi-lanes and other Ramps. Airfield Maintenance personnelassigned to the ramp snow removal element are primarily responsible for snowand ice control on all ramp areas. It is generally understood that all areaswithin twenty five feet (25’) of buildings and aircraft are the responsibility ofthe tenant or airline that uses said ramp area. Several tenants use contractpersonnel to clear their ramp areas. All personnel contracted by tenants arerequired to have appropriate Salt Lake City International Airport identificationmedia, and have attended Air Operations Area Driver Training. Additionaltraining for those personnel is at the discretion of the tenant contracting these




services, and records are maintained by the tenants.

d) Sign Cleaning Procedure. Airport Operations Specialists are tasked withensuring that all airfield signs are cleared of any contamination.Contamination is removed using squeegees and brooms. Airport OperationsSpecialists may also use shovels if necessary. If snow becomes excessive,Airport Electricians will clear out areas in front of each sign with a track–driven“snow cat” type vehicle.

e) Stockpiling of removed snow. During a snow event, snow will be removedfrom the ramps and stockpiled in the asphalt area between Ramp Spots 6 and7, Ramp Spot 12, and Ramp Spot 18. As soon as practical, snow is hauled awayfrom the area between Ramp Spots 6 and 7. Ramp Spot 12 is used only duringheavy snowfall periods. Snow that is stockpiled at Ramp Spot 18 is removed tothe west of said spot using high speed blowers. Snow hauling takes places on acontinuous basis until snow stockpiles are removed from storage areas thatmay obstruct pilot vision.

f) NAVAID’s/Weather Observation Equipment. Whenever possible, snow will notbe removed in such a way as to interfere with NAVAID or weather observationequipment. When clearing operations in NAVAID areas is required, the activityis coordinated with FAA NAV/COM technicians who will usually accomplish saidremoval.




g) Controlling/Mitigating Snow Drifts. At Salt Lake City International Airport,drifting snow is typically not an issue.

h) Safety Areas, Blast Pads, Deicing Pads, Special Circumstance Areas. If snowconditions require, blast pads may be cleared using a pickup truck with a frontmounted snowplow. Due to the spacing of approach lighting systems withinthe blast pads, runway snow removal equipment cannot clear these areas. Alldeicing pads are the responsibility of the ramp snow removal element.

i) Methods for Ice Control and Removal-Chemicals. Salt Lake City InternationalAirport utilizes a combination of solid and liquid chemicals to control andremove ice on runway and taxiway surfaces. Chemicals are applied via solidand liquid chemical applicator vehicles specifically designed for that task.

j) Sand. Sand is used in conjunction with urea application. Sand used at the SaltLake City International Airport meets FAA gradient standards as listed in ASTM




E 11-81.

Section 5 – Runway Incursion/Surface Incident Mitigation Procedures

Each year prior to the start of the snow removal season, Airfield Maintenance personnelconduct “Snow School” training that includes refresher training sessions. During thesesessions, reviews of past surface incidents are made. At the same time, AirportOperations personnel also review previous surface incidents and determine if they canbe prevented in the future. Preventative measures in place at Salt Lake CityInternational Airport to reduce the number of surface incidents and incursions include:

– Annual Movement Area Driver Refresher Training– Airfield Map exercise– Situational awareness training– Communications training– Assigning an Airport Operations Manager-Airfield and Airfield Maintenance

Senior Supervisor to each runway snow removal element

Each vehicle that operates on the Aircraft Movement Area during snow removal islighted and marked in accordance with Advisory Circular 150/5210-5C – Painting,Marking and Lighting of Vehicles Used at an Airport. Additionally, each vehicle isequipped with an aviation band radio capable of communicating with the FAA ControlTower as necessary.

a) Radio Communications. During snow operations, the Airport OperationsManager-Airfield assigned to each runway snow element is the maincommunicator with the FAA Control Tower. Each vehicle in the snow removalelement is equipped with a radio capable of monitoring and communicatingwith the FAA Control Tower. Each vehicle operator monitors both AirportMaintenance frequencies and FAA frequencies assigned to snow removaloperations.

b) Failed Radio Communications. In the event that the snow removal elementloses radio communication with the FAA Control Tower, the Airport OperationsManager-Airfield, Airfield Maintenance Senior Supervisor, and numerouspersonnel have portable cellular telephones that allow them to contact theFAA Control Tower. Since each vehicle is equipped with a radio, it is unlikelythat all vehicles will suffer a simultaneous radio failure.

c) Low Visibility and Whiteout Conditions. All Airport personnel involved in




airfield snow removal operations receive low visibility and whiteout proceduretraining that includes the following:

– Stop your vehicle in a safe location– Advise the supervisor and/or Air Traffic Control of the situation– Ensure all vehicle lighting is turned on to increase visibility– Remain in the vehicle at all times.

Once all equipment and personnel are accounted for and are together, coordination willbe made by the Airport Operations Manager-Airfield to keep the equipment in a safelocation or remove it from the Aircraft Movement Area.

d) Driver Fatigue. Whenever possible, equipment operators are limited to twelvehours on-duty time. During the on-duty time, breaks are given wheneverpossible to help reduce fatigue and help prevent injury.




Section 6 – Runway Surface Assessment Reporting

a) Airfield Condition Reporting. A runway (and taxiway/ramp) condition report(“Field Condition Report”) will be issued by the Salt Lake City InternationalAirport whenever pavement is worse than bare or wet and sent to aircraftoperators, Air Traffic Control Tower, fixed base operators, Airport Operationsand Maintenance.

Runway conditions are reported as follows:

– Percentage of contaminant coverage– Depth of contaminant coverage– Length and width of areas plowed– Application of chemicals– Saab Mu values, if applicable

It is standard practice to update the condition report at the following intervals:

– Upon commencement of snow removal activities– Prior to a runway opening following snow and ice control measures– When conditions change on the field

Runway, taxiway, and ramp condition reports are issued as often as necessaryto ensure the accuracy of information that is disseminated. Condition reportsare issued as soon as practical during rapidly changing conditions. In additionto the written condition report, airport users may be contacted by a dedicatedtelephone circuit in between condition reports or whenever needed withupdated field conditions.

Salt Lake City International Airport assesses runway conditions on a continuousbasis during snow and ice control operations. Airport Operations Manager-Airfields that are assigned to the runway snow removal elements monitor theconditions continuously. Additionally, Airport Operations Specialists that areon the field will report field conditions to the SCC via radio or telephone.These conditions are input into a form that is sent via Passur, email andfacsimile to a list of users that have requested said information. A copy of thisform is attached in Section 8 – Appendices.

b) Runway Friction Surveys and Equipment. Salt Lake City International Airportoperates two Sarsys Saab Friction Testers for continuous friction




measurement.




c) Conditions. The following pavement contamination conditions are acceptablewhile conducting friction assessments using continuous friction measurementequipment:

– Ice or wet ice– Compacted snow at any depth– Dry snow of one inch or less– Wet snow or slush 1/8 inch or less in depth

d) When to conduct. Friction assessments should be conducted if any of thefollowing occur:

– When the central portion of the runway, centered longitudinally along therunway centerline is contaminated 500 feet or more.

– After any type of snow removal operations or chemical application,including sanding.

– Immediately following any aircraft incident or accident on the runway.

Local triggers. The Airport Operations Manager-Airfield may, at his or herdiscretion, conduct runway friction assessments whenever they deem itnecessary. Furthermore, friction assessments will be conducted under thefollowing conditions:

– FAA Air Traffic Control receives two “poor” braking action reports in a rowon a given runway.

– FAA Air Traffic Control receives one “nil” braking action on a given runway.

e) Friction Measuring Procedures – How to Conduct. Procedures used to conductrunway friction assessments are as follows:

– Friction measurements will be taken approximately ten feet laterally fromthe runway centerline.

– Measurements will be taken in the direction of landing and departing airtraffic.

– Measurements are taken in one pass whenever conditions permit.

f) Friction Assessment Reporting. Friction assessment data is collectedelectronically and transmitted via mobile data link to the SCC. Data is reportedand disseminated to personnel and tenants via radio and Field Condition




Report. Printed friction assessment reports are included with the snowremoval log that is maintained by the SCC for each snow event.




Friction values will be reported when:

– Compacted snow and/or ice are present on the center portion of therunway, and friction values are 40 or below on any zone of the runway.

– Rise above 40 on all zones of any active runway that previously had afriction value of below 40.

– Go below 40 for any zone of any active runway that previously had Muvalues above 40.

g) Out of Service Equipment. A NOTAM will be issued whenever both SaabFriction Testers are out of service. This NOTAM will remain in place until theequipment is returned to service.

h) Requirements for Runway Closures.

– Runways will be closed when Saab Friction Tester Mu values average .20 orbelow. Runway will remain closed until it has been deemed safe fortakeoff and landing operations of aircraft.

– Runways will be closed upon receipt of one “Nil” braking action by AirTraffic Control. Runways will remain closed until the Airport OperationsManager-Airfield is satisfied that a “Nil” condition no longer exists.

– One-half (½) inch of slush or wet snow accumulation on any runwaysurface.

– Two (2) inches of dry snow accumulation on any runway surface.– Any time an Airport Operations Manager-Airfield believes that snow

removal operations should be commenced, even if the above mentionedtriggers have not been met.

i) Procedure for Two Consecutive “Poor” pilot reports. Aircraft operations will besuspended until the Airport Operations Manager-Airfield is satisfied that a“Poor” condition no longer exists.

j) Continuous Monitoring. Continuous monitoring procedures are implementedwhen weather conditions indicate it is necessary. All Airport Operationspersonnel are responsible for continuous monitoring of their assigned areas forchanging conditions and reporting to the SCC.




Section 7 – Post Season Activities

a) Post Season SICC Meeting. At the conclusion of each snow season, a SICCmeeting will be held, typically in May, to review the snow season issues andrecommendations for changes. The same topics that are covered in the pre–season meeting will be reviewed.

Post Season Department Actions. The following actions are taken bydepartments during the post–season:

Airport Maintenance– Inspect and repair all snow equipment– Replace broom cassettes, plow blades, etc.– Prepare equipment for summer storage

Airport Operations– Calibrate friction tester vehicles– Arrange for any required maintenance of Operations vehicles– Conduct a post-season special inspection of the Aircraft Movement Area to

ensure FAR 139 compliance

Airport Management– Review and update SICP– Schedule pre–season SICC meetings

Aircraft Operators and Airport Users– Report any changes in winter operations procedures

b) Airport Management Post Season Meeting. Typically in May, the Superintendentof Airfield Operations will review the SICC minutes and their recommendations,and make necessary procedural changes to the SICP. The SICP will be updated asapplicable and appropriate.

c) Calibration. Saab Friction Tester vehicles are calibrated at intervals that arespecified by the manufacturer, and as required. Airport Operations Manager-Airfields or their designees are responsible for their calibration.




Section 8Appendices

Appendix 1 .............................List of Airport Owned Snow Removal AssetsAppendix 2 .............................Field Condition Report FormAppendix 3 .............................Letter of Agreement between Airport and ATCT for Snow

Removal Operations




APPENDIX 1 – Airport Owned Snow Removal Assets

Equipment ID Assigned To Description

102013 Operations 2004 Saab, 900 Turbo, Runway Friction Tester,UNLEAD

102014 Operations 2004 Saab, 900 Turbo, Runway Friction Tester,UNLEAD

261207 Airfield 1984 Mack all wheel drive De-icer Truck

261598 Airfield 1995 Mack all wheel drive De-icer Truck

321524 Airfield 1970 Meyer, Roadway Plow, 7.5 ft.

321529 Airfield 1970 Meyer, Back Plow, 9 ft.

321558 Airfield 1995 Wausau, Snow Plow, 30 ft.

321562 Airfield 1995 Root, Snow Plow, 20 ft.

321604 Airfield 1995 Champion, Snow Plow, 22 ft.

321605 Airfield 1995 Champion, Snow Plow, 22 ft.

321610 Airfield 1995 Wausau, Runway Plow, 22 ft.







321671 Fire Station #12 1996 Jensen, Snow Plow, 7.5 ft.

321673 Airfield 1996 Wausau, Roadway Plow



321769 Airfield 1997 Wausau, Ramp Plow Blade, 30 ft.

321770 Airfield 1997 Wausau, Plow Blade, 30 ft.

321827 Airfield 1999 Western, V Road Plow, 8.5 ft.

321828 Vehicle Shop 1999 Western, V Road Plow

321868 Airfield 1999 Wausau, Ramp Plow Blade, 30 ft.

322022 Airfield 2003 Wausau Snow Plow, 22 ft.




341575 Airfield 1995 Mack, Dump Truck, Ten Wheel, DIESEL






341748 Airfield 1998 Mack, Runway Sander, Ten Wheel, DIESEL

341749 Airfield 1998 Mack, Runway Sander, Ten Wheel, DIESEL




361531 Airfield 1973 Swenson, Sander, 8 yard

361540 Airfield 1991 Henderson Chief, Sander




361661 Airfield 1997 Henderson Chief, Sander, 6 yard




361754 Airfield 1998 Henderson Chief, Sander, 15' Stainless Steel



362009 Airfield 2003 Swenson, Sander

362010 Airfield 2003 Swenson, Sander

362159 Airfield 2004 Monroe Sander attached to #342107

381319 Airfield 1989 Idaho Norland, Snow Blower, DIESEL

381466 Airfield 1994 Schmidt, Snow Blower, DIESEL

381497 Airfield 1994 Schmidt, Snow Blower, DIESEL

381594 Airfield 1995 Kodiak Northwest, Snow Blower, DIESEL


381596 Airfield 1995 Kodiak Northwest, Snow Plow, Rotary, DIESEL


381751 Airfield 1998 Stewart Stevenson, Snow Blower, DIESEL

382027 Airfield 2004 Kodiak, Snow Blower, 6000 Ton, DIESEL

382314 Airfield 2008 Oshkosh, Snow Blower, 5000 Ton, DIESEL




421542 Airfield 1995 Stewart Stevenson, Runway Broom, DIESEL












Assigned To Description









422028 Airfield 2003 MB, Runway Broom, DIESEL











461240 Airfield 1987 Mack, Dump Truck, 4x4, DIESEL

461390 Airfield 1992 Mack, Dump Truck, 4x4, DIESEL

461568 Airfield 1995 Mack, Runway Truck, AWD, DIESEL







462029 Airfield 2004 International, Dump Truck,4X4, DIESEL











721771 Electrical 1998 Tucker Snow Cat

861556 Airfield 1995 Kawasaki, Loader, Rubber Tire, DIESEL







862087 Airfield 2005 Kawasaki Loader Push Plow, rubber tire, diesel

862088 Airfield 2005 Kawasaki Loader Push Plow, rubber tire, diesel

902089 Airfield 2006 Volvo Grader Push Plow, 4-wheel drive

902080 Airfield 2006 Volvo Grader Push Plow, 4-wheel drive




Appendix 2 - Field Condition Report Form


Appendix 3 – Letter of Agreement Between Airport and ATCTSnow Removal Operations




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riginal Date: 11-01-2004 FAA Approval: 9/24/2010

evision Date: 9-24-2010

section 313 – snow and ice control · the airport operations manager-airfield will notify...

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