Best management practices for snow and ice control

deicer rochester

Any day now, the falling leaves will give way to falling flakes. Minnesota airport operators know that when winter weather arrives, they need to be ready to not only manage the snow and ice, but also keep airport users informed about conditions that might change quickly. As part of AirTAP’s virtual education series, Kurt Claussen, deputy airport director with Rochester International Airport, shared advice for ensuring safe winter airport operations.

Removing snow and ice

Because of the many weather variables—wind, pavement temperature, air temperature, air moisture—no two snow events are exactly alike, Claussen said; that makes it challenging to give specific advice that would cover every situation. An airport’s operational needs will drive winter weather response, and each airport has different operational needs. Those operational needs are determined by the needs of air carriers, air ambulance, and 24/7 tenants, among other factors. “Higher operational needs require more resources that can be focused on the airfield,” he said. 

When it comes to snow-removal equipment, “Brooms are absolutely the best piece of equipment for taking off snow,” Claussen said, while acknowledging that many smaller airports probably can’t justify purchasing them. “We broom probably 90 percent of the snowfalls and only supplement brooms with plows to move the heavier snow,” he said. Some larger airports are also adopting multifunction types of equipment, with a plow on the front and a tow-behind broom that allows for both functions to work simultaneously.

When clearing snow, Claussen cautioned operators to be mindful of the location of signs and lights and make sure they’re not buried. Operators should also ensure that emergency vehicle routes, such as gates needed for access, are kept clear.

Snow, however, is less challenging to deal with than ice, according to Claussen. He noted that the number of ice events at the Rochester airport has been increasing in recent years. The airport takes a proactive approach whenever possible, pre-applying liquid as an anti-icer before a freezing rain event to prevent ice from forming and bonding. “We feel we use less chemical if we stay ahead of it, but I know that’s not going to work for everybody…again, it’s all operational-need-based.” When ice is present, Claussen advises first removing as much as possible with mechanical means, either a broom or a blade. Afterwards, use FAA-approved pavement deicers. These include liquids (e.g., E36 from Cryotech) and solids (e.g., New Deal). Claussen advises against using urea because of the environmental concerns and a lack of FAA approval. And salt—which is corrosive to aircraft—is never an option. “We never use salt at all inside the fence. We don’t even drive trucks that have had salt in them anywhere near the airfield, and we’re really careful to avoid inadvertently dropping any salt,” he said.

If an airport can only afford one type of chemical, Claussen recommends a solid deicer over a liquid. Solid pellets can be applied with a sanding truck, and, if an airport operator isn’t on the scene when it rains and ice forms, the solid can still be applied and it will work through the ice to break it up; a liquid deicer “just sits on top of the ice,” he said. Smaller airports might consider joining together to purchase solid pellets in bulk and then sharing, as a more cost-effective option, he added.

 

Reporting snow and ice

winter plane

In addition to removing snow and ice, an airport operator needs to let users know what effect winter weather is having on the airport. Any precipitation can cause hazardous conditions that could contribute to aircraft incidents and accidents. Pilots rely on airport managers and operators to provide them with information by issuing NOTAMs (Notices to Airmen) so they can make safe decisions when flying.

NOTAMs are issued to report the presence of any surface contaminants—in this case, snow and ice. It’s critical to note not only how much snow is present, but what kind of snow is present, Claussen said—dry, wet, or slush; all make a difference to pilots’ expectations.

Reporting on winter conditions includes the presence of snow removal equipment. A work-in-progress NOTAM, for instance, lets users know there will be moving equipment on the airport. Another option for airport operators is to issue a “prior permission required (PPR)” NOTAM. To illustrate, Claussen explained that Rochester’s tower is closed from 11 p.m. to 5 a.m., so if airport crews are plowing during that time, they issue a PPR NOTAM, similar to this:

!RST XX/XXX RST AD AP CLSD EXC 30 MIN PPR 5072541161

which means aircraft wanting to operate at the airport during the closed period need to provide 30 minutes’ notice by calling the phone number listed.

NOTAM Manager (the FAA computer program for issuing NOTAMs) makes it much easier for airport operators to manage and report the conditions of their field, Claussen said. “It’s a huge responsibility [for operators]…If you don’t report conditions that are less than bare and dry, [and] there’s an accident at your airport…I’d hate to be in that position of trying to defend not reporting conditions.”

A FICON is a Field Condition NOTAM. FICONs are issued through the Runway Condition Assessment Matrix (RCAM).  Airport assessments of runway conditions are made for each third of the runway, which standardizes the process. FICONs were previously friction-based and are now contaminant-based. Reporting conditions will result in the system providing a Runway Condition Code (RWYCC)—which pilots will use when planning their flight. RWYCC range from 0 (very slippery) to 6 (dry).

Claussen added that the airport should update FICONs as conditions change—and periodically even when they don’t change.

In addition, there’s a NOTAM for “Conditions not monitored.” “We don’t use that [in Rochester] because we’re always monitoring. But I see that as a tool [some airports] could use…Again, it’s all operational-need-based,” he said.

For NOTAM Manager access, try one of the following:

  • Register on the self-certification website at notams.aim.faa.gov/scert/
  • Call the NISC Deployment Team at 816-329-2550
  • Contact Steve Meinders at 816-329-2516 or [email protected]

Photos: Rochester International Airport, Shutterstock

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