Finavia guarantees rescue and firefighting services at Finavia ´s aerodromes. Services are classified by category in accordance with EASA regulations. Rescue services are provided for known traffic.
Operators of, for example, charter flights shall, especially when operating with medium/heavy aircraft, ascertain the required rescue/fire fighting standard from the aerodrome concerned in advance. See also AIP, AD 1.1, para 1.3.5.
The category for rescue and fire fighting services for each aerodrome is published in AIP AD 2, para AD 2.6. In the case that an aerodrome has two different categories (e.g., CAT 5 / CAT 7) the aerodrome guarantees that the rescue and fire fighting standard meets the demands of scheduled traffic. The operator is required to notify the aerodrome operator at least 7 days in advance if the aircraft type changes in scheduled traffic. In exceptional circumstances when the aerodrome is unable to maintain the required rescue and fire fighting standard the temporary category will be published by NOTAM.
2.1.1. Responsible organization for winter service
Each airport operator is responsible at its airports for snow clearance and for assessing and improving runway surface conditions.
2.1.2. Slush, snow and ice removal priority
2.1.3. Condition monitoring and maintenance policies
Runway inspections are carried out by specially trained and qualified personnel. Runway monitoring is based on runway inspector's personal observations and supplemental measurements. Optical sensors, automated monitoring and alerting systems may also be used.
Whenever water, snow, slush, ice or frost are present on an operational runway, monitoring of the development of the situation and the prevailing weather conditions is continuous and more intense.
Airport maintenance personnel, considering prevailing weather and surface conditions, take actions needed in target to provide best possible or agreed surface conditions for operations.
Trigger for maintenance actions and to disseminate a new Runway Condition Report (RCR) base on continuous runway surface monitoring and observing significant changes. According to EU/EASA regulations change of a contaminant type, depth and coverage or Runway Condition Code (RWYCC) are considered as a significant change.
2.2.1. The aerodrome maintenance service monitors the condition of the manoeuvring area and the apron during its operational hours which at their shortest correspond to the operational hours of the aerodrome ATS unit.
2.2.2. Inspections of the moment area are conducted either periodically or depending on the prevailing or predicted weather conditions or monitored surface conditions. Whenever significant changes are expected to happen especially on an operational runway, monitoring of the development of the situation and the prevailing weather conditions is continuous and more intense.
2.3.1. Condition assessment method general
Runway conditions reporting is based on EU/EASA regulations and Global Reporting Format (GRF). Runway Condition Assessment Matrix (RCAM) is used in order to assign the RWYCC and for runway surface description.
Reported RWYCC and contaminant type, coverage and depth are based upon runway inspector's overall assessment of the surface conditions. Measurements and sensor data may supplement visual observations.
Skiddometer BV 11 continuous friction measurement devices are used for friction measurements. Measured friction values are used also in a comparative way to support upgrade or downgrade of the RWYCC.
2.3.2. Condition assessment method and reporting system used
This chapter applies only to the airports operated by Finavia and Lappeenranta airport. Condition assessment methods and reporting system used at other aerodromes will be presented in AIP AD 2.7 item 5 RMK.
Aircraft take-off performance is taken into account, when assessing runway surface description based on Runway Condition Assessment Matrix (RCAM). Observed contaminants affecting aircraft acceleration, i.e. contaminants causing drag, are prioritized over RWYCC. Surface description will apply only to reported runway width, if that is less than in AIP published nominal width.
When reporting runway condition code (RWYCC), aircraft landing performance is taken into account by assessing lowest RWYCC related to observed contaminants. RWYCC will apply only to reported runway width, if less than in AIP published nominal width.
Principal is to report each runway third take-off critical RCAM compliant surface description and assessed landing critical RWYCC value. This means, that assignment of up and downgraded RWYCC values may be expected.
Note: RWYCC values 0 and 1 may be upgraded, but not beyond RWYCC 3, when all available means of assessing runway slipperiness support the decision.
SNOWTAM and ATIS messages may contain information regarding the take-off significant contaminant (TOSC) on the runway. The usage of contaminant reported as take-off significant must be carefully considered and based on the operator's own orders regarding its operational utilization.
When determining TOSC, the reporting system collects all contaminants reported on the runway and divides them into thin (none drag causing) and thick (drag causing) contaminants in respect to aircraft performance. The system reports TOSC as an additional information, in compliance with an interpretation of the aircraft performance requirements specified in regulation CS-25 AMC 1591.
2.3.3. Specially prepared winter runway (SPWR) operations
Finavia has no Specially Prepared Winter Runway (SPWR) approval for any of its airports. REF AIP AD 2.7 item 4 Specially prepared winter runways and item 5 RMK.
2.4.1. Winter maintenance
The primary target is to remove snow, slush and ice from the runway surface as rapidly and completely as possible and to clear the runway up to the published runway width as long as there is reported traffic and when weather and traffic conditions render this possible. The actual cleared runway width may be less than the published width.
In practice snow, slush and ice are mainly removed from the surface of a runway(s) in use by ploughing and sweeping to minimise accumulation. Runway de-icers or sand (maximum grain size of 4 mm) are used, when necessary.
Operational taxiways are kept clear of snow, slush or ice to the extent necessary to enable aircraft to be taxied to and from an operational runway, and those parts of the apron which are intended to be used by aircraft are kept clear of snow, slush or ice, to the extent necessary to enable aircraft to manoeuvre, or where appropriate, to be towed or pushed.
At the airports operated by Finavia taxiway and apron conditions are only reported when conditions are assessed slippery, poor or less than poor. Under such conditions utmost caution shall be taken when manoeuvring the aircraft.
Snow removal machines at the airports includes Plow Sweeper Blowers and Snow Plowers. The snow removal capacity at each airport is based on traffic requirements (the amount and profile) and normal weather conditions during which the required cleared runway width can be maintained through the winter season.
2.4.2. Maximum permissible dimensions of snow profiles
The maximum permissible dimensions of snow profiles, as picture
A
, will be applied for the following runways (including taxiways):
EFHK RWY 04R/22L, 04L/22R, 15/33
EFJY RWY 12/30
EFKU RWY 15/33
EFOU RWY 12/30
EFRO RWY 03/21
EFTP RWY 06/24
EFTU RWY 08/26
For the other aerodromes/runways the maximum permissible dimensions of snow profiles, as picture
B
, will be applied.
Maximum permissible height of snowprofiles
2.5.1. Reporting system
Airports operated by Finavia and Lappeenranta airport use the reporting system to convert assessed runway conditions to Runway Condition Report (RCR). The RCR is used for the issuance of SNOWTAM and ATIS messages, when necessary. These messages are automatically published in real time.
System and means of reporting at other aerodromes will be presented in AIP AD 2.7 item 5 RMK.
2.5.2. Reporting of measured friction coefficients on RTF for MIL use only
Airports may at its own discretion provide as additional information the friction coefficients only for the use of Finnish military aircraft pilots based on Military Aviation Regulation.
2.6.1. Temporary closure of the runway or other part of movement area
Airport may at its discretion close a movement area (runway, taxiway or apron) for winter maintenance purposes, when the condition of this area has been assessed as less than poor and unsafe for operations.
A temporary closure of the runway shall be notified in SNOWTAM and promulgated also by NOTAM.
When the need arises, a runway or the movement area or parts of it can be closed for a period of time required for the inspection of surface conditions or winter maintenance activities. The decision on the closure of a runway or another part of the movement area will be made by the airport.
2.6.2. Runways closed for the entire winter season
The below mentioned (secondary) runways will not be maintained during the winter season. No runway inspections will be made for these runways and therefore no runway condition reporting will be done by SNOWTAM.
EFKK RWY 11/29
EFPO RWY 17/35
This chapter applies only to the airports operated by Finavia and Lappeenranta airport. Distribution of information about runway surface conditions at other aerodromes will be presented in AIP AD 2.7 item 5 RMK.
2.7.1. Dissemination of SNOWTAM and ATIS
Airports are using the reporting system, which will automatically create and disseminate SNOWTAM and ATIS messages.
The maximum validity of SNOWTAM is 8 hours. A new SNOWTAM will be issued whenever there is a significant change in conditions on the runway in use.
The International NOTAM Office (NOF) is responsible for the international distribution agreements and lists of SNOWTAM.
2.7.2. Aerodromes not open H24
SNOWTAM will normally be issued immediately after aerodrome reopens regarding published opening hours.
Note: Outside the operational hours of the aerodrome ATS unit, there may be periods when the surveillance of the movement area as well as the SNOWTAM service do not operate. In that case, the last published SNOWTAM may contain the time when the next planned observation/measurement will take place.
2.7.3. Slippery wet runway
When the surface friction characteristics of the runway are considered degraded below the minimum standards, runway is considered slippery wet and a NOTAM is issued. When slippery wet runway is assessed to be wet, a SNOWTAM will be issued and ATIS updated. Maximum reported RWYCC is 3.
Different information for Seinäjoki aerodrome is presented here. All the other information presented earlier apply also to Seinäjoki aerodrome.
2.8.1. Condition assessment method general
Skiddometer BV continuous friction measurement devices may also be used for friction measurement. Measured friction values are used also in a comparative way to support upgrade or downgrade of the RWYCC.
2.8.2. Reporting system
Seinäjoki airport uses a reporting system in which the assessed runway conditions are formed into a Runway Condition Report (RCR). The RCR is used for the issuance of SNOWTAM and ATIS messages, when necessary.
2.8.3. Dissemination of SNOWTAM and ATIS
At Seinäjoki Airport the SNOWTAM and ATIS messages are created and disseminated when necessary by the ATS unit, based on the Runway Condition Report.
Winter maintenance and the assessment of runway surface conditions are usually only performed during the operational hours of the ATS unit focusing on the schedules of known operations. Due to the irregular and relatively short operational hours, SNOWTAM messages are usually not published.
Up-to-date information about runway surface conditions is available during the operational hours of the ATS unit on ATIS message or on RTF.
The maximum validity of SNOWTAM is 8 hours and it represents the runway surface conditions at the time of the RCR. It is not to be considered a reliable notification about prevailing conditions outside operational hours.
The International NOTAM Office (NOF) is responsible for the international distribution agreements and lists of SNOWTAM.