W911SA26RA004 Attachment 13 Airfield Annex A-10.pdf

ANNEX A-10 CMY AOM

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SNOW AND ICE CONTROL PLAN

REFERENCES: AR 95-2, Airspace, Airfields/Heliports, Flight Activities, Air Traffic Control and Navigational Aids

AR 420-1, Army Facilities Management TM 5-624, Maintenance and Repair of Surface Areas

PROCEDURES:

Section 1 General

1-1. Purpose

The Snow and Ice Control Plan identifies the procedures and departmental responsibilities associated with managing winter weather conditions and airport operations. The following six primary tasks are addressed:

• Annual pre/post-season meetings

• Dissemination of winter weather information

• Communications and Coordination of resources during snow removal operations

• Measuring and Reporting Movement Area pavement surface conditions

• Winter weather runway closure, condition assessment, and reopening criteria

• Winter weather contaminant removal and clean-up operations

1-2. References

Required and related publications and prescribed and referenced forms are listed in appendix A.

1-3. Explanation of abbreviations and terms

a. Abbreviations are explained in the glossary.

b. The following terms are explained;

1) Contaminant: Any substance on a runway or taxiway, for the purpose of this Snow and Ice Control Plan (SICP) contaminant is snow, slush, ice or standing water.

2) Dry Snow: Snow that is insufficient free water to cause cohesion between individual particles. If when making a snowball, it falls apart, the snow is considered dry.

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

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

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5) Slush. Snow that has water content exceeding its freely drained condition, such that it take a fluid properties (.e.g. flowing and splashing). Water will drain from slush when a handful is picked up.

f) Patchy Conditions. Areas of bare pavement showing through snow and/or ice covered pavements.

g) Approved Chemicals. A chemical, either solid or liquid, that meets a generic SAE or 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, Solid

Runway and Taxiway Deicing/Anti-Icing.

j) Airside Urea. (Otherwise known as “Carbamide”) The approved specifications are

SAE AMS 1431, Compound, Solid Runway and Taxiway Deicing/Anti-Icing, and MIL SPEC DOD-U-10866, Technical Urea. Agricultural grade urea that meets any of these specifications, called airside urea, is acceptable.

Section 2

Administrative

2-1. Pre-Season Meeting

a. The Airfield Division Chief will convene an annual pre-season meeting during the first quarter of each Airfield Operations Board to review the roles and responsibilities for those who are included in the plan. Representatives of the following Departments/Agencies are invited to attend:

1) Department of Public Works (DPW) Roads and Grounds Maintenance

2) Department of Emergency Services (DES) Police, Fire and Medical

3) Air Traffic Control Representative

4) City of Sparta Fixed Base Operations

b. The meeting should determine if the post season objectives were met, and effective.

Other items for discussion will include:

1) Areas Designated as Priority 1 area, any new airfield infrastructure

2) Clearing operations and follow-up airfield assessments

3) Potentials for pilot or vehicular runway incursions or incidents

4) Streamline decision making process

5) Response time to keep runways, taxiways and ramp areas operational

6) Communication, terminology, frequencies, and procedures

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7) Monitoring and updating of runway surface conditions

8) Issuance of NOTAMS and dissemination to ensure timely notification

9) Equipment inventory

10) Updating telephone and fax numbers as well as contact personnel

11) Reviewing snow and ice removal procedures

12) Reviewing "lessons learned" from previous events

13) Ensuring the airport has an adequate supply of ice and snow control chemicals and abrasives.

14) Ensuring all personnel are familiar with the layout of both the airport and the airfield and the contents of this plan. In addition, all personnel who will be operating snow removal equipment in Movement Areas have attended initial or recurrent airfield drivers training.

2-2. Post-Season Meeting

The Airfield Division Chief will convene an annual post-season meeting during the third quarter Airfield Operations Board to review the snow season issues and recommendations for changes to the plan. Other issues that should be discussed are recommendations for equipment replacement or staffing issues.

Section 3

Snow Removal Operations

3-1. Authority

a. The Airfield Manager or his designated representative is responsible for the following:

1) During snow and/or ice storms, maintaining a continual check of runway conditions for depth of snow, ice, slush, and braking conditions.

2) Disseminating airport information by informing the air traffic control tower and publishing a Notice to Airmen (NOTAM) for any of the following conditions:

a) Prior to commencing snow removal operations, during hours of operation.

b) When braking action is estimated to be fair to poor or is measured below 40 mu on any portion of the landing runway using the Bowmonk friction testing meter or snow greater than 2 inches (If braking action is verified to be nil or below 26 mu, the runway shall be closed to air operations.)

c) When ridges or windrows of snow remain on or adjacent to the operational areas

d) When any conditions exist that could present a hazard to aircraft operations

e) When conditions change from those previously reported when the Bowmonk friction tester is inoperative

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NOTE: Current Flight Information Publications indicate “runway surface conditions not monitored when operations is closed.”

b. The DPW Roads and Grounds Manager or designated representative is responsible for the following:

1) Specify procedures for notification of personnel.

2) Specify procedures for the callout.

3) Initiate the Snow Alert Callout.

4) Shift Coverage

5) Monitor weather forecast and current airport conditions

3-2. Triggers for Initiating Snow Removal Operations

a. Snow removal operations will begin when the contaminant reaches the criteria in table 3-

Table 3-1 Snow Removal Triggers

Precipitation Depth in Inches

Slush ½”

Wet Snow ½”

Dry Snow 1”

Ice or Freezing Rain any forecasted

b. These measurements are typical for aircraft operating at Sparta/Fort McCoy airport .

3-3. Airfield Clearance Times

DPW Roads and Grounds Manager should have sufficient equipment to clear within a reasonable time 1 inch of snow for the priorities outlined in paragraph 3-5. Table 3-2 can be utilized as a guide to clearance times for non-commercial service airports in accordance with Federal

Aviation Administration’s (FAA) Advisory Circular 150/5200-30C, Airport Winter Safety and Operations. Sparta/Fort McCoy averages between 8,000 and 12,000 aircraft operations a year.

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Table 3-2 Clearance Times for Non-Commercial Service Airports

3-4. Airfield Clearing Priorities.

a. Portions of the Movement Area and Non-Movement Areas are prioritized for snow removal purposes (figure 3-1, and Table 3-2). The higher priority areas are normally cleared first. However, a change in conditions may necessitate a change in areas to be cleared. The following table and figure identifies the Priority Areas:

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Figure 3-1 Priority Areas

Table 3-3 Priority Areas

Priority Movement Area and Non-Movement Area Description

1 Runway 11/29, Taxiway “A” and road from ARFF to taxiway “A”

2 Runway 01/19, Taxiway “C”,“D” and Reserve Ramp

3 Taxiway “B”, “D1”, Refuel Ramp

4 Access roads to lift station, electric vault, well house

b. While work progresses in these other areas, the condition of the active runway will be kept under close surveillance. If the continuing snowfall necessitates re-plowing, all work in other areas will be suspended and the plows will be diverted to re-plow the active runway as frequently as necessary to maintain safe operating conditions.

c. The roads and grounds manager may suspend snow removal operations during periods of low visibility and ceiling height (below aircraft landing minimums for the primary runway), currently 500’ ceiling and 1 mile visibility, if it is determined that snow removal equipment operators are endangered.

Section 4

Snow Clearing Principles

4-1. Introduction.

Priority

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Snow, slush, ice, and standing water on a runway impede airplane acceleration by absorbing energy in compaction and displacement, and by impinging on parts of the airplane after being kicked up by the tires. For airplanes decelerating, slush, snow, and standing water-covered pavements and, especially iced surfaces, hamper deceleration rates and increase the potential for hydroplaning. For these reasons, snow clearing operations for Priority 1 runway(s), taxiway connectors, and taxiways to the ramps(s) should start as soon as possible after snowfall or icing begins. One prime goal is to take the appropriate measures so snow in its various forms, such as slush or frozen water, does not bond to the pavement. Dry snow falling on cold dry pavements will generally not adhere and may be blown off by wind or airplane operations or removed by brooming operations. In such conditions, only brooming may be needed to prevent the formation of compacted snow tracks. Wet snow, however, cannot be blown off the pavement and will readily compact and bond to it when run over by airplane wheels. Consequently, the airport manager and roads and grounds manager will need to implement different clearing and/or preventive measures for wet snow than those used for dry snow conditions. When measures are taken, the airport manager and roads and grounds manager must:

a. Maintain close coordination with the ATCT.

b. Inform the users of the airport when less than satisfactory conditions exist.

4-2. Snow Clearing Principles

Winter conditions and rates of accumulations of precipitation vary widely from season to season.

However, there are some basic guidelines that apply and should be followed as closely as possible. The airport manager should notify airport users promptly and issue a NOTAM advising users of unusual airport conditions. Wind speed and direction, available equipment, and local conditions that may require special equipment and techniques collectively determine the snow clearing procedures for the airport’s plan. The following guidance offers a generic outline that covers runway/taxiway-related items

a. Ramp – Clearing Objectives. Accumulations of snow and slush, snow tracks, and thin layers of ice on ramps and airplane parking areas, including holding areas, can make for safety hazards. This plan contains measures to mitigate the following common situations:

1. Slick Ramp Surfaces. Ramp equipment and ramp personnel operating on slick or icy ramp surfaces lack sufficient traction to start, stop, or even remain in place when encountering jet exhaust from surrounding airplanes. Maintaining good traction is critical to the safety of personnel, equipment, and airplanes.

2. Obscured Taxi Signage. The clearing of snow from ramp areas must not be performed in a way that partially or completely covers taxiway signs leading to the airfield with plowed snow.

NOTE: Observing this precaution will reduce the risk of runway incursions.

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3. Obscured Terminal Visual Aids. The obscuration of normally visible surface markings or obliterated sign messages could make maneuvering on ramps difficult and slow.

Pilots, unable to see these visual aids, are hard pressed to judge direction and taxiing clearances.

4. Snow Stockpiles Adjacent to Airplane Operating Areas. equipment operators should exercise care when moving snow from the ramps and terminals toward taxiways and runways.

Depending on the amount of snow cleared and the size of the ramp, ramp signage directing pilots toward the runway could become obscured (covered with snow), and the resulting height of snow stockpiles could cause a clearance issue between taxiing airplanes and the snow stockpile.

b. Runway and Taxiway Suggested Clearing Objectives. The following guidance should not be interpreted to require specific equipment. It is presented to show efficient use of various equipment to optimize snow clearing operations. Equipment and procedures used must be determined based on many factors, including but not limited to climate, number and types of operations, staffing, and budget.

1. Focus runway snow clearing operations on keeping the entire primary runway, as near as practicable, bare from snow accumulations or ice buildup. Depending on precipitation rate, the time required to clear the full width of the runway may result in additional accumulation, and thus less braking capability, on the critical center portion. In such a case, concentrating clearing operations on the center portion can result in greater safety. The minimum width required will vary by airplane type, but is generally 100’ for transport category airplanes.

2. Depending on the equipment fleet, etc., some operations will start at the center of the runway and work outward to the shoulders.

3. Use sweepers or brooms initially to keep the primary runway or its center portion, as near as practicable, bare of accumulations. Also, when snow has melted or ice begins to separate from the pavement due to the action of chemicals, sweepers or brooms should be used to remove the residue. As soon as snow has accumulated to a depth that cannot efficiently be handled by the sweepers or brooms, plows and snow blowers should be used as follows.

a) Use plows to windrow snow into a single windrow that can be cast over the edge of runway lights by a snow blower.

b) Snow blowers should throw snow a sufficient distance from runways/taxiways edges so adequate clearance is available between airplane wings and engine nacelles and the cast snow banks. Figure 4-1 shows desired maximum snow height profiles for Sparta/Fort McCoy Airport.

WARNING: Snow blowers shall not blow snow onto airport signage or visual aids.

Figure 4-1 Snow Bank Profile Limits

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4. Obscured visual aids—in particular in-pavement and edge lights, taxiways, runway markings (such as touchdown marking), airport guidance signs, and runway end identification lights (REIL), or Precision Approach Path Indicators (PAPI) — need to be maintained free of snow and ice.

5. Visibility of signs (legibility) and lights should be maintained by certain prescribed clearing techniques or by performing post-clearing maintenance. Maintaining visibility can be better achieved by taking into account wind directions.

6. Upon completion of snow clearing operations, runway friction measurements should be taken to assess the effectiveness of the snow clearing operation.

7. If the airport’s operation involves the use of snow banks, their height profiles should be compatible with NAVAID ground requirements and offer sufficient clearance between airplane wings and engine nacelles to avoid structural damage to jet and propeller airplanes.

Figure 4-1 shows desired maximum snow height profiles, which are based on airplane design groups (see AC 150/5300-13, Airport Design, for airplane design group categories.) Snow banking along aprons likewise should comply with Figure 4-1 to prevent operational problems caused by ingestion of ice into turbine engines or by propellers striking the snow banks.

8. If the runway pavement temperature is warm enough for snow to compact and bond or if freezing rain is forecasted, approved anti-icing chemicals should be applied prior to the start of precipitation or as soon as precipitation starts.

9. All snow removal units operating in aircraft movement areas must maintain radio communication with the ATCT, or have a radio that can monitor the common traffic advisory frequency (CTAF), when the ATC Tower is closed.

4-3. Controlling Snow Drifts

Snow trenches that catch and store drifting snow have been used at times by airports with heavy snowfalls. This approach is considered an expedient way to control snow from drifting after it has been cleared to the edge of the runway. Multiple trenches spaced longitudinally about 10 feet

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(3 m) apart running parallel to the runway can store more snow. A trench should be excavated no closer than 50 feet (15 m) from the runway. Figure 4-2 illustrates typical snow trench formation relative to wind direction.

Figure 4-2 Typical Snow Drift Dimensions

4-4 Methods for Ice Control and Removal-Chemicals

Agricultural grade, airside urea is applied with a salt spreader, when needed.

Section 5

Runway Incursion/Surface Incident Mitigation Procedures

5-1. Radio Communication

All snow removal vehicles operating on any aircraft movement area must be equipped with a two-way radio which must be monitored by the vehicle operator at all times.

a. When the Control Tower is operating, vehicle operators should monitor “Ground Control” on 123.1 or the airfield Motorola on channel “AFLD” unless directed by the controller to monitor an alternate frequency. Ask and receive “Ground Control” approval prior to operating on any taxiways or runways.

b. When the Control Tower is closed: Operation on the runways when the tower is closed requires extreme vigilance. All vehicle operators should monitor 124.6 when operating on the runways, and this frequency can adjust lighting to prevent damage and provide situational awareness. Aircraft may suddenly appear on short final out of low ceilings and may takeoff or

A-10-11 land at any time without talking to anyone. Common Traffic Advisory Frequency (CTAF) is “Tower” frequency 124.6. Pilots should announce their intentions on CTAF.

5-3. Low Visibility and Whiteout Conditions

If visibility suddenly drops or a whiteout condition exists, all personnel will stop where they are, and wait at that position until the whiteout condition improves and allows them to safely continue snow removal operations or move clear of the field.