What is a Runway Condition Report (RCR)?
Definition
A runway condition report (RCR) is a standardised report that gives the surface condition of a runway and its effect on aeroplane performance. EASA defines it as a standardised report on the condition of the runway surface. The report covers the effects on landing and take-off performance and uses a runway condition code.
The aerodrome operator writes the report. The flight crew uses it to calculate the performance of the aeroplane.
RCR and runway condition assessment
The two terms name two steps. The runway condition assessment is the work of the operator. The operator inspects the runway and finds the code with a matrix. The RCR is the product of that work. It is the message that goes out.
The assessment page explains the matrix and the rules to change a code. This page covers the report itself: its items, its format, when it is updated and how it travels.
When an RCR is issued
EASA ADR.OPS.A.065 sets the cycle:
- Reporting starts when a significant change in the runway surface condition occurs because of water, snow, slush, ice or frost.
- Reporting continues to reflect each significant change until the runway is no longer contaminated.
- The operator then issues a last RCR that states the runway is wet or dry.
A small patch does not start a report. If less than 10 per cent of a runway third is contaminated, the third gets code 6 and no contaminant is reported. If all three thirds are under 10 per cent, no report is generated (GM1 ADR.OPS.B.037(b)).
On an aerodrome with several runways, the SNOWTAM includes all runways when at least one is contaminated (GM4 ADR.OPS.A.065(a)).
What an RCR contains
An RCR has two sections. The first section is for the performance calculation of the aeroplane. The second section gives situational awareness.
| Item | Section | Format | Status |
|---|---|---|---|
| Aerodrome location indicator | Performance | Four letters, for example EADD | Mandatory |
| Date and time of the assessment | Performance | MMDDhhmm in UTC | Mandatory |
| Lower runway designator | Performance | nn, with L, C or R | Mandatory |
| Runway condition code for each third | Performance | n/n/n | Mandatory |
| Coverage for each third | Performance | 25, 50, 75 or 100 per cent | Conditional |
| Depth of loose contaminant for each third | Performance | mm, for dry snow, wet snow, slush and standing water only | Conditional |
| Condition description for each third | Performance | Capital letters, for example SLUSH | Mandatory |
| Width of the runway the codes apply to | Performance | Metres, if less than the published width | Conditional |
| Reduced runway length, drifting snow, loose sand, chemical treatment, snowbanks, taxiway and apron conditions | Situational awareness | Fixed text | Conditional or optional |
| Plain-language remarks | Situational awareness | Capital letters | Optional |
The codes run in the direction seen from the lower runway designator. When air traffic services pass the codes to a flight crew, they use the first, second and third part of the runway. The first part is the first third in the direction of landing or take-off.
Remarks start with UPGRADED or DOWNGRADED when the code differs from the one the matrix gives directly (GM2 ADR.OPS.A.065(a)).
How to read an RCR
EASA gives this line as an example:
EADD 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH
| Group | Meaning |
|---|---|
| EADD | The aerodrome |
| 02170135 | Assessment on 17 February at 01:35 UTC |
| 09R | The runway, shown by its lower designator |
| 5/2/2 | Code 5 in the first third, code 2 in the other two |
| 100/50/75 | Contaminant coverage of 100, 50 and 75 per cent |
| NR/06/06 | No depth reported for the first third, 6 mm in the other two |
| WET/SLUSH/SLUSH | The description of each third |
The first third is only wet, so it gets code 5. The other two thirds have slush deeper than 3 mm, which gives code 2.
Updates and significant changes
A change is significant in four cases. The code changes, the contaminant type changes, the coverage band changes, or the depth changes by more than a set value. A special air-report of braking action can also mark a significant change.
| Contaminant | Smallest value reported | Significant change |
|---|---|---|
| Standing water | 4 mm | 3 mm |
| Slush | 3 mm | 3 mm |
| Wet snow | 3 mm | 5 mm |
| Dry snow | 3 mm | 20 mm |
Coverage is reported in bands. 10 to 25 per cent is reported as 25, 26 to 50 as 50, 51 to 75 as 75, and 76 to 100 as 100.
EASA gives a worked case for slush. The first RCR shows 3 mm and code 5. Then the depth grows to 5 mm and the code falls to 2, so a new RCR is issued. At 7 mm the change from the last report is 2 mm, which is under the limit of 3 mm. No new RCR is needed. At 10 mm the change is 5 mm, so the operator issues a third RCR.
How the report reaches the aircraft
The operator sends the RCR to the aeronautical information services and to air traffic services (AMC1 ADR.OPS.A.065(a)). When necessary, the report goes out as a SNOWTAM. A SNOWTAM is valid for 8 hours at most. A new SNOWTAM cancels the previous one.
If a paved runway or part of it is slippery wet, the operator also issues a NOTAM that describes the affected part (ADR.OPS.A.065(e)).
What an RCR does not contain
- Friction values. ADR.OPS.A.065(d) bans them from the report. EASA says that friction measurements do not correlate with aeroplane performance data.
- Contaminants with no fixed effect. De-icing chemicals and other contaminants are reported, but the code cannot rate them in a standard way (GM1 38(g)).
- A guarantee. Annex 14 notes that a misreported condition alone should not cause an accident, because operational margins cover a reasonable error. A wrong report can use up margins that the crew needs for other things, for example a tailwind (Attachment A, 6.5).
The FAA version
In the US, the airport operator reports contaminants and codes in a field condition (FICON) NOTAM (AC 150/5200-30D, 1.12.8). The FAA calls the code RwyCC.
Three points differ from the EASA rules:
- The FAA reports codes only above 25 per cent contamination. It measures this over the overall runway length and width, or over the cleared width (5.4.1.1).
- The NOTAM system does not accept a code 0. It prompts the operator to close the surface (5.4, note).
- The FAA requires an updated report after each event that changes the surface. It names weather, chemicals, sand, plowing and sweeping (5.7.2.2).
What an RCR needs on the ground
The RCR is only as good as the inspection behind it. EASA states that visual inspection of the movement area is the core method to find the code. The operator also uses air and surface temperature, the effect of treatment, how the inspection vehicle brakes and special air-reports (GM1 ADR.OPS.B.037(a)). TarmacView does not assess runway surface condition for a report. It captures pavement photos of a runway by drone, and its pavement analysis is in development.
Frequently Asked Questions
- What is a runway condition report?
- A runway condition report (RCR) is a standardised report that gives the surface condition of a runway and its effect on aeroplane performance. The aerodrome operator writes it for each third of the runway. It includes a runway condition code from 0 to 6, the contaminant coverage and depth, and a description.
- What does a runway condition report look like?
- It is one line of grouped items. An EASA example reads EADD 02170135 09R 5/2/2 100/50/75 NR/06/06 WET/SLUSH/SLUSH. The items are the aerodrome, the date and time in UTC, and the lower runway designator. Then come the codes, the coverage in per cent, the depth in millimetres and the description for each third.
- Is a runway condition report the same as a SNOWTAM?
- No. The SNOWTAM is the message format that carries the report. The RCR is the content. EASA says the RCR is used to report assessed conditions through the issue of a SNOWTAM, when necessary. A SNOWTAM is valid for 8 hours at most.
- When does the aerodrome issue a new runway condition report?
- The operator issues a new report after every significant change. EASA lists a change in the code, in the contaminant type, in the coverage band or in the depth by more than the set limit. The limit is 3 mm for standing water and slush, 5 mm for wet snow and 20 mm for dry snow.
- Does a runway condition report include friction values?
- No. EASA ADR.OPS.A.065(d) says friction measurements shall not be reported. The FAA also does not allow airport operators to give friction values for paved runways to pilots. Operators may use friction readings to support a change of the code or to track a trend.
- Who writes the runway condition report?
- The aerodrome operator writes it. The operator inspects the runway, finds the contaminant type, depth and coverage in each third, and assigns the code with the runway condition assessment matrix. The operator sends the report to the aeronautical information services and to air traffic services.
- Does the FAA use a runway condition report?
- Yes, but the FAA sends it as a field condition (FICON) NOTAM. The FAA calls the codes RwyCC and reports them only if more than 25 per cent of the runway is contaminated. The FAA AC says runway condition reports must be updated every time the surface condition changes.
References
- easa-ear-aerodromes
- Easy Access Rules for Aerodromes (Regulation (EU) No 139/2014), March 2026 version EASA
- icao-annex-14-vol-i-9ed
- Annex 14 to the Convention on International Civil Aviation, Aerodromes, Volume I, 9th edition (July 2022) ICAO
This is a reference entry. TarmacView provides drone inspection services and doesn't sell the equipment or materials described in this glossary.
