RAAS, #10, is a very restricted aid. It is only ‘advisory’ and lacks the ability to alert (or not) in context; see discussion on 777 Dubai accident.
An Airbus alternative is ROPS, which has both predictive alerting - advice in the air, and reactive - ‘commands’ on the ground. Both aspects still depend on the accuracy of the pre-landing data input. The computation has ability to deduce’ the braking action based on reported contaminant type, depth, and extent of coverage, or by crew inputs, i.e. subject to ‘PIREP error’. As with many modern thinking machines, their value depends on input / sensors.
Advantages of ROPS are with combined audio-visual alerts before touchdown, and ability to give a course of action when in the runway. The options for action might be no better than a pilot might have, but the need for change it is sensed (measured) by the aircraft, not the butt, and thus the crew is quickly alerted use all of the remaining safety margin. Some viewpoints support the idea that humans will react to a machine alert quicker that an individual’s decision depending on experience and frailties of ‘biased’ judgement.
ROPS page 21 -
http://aerosociety.com/Assets/Docs/E...%20Chapman.pdf
also
page 47-
https://www.icao.int/SAM/Documents/2...nting%20RE.pdf