tribo Sorry I have nothing more official, but to add to the confusion:-
From: European Regions Airline Association - Icing Workshop 21st Nov 02, EUROCONTROL, Luxembourg
“Braking Action Measurement” by Alistair Scott, BAE SYSTEMS - Regional Aircraft
Runway Condition and Braking Definitions -
ICAO: Damp, Wet, Water Patches, Flooded
JAR Ops 1.480: Dry, Damp, Wet, Contaminated
JAA Certification: Water, Slush, Wet Snow, Dry Snow, Compacted Snow, Specially prepared Winter Runway, Ice
Manufacturer: Slippery, contaminant depth
ATC: Good, Medium, Poor, nil
From: UK CAA AIC 61 99 “Risks and factors associated with operations on runways affected by snow, slush or water”.
DRY : The surface is not affected by water, slush, snow or ice. NOTE: Reports that the runway is dry are not normally passed to pilots. If no runway surface report is passed, the runway can be assumed to be dry.
DAMP: The surface shows a change of colour due to moisture. NOTE: If there is sufficient moisture to produce a surface film or the surface appears reflective, the runway will be reported as WET.
WET:The surface is soaked but no significant patches of standing water are visible. NOTE: Standing water is considered to exist when water on the runway surface is deeper than 3 mm. Patches of standing water covering more than 25% of the assessed area will be reported as WATER PATCHES. For JAR-OPS performance purposes, runways reported as WATER PATCHES or FLOODED should be considered as CONTAMINATED.
WATER PATCHES: Significant patches of standing water are visible. NOTE: Water patches will be reported when more than 25% of the assessed area is covered by water more than 3 mm deep.
FLOODED: Extensive patches of standing water are visible. NOTE: Flooded will be reported when more than 50% of the assessed area covered by water more than 3 mm deep.
From: “An Evaluation of Winter Operational Runway Friction Measurement Equipment, Procedures, and Research” submitted by the Winter runway friction measurement and reporting working group January 25, 1995
The following definitions of braking action were agreed upon by the ATA Flight Operations Committee for use with the Mu-Meter and James Brake Decelerometer friction values and were added to the Runway Friction-measuring Program:
NORMAL - Maximum energy stops possible with little deterioration in certified stopping distance.
GOOD (Mu 0.6) - More braking is available than will be used in an average airline type deceleration. If a maximum energy stop were attempted, some distance in excess of certified stopping distance would be expected.
FAIR - Sufficient braking and cornering force is available for a well-flown approach and landing using light braking. However, excess speed or long touchdown would result in an extremely low safety factor depending on runway length and crosswind component. Careful planning and good judgment are required.
POOR (Mu 0.3) - Very careful planning, judgment, and execution are absolutely essential. Crosswind becomes a "priority one" consideration. While a safe and successful approach, landing, and stop can be accomplished if all factors are favorable, there is little room for error. Care must be exercised in every facet of the operation and a very careful evaluation of all existing conditions is necessary.
James Brake Indicator Excellent, Good, Fair, Poor, Nil
For convenience, the various conditions of airport surfaces during winter are grouped into the following categories in determining the surface friction characteristics:
Dry surface (bare) and free from winter contaminants,
Wet surface but free from winter contaminants,
Dry ice present on surface,
Wet ice present on surface,
Loose snow present on surface,
Compacted, dry snow present on surface,
Wet snow present on surface, and
Slush present on surface.
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