Narrative:

At the gate we completed the normal preflight preparations including loading the takeoff data into the system. The runway we intended to use had a field condition report that stated; 'braking action: 3-Medium; surface condition: compacted snow.' there was also a NOTAM for the same runway that included; 'ficon 3/3/3 20 prct ice and 80 prct compacted sn; 20 prct ice and 60 prct compacted sn; 20 prct ice and 60 prct compacted sn' for the approach; middle; and departure ends of the runway respectively.we selected 3-Medium in takeoff data; loaded the data; and made a normal takeoff. Once at cruise we began a discussion of whether we should have used one of the clutter settings in the takeoff data system instead. We expected that we would quickly find guidance on the subject and did several searches on our ipads for keywords like 'clutter.' we were surprised to find very little. There were several limitations citing clutter and a definition in one or two glossaries. The most comprehensive information we found was on the takeoff and landing performance assessment (talpa). After reviewing that card; we became convinced that we had indeed selected the appropriate setting in the takeoff data system (3-Medium) for takeoff since both ice and compacted snow fell within the hard pack contaminants section of the card and none of the related settings included 'clutter.' at that point; we began to wonder just when and how; in practical terms; we would apply the clutter settings (such as those found in the loose contaminants and layered contaminants sections). Some of the unanswered questions we raised were these: how will we know that these clutter conditions exist? Will the airport authority specifically state the nature of the contaminants and their depths on the ATIS; in a field condition report; or in a NOTAM? Will they include the word 'clutter' or must we infer it by comparing the actual conditions to the chart? If the airport authority issues a runway condition code (rcc); like 3-Medium; do we use that without further inquiry? Do we take the more conservative approach; and disregard the rcc and use the clutter setting; if conditions warrant (as it seems we should)? To what extent do our own visual observations come into play? If we see what appears to qualify as clutter on the runway; should we make that change to the takeoff data even if the airport has issued an rcc with no mention of clutter contaminants? In that case; how would we measure the depth so as to select the correct clutter setting?maybe the answer ultimately comes down to a judgment call; taking into account all of the relevant information. Perhaps these questions and others like them have already been answered in a previous publication or manual. If so; I would certainly like to know where they are so I can review them in more detail. If such guidance has not yet been published; I would suggest that we do so; perhaps in the form of an article; a paragraph in the winter operations handbook; or even an addition to one of the manuals.

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Original NASA ASRS Text

Title: B737 Captain reported the company manual provided inadequate guidance to determine if a runway surface was to be considered contaminated.

Narrative: At the gate we completed the normal preflight preparations including loading the takeoff data into the system. The runway we intended to use had a Field Condition Report that stated; 'Braking Action: 3-Medium; Surface Condition: Compacted Snow.' There was also a NOTAM for the same runway that included; 'FICON 3/3/3 20 PRCT ICE AND 80 PRCT COMPACTED SN; 20 PRCT ICE AND 60 PRCT COMPACTED SN; 20 PRCT ICE AND 60 PRCT COMPACTED SN' for the approach; middle; and departure ends of the runway respectively.We selected 3-Medium in takeoff data; loaded the data; and made a normal takeoff. Once at cruise we began a discussion of whether we should have used one of the clutter settings in the takeoff data system instead. We expected that we would quickly find guidance on the subject and did several searches on our iPads for keywords like 'clutter.' We were surprised to find very little. There were several limitations citing clutter and a definition in one or two glossaries. The most comprehensive information we found was on the Takeoff and Landing Performance Assessment (TALPA). After reviewing that card; we became convinced that we had indeed selected the appropriate setting in the takeoff data system (3-Medium) for takeoff since both ice and compacted snow fell within the Hard Pack Contaminants section of the card and none of the related settings included 'Clutter.' At that point; we began to wonder just when and how; in practical terms; we would apply the clutter settings (such as those found in the Loose Contaminants and Layered Contaminants sections). Some of the unanswered questions we raised were these: How will we know that these clutter conditions exist? Will the airport authority specifically state the nature of the contaminants and their depths on the ATIS; in a field condition report; or in a NOTAM? Will they include the word 'clutter' or must we infer it by comparing the actual conditions to the chart? If the airport authority issues a Runway Condition Code (RCC); like 3-Medium; do we use that without further inquiry? Do we take the more conservative approach; and disregard the RCC and use the clutter setting; if conditions warrant (as it seems we should)? To what extent do our own visual observations come into play? If we see what appears to qualify as clutter on the runway; should we make that change to the takeoff data even if the airport has issued an RCC with no mention of clutter contaminants? In that case; how would we measure the depth so as to select the correct clutter setting?Maybe the answer ultimately comes down to a judgment call; taking into account all of the relevant information. Perhaps these questions and others like them have already been answered in a previous publication or manual. If so; I would certainly like to know where they are so I can review them in more detail. If such guidance has not yet been published; I would suggest that we do so; perhaps in the form of an article; a paragraph in the Winter Operations handbook; or even an addition to one of the manuals.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.