Transcript ICAO Annex 14 - COSCAP

Chapter 2.
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Aerodrome Data
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Chapter 2.
Aerodrome Data
2.1 Aeronautical data


Accuracy requirements for aeronautical data are based
upon a 95 per cent confidence level.
In that respect, three types of positional data shall be
identified:
i)
surveyed points (e.g. runway threshold),
ii)
calculated points (mathematical calculations from
the known surveyed points of points in space, fixes)
and
iii) declared points (e.g. flight information region
boundary points).
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Chapter 2.
Aerodrome Data
2.1 Aeronautical data (continued)


Aeronautical data integrity requirements shall be based upon the
potential risk resulting from the corruption of data and upon the use
to which the data item is put.
The following classification and data integrity level shall apply:
a)
critical data, integrity level 1 × 10-8
there is a high probability when using corrupted critical data that
the continued safe flight and landing of an aircraft would be
severely at risk with the potential for catastrophe;
Examples:
Elevation of runway threshold (precision approach runway): Accuracy – 0.5
m, Integrity level 1 × 10-8
Runway length/width: Accuracy – 1 m, Integrity level 1 × 10-8
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Chapter 2.
Aerodrome Data
2.1 Aeronautical data (continued)
b) essential data, integrity level 1 × 10 ¯5:
there is a low probability when using corrupted essential
data that the continued safe flight and landing of an
aircraft would be severely at risk with the potential for
catastrophe; and
Examples:
Aerodrome Elevation: Accuracy – 0.5 m, Integrity level 1
× 10 ¯5.
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Chapter 2.
Aerodrome Data
2.1 Aeronautical data (continued)
c) routine data, integrity level 1 × 10 ¯3:
there is a very low probability when using corrupted
routine data that the continued safe flight and landing of
an aircraft would be severely at risk with the potential
for catastrophe.
Examples:
Latitude and logitude of Aerodrome Reference Point:
Accuracy – 0.5 m, Integrity level 1 × 10 ¯3.
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Chapter 2.
Aerodrome Data
2.2 Aerodrome reference point
The designated geographical location of an
aerodrome.
 An aerodrome reference point shall be:
 established for an aerodrome;
 located near the initial or planned geometric centre of
the aerodrome;
 normally remained where first established;
 measured and reported to the aeronautical
information services authority in degrees, minutes
and seconds.
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Chapter 2.
Aerodrome Data
2.3 Aerodrome and runway elevations
Aerodrome elevation: The elevation of the highest
point of the landing area.
 The following information shall be reported to the Aeronautical
Information Services (AIS):
 The aerodrome elevation and geoid undulation at the aerodrome
elevation position, measured to the accuracy of one-half metre or foot;
 The elevation and geoid undulation of each threshold, the elevation of
the runway end and any significant high and low intermediate points
along the runway, measured to the accuracy of one-half metre or foot
for the international aerodromes with non-precision approach runway;
 The elevation and geoid undulation of the threshold, the elevation of
the runway end and the highest elevation of the touchdown zone,
measured to the accuracy of one-quarter metre or foot for precision
approach runway
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Chapter 2.
Aerodrome Data
2.4 Aerodrome reference temperature
 An aerodrome reference temperature shall be
determined for an aerodrome in degrees Celsius.
Recommendation.—
 The aerodrome reference temperature should be the
monthly mean of the daily maximum
temperatures for the hottest month of the year.
 The hottest month being that which has the highest monthly
mean temperature.
 This temperature should be averaged over a period of
years.
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Chapter 2.
2.5
Aerodrome Data
Aerodrome dimensions and related
information
 The following data shall be measured for each facility provided on
an aerodrome:
a) Runway:
- true bearing to one-hundredth of a degree;
- designation number;
- length, width and displaced threshold to the nearest metre
or foot;
- slope;
- surface type;
- type of runway (non-instrument, non-precision etc.);
- the existence of an obstacle free zone when provided (for a
precision approach runway category I)
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Chapter 2.
Aerodrome Data
2.5 Aerodrome dimensions and related
information (continued)
b) Strip, RESA and Stopway
- length, width to the nearest metre or foot.
c) taxiway — designation, width, surface type;
d) apron — surface type, aircraft stands;
e) the boundaries of the air traffic control service; ???
f) clearway
- length to the nearest metre or foot;
- ground profile.
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Chapter 2.
Aerodrome Data
2.5 Aerodrome dimensions and related
information (continued)
g) visual aids:
- TVASIS, ATVASIS, PAPI or APAPI;
- marking and lighting of runways, taxiways and aprons;
- other visual guidance and control aids on taxiways and
aprons, including runway-holding positions and stopbars, and
- location and type of visual docking guidance systems;
h) location and radio frequency of any VOR
aerodrome check-point;
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Chapter 2.
Aerodrome Data
2.5 Aerodrome dimensions and related
information (continued)
i)
location and designation of standard taxiroutes; and
j)
distances to the nearest metre or foot of:
- localizer and glide path elements comprising an
instrument landing system (ILS) or
- azimuth and elevation antenna of microwave
landing system (MLS) in relation to the
associated runway extremities.
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Chapter 2.
Aerodrome Data
2.5 Aerodrome dimensions and related information
(continued)
 The geographical coordinates of the following elements of the
aerodrome shall be measured and reported to the AIS Authority:
a)
each threshold; taxiway centre line points and each aircraft
stand in degrees, minutes, seconds and hundredths of
seconds;
c)
obstacles:
- in Area 2 (the part within the aerodrome boundary) and
Area 3 in degrees, minutes, seconds and tenths of seconds;
 The top elevation, type, marking and lighting (if any) of obstacles
shall be reported to the aeronautical information services authority.
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Chapter 2.
Aerodrome Data
Obstacles in Areas 1 and 2
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
 The bearing strength of a pavement shall be
determined:
 If pavements used by aircraft > 5700 kg max. all up mass
(MAUM), strength shall be in ACN - PCN system;
Example: PCN 80 R/B/W/T
 If pavements used by aircraft <= 5700 kg (MAUM), strength
shall be by reporting:
- max. allowable aircraft mass and
- max. allowable tyre pressure.
Example: 4000kg/0.50 MPa
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN – Aircraft Classification Number
PCN – Pavement Classification Number
 The PCN reported shall indicate that an aircraft with an
ACN equal to or less than the reported PCN can operate
on the pavement subject to any limitation on the tire
pressure, or aircraft all-up mass for specified aircraft
type(s).
 The ACN of an aircraft shall be determined in accordance
with the standard procedures associated with the ACNPCN method.
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN of certain aircrafts
ACN
Aircraft Type
/Main wheel
configuration
A330-300
DT
A340-300
DT
B747-400
DT
B757-200
DT
B767-200
DT
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MTOW
OWE
TP
212000
121870
580
271000
129300
1380
386800
176860
1400
100200
56900
1116
141520
80890
1172
Flexible Pavement
Subgrade
CBR%
A
B
C
15
10
6
55
60
69
29
30
33
D
3
94
41
A
k150
47
28
59
24
100
34
50
25
58
24
69
26
80
30
64
25
74
28
Rigid Pavement
Subgrade
k in MN/m3
B
C
k80
k40
54
64
27
31
D
k20
75
36
56
21
62
22
77
25
99
32
51
19
61
22
73
25
83
29
27
13.5
30
14
36
16
49
22
25
12
30
14
36
16
41
19
37
18.7
40
19
48
22
66
28
32
16
38
18
45
21
53
25
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN/PCN method for pavement strength reporting:
 Pavement Classification Number (PCN)
 Pavement type (F or R)
 Pavement sub-grade strength category (A, B, C or D)
 Maximum allowable tyre pressure category/value (W, X, Y or Z)

Evaluation method (T or U)
PCN 76/F/B/W/T
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PCN 50/F/C/Y/U
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN/PCN method for pavement strength reporting:
a)
Pavement Classification Number (PCN)
The PCN is an index rating (1/500th) of the mass which an
evaluation shows can be borne by the pavement when applied by
a standard (1.25 MPa tyre pressure) single – wheel. The PCN
rating established for a pavement indicates that the pavement is
capable of supporting aircraft having an ACN of equal or lower
magnitude.
b)
Pavement type for ACN – PCN determination
Code
Rigid pavement
Flexible pavement
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(R)
(F)
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN/PCN method for pavement strength reporting:
c)
Subgrade strength category
Code
(k – modulus of sub-grade reaction; CBR – California bearing ratio)
- High strength:
(A)
(Rigid)
(Flexible)
K > 120 MN/m³
CBR > 13
(K = 150 MN/m³ )
(CBR = 15)
- Medium strength:
(B)
K = 60 to 120 MN/m³
(K = 80 MN/m³ )
(CBR = 10)
- Low strength:
(C)
K = 25 to 60 MN/m³
CBR = 4 to 8
(K = 40 MN/m³ )
(CBR = 6)
- Ultra low strength:
(D)
K < 25 MN/m³
CBR < 4
(K = 20 MN/m³ )
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CBR = 8 to 13
(CBR = 3)
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN/PCN method for pavement strength
reporting:
d) Maximum allowable tyre pressure category
Code
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High:
no pressure limit
W
Medium:
pressure limited to 1.50 Mpa
X
Low:
pressure limited to 1.00 Mpa
Y
Very low: pressure limited to 0.50 MPa
Z
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
ACN/PCN method for pavement strength reporting:
d)
Maximum allowable tyre pressure category
High:
Medium:
Low:
Very low:
e)
no pressure limit
pressure limited to 1.50 Mpa
pressure limited to 1.00 Mpa
pressure limited to 0.50 MPa
Code
W
X
Y
Z
Evaluation method
Code
Technical evaluation:
T
representing a specific study of the pavement characteristics and application of
pavement behaviour technology.
Using aircraft experience:
U
representing a knowledge of the specific type and mass of aircraft satisfactorily
being supported under regular use.
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Chapter 2.
Aerodrome Data
2.6 Strength of pavements
Overload operations
General criteria for overload operations:
a)
for flexible pavements, occasional movements by aircraft with
ACN not exceeding 10 per cent above the reported PCN
should not adversely affect the pavement;
b)
for rigid or composite pavements, in which a rigid pavement
layer provides a primary element of the structure, occasional
movements by aircraft with ACN not exceeding 5 per cent
above the reported PCN should not adversely affect the
pavement;
c)
if the pavement structure is unknown, the 5 per cent
limitation should apply; and
d)
the annual number of overload movements should not
exceed approximately 5 per cent of the total annual aircraft
movements.
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Chapter 2.
2.7

Aerodrome Data
Pre-flight altimeter check location
One or more pre-flight altimeter check locations shall be
established for an aerodrome.
Recommendation.— A pre-flight check location should
be located on an apron.
[Note: Other locations may be holding bays, holding
points or thresholds.]

The elevation of a pre-flight altimeter check location
shall be given as the average elevation, rounded to the
nearest metre or foot, of the area on which it is located.
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Chapter 2.
Aerodrome Data
2.8 Declared distances

The following distances shall be calculated to the
nearest metre or foot for a runway intended for use by
international commercial air transport:
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 take off run available
TORA
 take-off distance available
TODA
 accelerate-stop distance available
ASDA
 landing distance available
LDA
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Declared distances
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances. The declared distances must
be calculated in accordance with the following:
(i) Take-off run available (TORA) is defined as the length of
runway available for the ground run of an aeroplane taking off. This
is normally the full length of the runway; neither the SWY nor CWY
are involved.
TORA = Length of RW
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances.
(ii) Take-off distance available (TODA)
 TODA is defined as the distance available to an aeroplane for
completion of its ground run, lift-off and initial climb to 35 ft.
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances.
(ii) Take-off distance available (TODA)
 This will normally be the full length of the runway plus the
length of any CWY.
TODA =TORA + CWY
Declared distances
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances.
(ii) Take-off distance available (TODA)
 Where there is no designated CWY, the part of the runway strip
between the end of the runway and the runway strip end is included as
part of the TODA.
TODA =TORA + RWY Strip length
 Each TODA must be accompanied by an obstacle clear take-off gradient
expressed as a percentage.
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances (continued)
(iii) Accelerate-stop distance available (ASDA) is defined
as the length of the take-off run available plus the length of
any SWY. Any CWY is not involved.
ASDA = TORA + SWY
Declared distances
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Chapter 2.
Aerodrome Data
2.8 Declared distances
Calculation of declared distances (continued)
(iv) Landing distance available (LDA) is defined as the length
of runway available for the ground run of a landing aeroplane.
The LDA commences at the runway threshold.
Neither SWY nor CWY are involved.
LDA = Length of RW (if threshold is not displaced.)
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Chapter 2.
Aerodrome Data
Illustration of declared distances
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Chapter 2.
Aerodrome Data
Illustration of declared distances
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Chapter 2.
Aerodrome Data
2.9 Condition of the movement area and
related facilities
 Information on the condition of the movement area and
the operational status of related facilities shall be
provided to the appropriate aeronautical information
service units, and similar information of operational
significance to the air traffic services units, to enable
those units to provide the necessary information to
arriving and departing aircraft.
 The information shall be kept up to date and changes in
conditions reported without delay.
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Chapter 2.
Aerodrome Data
2.9 Condition of the movement area and related facilities
(continued)

The condition of the movement area and the operational status of
related facilities shall be monitored and reports on matters of
operational significance or affecting aircraft performance given,
particularly in respect of the following:
a)
construction or maintenance work;
b)
rough or broken surfaces on a runway, a taxiway or an apron;
c)
water on a runway, a taxiway or an apron;
d)
other temporary hazards, including parked aircraft;
e)
failure or irregular operation of part or all of the aerodrome
visual aids; and
f)
failure of the normal or secondary power supply.
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Chapter 2.
Aerodrome Data
2.9 Condition of the movement area and related
facilities (continued)
Recommendation.— To facilitate compliance with
aforementioned two standards inspections of the
movement area should be carried out each day:
- at least once where the code number is 1 or 2 and
- at least twice where the code number is 3 or 4.
[Note.— Guidance on carrying out daily inspections of
the movement area is given in the Airport Services
Manual, Part 8 and in the Manual of Surface Movement
Guidance and Control Systems (SMGCS).]
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Chapter 2.
Aerodrome Data
2.9 Condition of the movement area and related facilities
(continued)
Water on a runway
Recommendation.— Whenever water is present on a runway, a
description of the runway surface conditions on the centre half of
the width of the runway, including the possible assessment of water
depth, where applicable, should be made available using the
following terms:




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DAMP — the surface shows a change of colour due to
moisture.
WET — the surface is soaked but there is no standing
water.
WATER PATCHES — significant patches of standing water
are visible.
FLOODED — extensive standing water is visible.
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Chapter 2.
Aerodrome Data
2.9 Condition of the movement area and related facilities
(continued)
 Information that a runway or portion thereof may be slippery when
wet shall be made available.
 A runway or portion thereof shall be determined as being slippery
when wet when the measurements of the friction characteristics of
the runway or portion thereof as measured by a continuous friction
measuring device using self-wetting features show below the
minimum friction level specified by the State.
 Information on the minimum friction level specified by the State for
reporting slippery runway conditions and the type of friction
measuring device used shall be made available.
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Chapter 2.
2.10
Aerodrome Data
Disabled aircraft removal
Recommendation.— The telephone/telex number (s) of the
office of the aerodrome coordinator of operations for the
removal of an aircraft disabled on or adjacent to the movement area
should be made available, on request, to aircraft operators.
Recommendation.— Information concerning the capability to
remove an aircraft disabled on or adjacent to the movement area
should be made available.
[Note.— The capability to remove a disabled aircraft may be
expressed in terms of the largest type of aircraft which the
aerodrome is equipped to remove.]
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Chapter 2.
Aerodrome Data
2.11 Rescue and fire fighting

Information concerning the level of protection provided
at an aerodrome for aircraft rescue and fire fighting
purposes shall be made available.
Recommendation.— The level of protection normally
available at an aerodrome should be expressed in terms
of the category of the rescue and fire fighting services
and in accordance with the types and amounts of
extinguishing agents normally available at the
aerodrome.
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Chapter 2.
Aerodrome Data
2.11 Rescue and fire fighting (continued)

Significant changes in the level of protection normally available at
an aerodrome for rescue and fire fighting shall be notified to the
appropriate air traffic services units and aeronautical
information units to enable those units to provide the necessary
information to arriving and departing aircraft. When such a change
has been corrected, the above units shall be advised accordingly.
[Note.— A significant change in the level of protection is considered to be a
change in the category of the rescue and fire fighting service from the
category normally available at the aerodrome, resulting from a change in
availability of extinguishing agents, equipment to deliver the agents or
personnel to operate the equipment, etc.]
Recommendation.— A significant change should be expressed in
terms of the new category of the rescue and fire fighting
service available at the aerodrome.
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Chapter 2.
Aerodrome Data
2.12 Visual approach slope indicator systems

The following information concerning a visual
approach slope indicator system installation shall be
made available:
a) associated runway designation number;
b) type of system
- T-VASIS or AT-VASIS
- PAPI or APAPI
and the side of the runway on which the lights are
installed, (i.e. left or right) shall be given;
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Chapter 2.
Aerodrome Data
2.12 Visual approach slope indicator systems (continued)

The following information concerning a visual approach slope
indicator system installation shall be made available:
c)
where the axis of the system is not parallel to the runway
centre line, the angle of displacement and the direction of
displacement, i.e. left or right shall be indicated;
d)
nominal approach slope angle (s):
- for a T-VASIS or an AT-VASIS [this shall be angle θ (approx.
3˚) according to the formula in Figure 5-17] and
- for a PAPI and an APAPI [this shall be angle (B + C) ÷ 2
(approx. 3˚) and (A + B) ÷ 2 (approx. 3˚), respectively as in
Figure 5-19]; and
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Chapter 2.
Aerodrome Data
2.12 Visual approach slope indicator systems (continued)
 The following information concerning a visual approach slope
indicator system installation shall be made available:
e)
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minimum eye height (s) over the threshold of the onslope signal(s):
- for a T-VASIS or an AT-VASIS this shall be the lowest height at
which only the wing bar(s) are visible;
- for a PAPI this shall be the setting angle of the third
unit from the runway minus 2', i.e. angle B minus 2',
and
- for an APAPI this shall be the setting angle of the unit farther
from the runway minus 2', i.e. angle A minus 2'.
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Chapter 2.
2.13

Aerodrome Data
Coordination between aeronautical information
services and aerodrome authorities
To ensure that aeronautical information services units obtain
information to enable them to provide up-to-date pre-flight
information and to meet the need for in-flight information,
arrangements shall be made between aeronautical information
services and aerodrome authorities responsible for aerodrome
services to report to the responsible aeronautical information
services unit, with a minimum of delay:
a) information on aerodrome conditions;
b) the operational status of associated facilities, services and
navigation aids within their area of responsibility;
c) any other information considered to be of operational
significance.
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End of Chapter 2.
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