Chapter 2. Aerodrome Data

Chapter 2. Aerodrome Data
November 18 ICAO Annex 14 Training Course

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). CHAPTER 2. AERODROME DATA 2.1 Aeronautical data 2.1.1 Determination and reporting of aerodrome related aeronautical data shall be in accordance with the accuracy and integrity requirements set forth in Tables 1 to 5 contained in Appendix 5 while taking into account the established quality system procedures. Accuracy requirements for aeronautical data are based upon a 95 per cent confidence level and in that respect, three types of positional data shall be identified: surveyed points (e.g. runway threshold), calculated points (mathematical calculations from the known surveyed points of points in space, fixes) and declared points (e.g. flight information region boundary points). Note.— Specifications governing the quality system are given in Annex 15, Chapter 3. [JS] Aerodrome data is classed as critical, essential or routine in regard to the use such data is made of by aviation users. Data that, if corrupted, could give a high probability that continued safe flight and safe landing would be severely at risk with the potential for catastrophe is considered critical data and must be maintained from survey in a manner that its integrity can be assured to a very high level. Data that, if corrupted, could give a low probability that continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe is considered essential data and must be maintained in a manner that its integrity is assured to a high level. Data that, if corrupted, could give a very low probability that continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe is considered routine data and must be maintained in a manner that its integrity is assured. Accuracy of field work conducted to generate aerodrome data should be such as to enable flight operations to be conducted within accepted operational tolerances. Appendix 5 lists the data accuracy limits and the integrity classification for elements of aerodrome data. It is noteworthy that all except 8 items are required to be surveyed. November 18 ICAO Annex 14 Training Course

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 2.1 Aeronautical data (continued) 2.1.2 Contracting States shall ensure that integrity of aeronautical data is maintained throughout the data process from survey/origin to the next intended user. 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. Consequently, 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; November 18 ICAO Annex 14 Training Course

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. 2.1 Aeronautical data (continued) 2.1.2 Contracting States shall ensure that integrity of aeronautical data is maintained throughout the data process from survey/origin to the next intended user. 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. Consequently, the following classification and data integrity level shall apply: 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 Note.— Guidance material on the aeronautical data quality requirements (accuracy, resolution, integrity, protection and traceability) is contained in the World Geodetic System — 1984 (WGS-84) Manual (Doc 9674). Supporting material in respect of the provisions of Appendix 5 related to accuracy and integrity of aeronautical data, is contained in RTCA Document DO-201A and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-77, entitled Industry Requirements for Aeronautical Information. November 18 ICAO Annex 14 Training Course

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. 2.1 Aeronautical data (continued) 2.1.2 Contracting States shall ensure that integrity of aeronautical data is maintained throughout the data process from survey/origin to the next intended user. 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. Consequently, the following classification and data integrity level shall apply: 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. Note.— Guidance material on the aeronautical data quality requirements (accuracy, resolution, integrity, protection and traceability) is contained in the World Geodetic System — 1984 (WGS-84) Manual (Doc 9674). Supporting material in respect of the provisions of Appendix 5 related to accuracy and integrity of aeronautical data, is contained in RTCA Document DO-201A and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-77, entitled Industry Requirements for Aeronautical Information. November 18 ICAO Annex 14 Training Course

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. 2.2 Aerodrome reference point 2.2.1 An aerodrome reference point shall be established for an aerodrome. 2.2.2 The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and shall normally remain where first established. 2.2.3 The position of the aerodrome reference point shall be measured and reported to the aeronautical information services authority in degrees, minutes and seconds. November 18 ICAO Annex 14 Training Course

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 2.3 Aerodrome and runway elevations 2.3.1 The aerodrome elevation and geoid undulation at the aerodrome elevation position shall be measured to the accuracy of one-half metre or foot and reported to the aeronautical information services authority. 2.3.2 For an aerodrome used by international civil aviation for non-precision approaches, 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 shall be measured to the accuracy of one-half metre or foot and reported to the aeronautical information services authority. 2.3.3 For 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 shall be measured to the accuracy of one-quarter metre or foot and reported to the aeronautical information services authority. Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates. [JS] For each elevation, the geoid undulation needs to be determined and reported. Geoid undulation is the difference at a point between the elevation referenced to MSL and the elevation referenced to the WGS 84 ellipsoid at the same point. MSL geoid is irregular (globally) due to local effects such as tide, currents, salinity, winds). WGS 84 ellipsoid is a mathematical entity with ‘best fit’ characteristics to sea level. If MSL is below WGS 84 geoid, undulation is negative and vice versa. November 18 ICAO Annex 14 Training Course

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. 2.4 Aerodrome reference temperature 2.4.1 An aerodrome reference temperature shall be determined for an aerodrome in degrees Celsius. 2.4.2 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. [JS] AR temp indicated in (whole) degrees Celsius and is the monthly mean of the daily maximum temperatures of the hottest month of the year, averaged over a period of years (7 to 20) The hottest month is th one that has the highest monthly mean temperature. Met bureau can provide. November 18 ICAO Annex 14 Training Course

2.5 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) 2.5 Aerodrome dimensions and related information 2.5.1 The following data shall be measured or described, as appropriate, for each facility provided on an aerodrome: runway — true bearing to one-hundredth of a degree, designation number, length, width, displaced threshold location to the nearest metre or foot, slope, surface type, type of runway and, for a precision approach runway category I, the existence of an obstacle free zone when provided; [JS] Slope is given as a percentage and for consistency should always be stated in the same direction. Conventionally this may be in the down direction eg 1% down to the SE. Slope is calculated as difference in elevation between runway ends and reported to the nearest 0.1% Note for runway information the presence of a OFZ must be reported if it is optionally provided for a Cat 1 precision instrument approach. An OLS is mandatory for Cat II or III ILS approaches. November 18 ICAO Annex 14 Training Course

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. 2.5 Aerodrome dimensions (continued) b) strip runway end safety area } length, width to the nearest metre or foot, surface type; stopway c) taxiway — designation, width, surface type; d) apron — surface type, aircraft stands; e) the boundaries of the air traffic control service; Note also that information need only be provided for the facilities that are in place. If there is no ATC, the ATC control boundaries will not be described and similarly if a VOR check point is not provided no information will be recorded. f) clearway — length to the nearest metre or foot, ground profile; November 18 ICAO Annex 14 Training Course

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; 2.5 Aerodrome dimensions (continued) g) visual aids for approach procedures, marking and lighting of runways, taxiways and aprons, other visual guidance and control aids on taxiways and aprons, including taxi-holding positions and stopbars, and location and type of visual docking guidance systems; h) location and radio frequency of any VOR aerodrome check-point; November 18 ICAO Annex 14 Training Course

2.5 Aerodrome dimensions and related information (continued) i) location and designation of standard taxi- routes; 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. 2.5 Aerodrome dimensions (continued) i) location and designation of standard taxi-routes; 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. November 18 ICAO Annex 14 Training Course

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. 2.5 Aerodrome dimensions and related information (continued) 2.5.2 The geographical coordinates of each threshold shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. 2.5.3 The geographical coordinates of appropriate taxiway centre line points shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. 2.5.4 The geographical coordinates of each aircraft stand shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. 2.5.5 The geographical coordinates of obstacles in Area 2 (the part within the aerodrome boundary) and in Area 3 shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and tenths of seconds. In addition, the top elevation, type, marking and lighting (if any) of obstacles shall be reported to the aeronautical information services authority. Note 1.— See Annex 15, Appendix 8, for graphical illustrations of obstacle data collection surfaces and criteria used to identify obstacles in Areas 2 and 3. Note 2.— Appendix 5 provides requirements for obstacle data determination in Areas 2 and 3. Note 3.— Implementation of Annex 15 provision concerning the availability, as of 18 November 2010, of obstacle data according to Area 2 and Area 3 specifications would be facilitated by appropriate advanced planning for the collection and processing of such data. [JS] Use care when reading Annex 14 standards. The presence of a standard of its own in the document is not necessarily an obligation to provide that facility. However if it is provided then the relevant standard must be observed. November 18 ICAO Annex 14 Training Course

Obstacles in Areas 1 and 2 November 18 ICAO Annex 14 Training Course

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 [JS] A pavement strength rating needs to be provided, the method to be used depends on the size of the aircraft. ACN is only provided for aircraft certified with a max take off mass greater than 5700kg. ACN aircraft classification number available from aircraft manufacturer, and varies according to mass of the aircraft at any particular time PCN pavement classification number, determined by the aerodrome operator according to factors associated with the pavement and its construction. If the PCN is equal to or greater than the ACN, that aircraft may operate on the pavement (subject to any other limits as may be imposed for special purposes. If the ACN is greater than the PCN, the immediate outcome is not usually a safety matter, unless a gross mismatch of aircraft and pavement is involved. Overload of pavement has the effect of reducing the life of a pavement as it “wears out” more quickly than if it had not been overloaded, thus costly repairs and maintenance will be required more frequently. The decision to permit overload operations (ACN is greater than the PCN) is one for the aerodrome operator and aircraft operator. Minor overload operations can be tolerated without expectation of severe pavement life reduction. Attachment A contains pavement overload guidance material For example, flexible pavement overloads by aircraft with an ACN of 10% over the PCN for occasional movements is not likely to adversely affect the pavement, and for rigid pavements an overload factor of 5% is appropriate. Occasional movement would generally be limited to about 5% of the total annual aircraft movements. November 18 ICAO Annex 14 Training Course

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 ACN-PCN method. 2.6 Strength of pavements (continued) 2.6.4 The ACN of an aircraft shall be determined in accordance with the standard procedures associated with the ACN-PCN method. Note.— The standard procedures for determining the ACN of an aircraft are given in the Aerodrome Design Manual, Part 3. For convenience several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the four subgrade categories in b) below and the results tabulated in that manual. 2.6.3 The pavement classification number (PCN) reported shall indicate that an aircraft with an aircraft classification number (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). Note.— Different PCNs may be reported if the strength of the pavement is subject to significant seasonal variation. November 18 ICAO Annex 14 Training Course

ACN of certain aircrafts Note: TP = Tyre pressure in kPa November 18 ICAO Annex 14 Training Course

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) [JS] The ICAO CAN - PCN pavement strength reporting system is a multi element method developed to describe the strength of various types of pavement used for aircraft movement on the ground. It can be applied to runways, taxiways and aprons as well as to other facilities used at airports – wash down areas, holding bays, de-icing pads and the like. CLICK The PCN is a value derived by the pavement designer which takes into account the thickness of the pavement, the material used, compaction achieved during construction etc, or it may be a value assigned by the aerodrome operator after observation of pavement behaviour after actual service loadings. CLICK The pavement type rigid pavements are those constructed of concrete, and are designed as the letter R flexible pavements are those constructed from a (plastic) material such as gravel or crushed rock and may be overlaid with asphalt or similar bitumenous material. They are designated with the letter F CLICK Subgrade is the material situated directly below the constructed pavement. Its strength affects the load carrying capacity of a pavement, so is an important element the overall pavement rating. Subgrade strength is tested and assessed by civil engineers and measured in separate systems depending on whether a rigid or flexible pavement is to be provided. Strength is rated as high, medium, low or ultra low and coded respectively A,B, C or D CLICK Maximum tyre pressure affects a a pavement in different manner than just the gross weight to be supported, so it to is included in the pavement strength. If the pavement is not limited to any particular tyre pressure, it is coded as W, pressures up to 1.5 mPa are coded X, up to 1 mPa are Y and .5 mPa and below are Z. Other specific tyre pressure limits may be stated expressly. CLICK Evaluation may be by technical means, especially for new pavement or when major upgrades are performed, in which case the code letter T is applied. If a pavement is evaluated in the light of experience and observation the Code letter U is applied Note.— If necessary, PCNs may be published to an accuracy of one-tenth of a whole number. Note.— Different PCNs may be reported if the strength of the pavement is subject to significant seasonal variation. PCN 76/F/B/W/T PCN 50/F/C/Y/U PCN58/R/B/1.20MPa/T November 18 ICAO Annex 14 Training Course

ACN/PCN method for pavement strength reporting: 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 (R) Flexible pavement (F) 2.6 Strength of pavements (continued) ACN/PCN method for pavement strength reporting: [ADM P3] Pavement Classification Number (PCN): The pavement classification number (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. The ACN for comparison to the PCN must be the aircraft ACN established for the particular pavement type and subgrade category of the rated pavement as well as for the particular aircraft mass and characteristics. 2.6.6 Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire pressure category and evaluation method shall be reported using the following codes: a) Pavement type for ACN-PCN determination: Code Rigid pavement (R) Flexible pavement (F) Note.— If the actual construction is composite or non-standard, include a note to that effect (see example 2 below). Example 2.— If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is 1.00 MPa, then the reported information would be: PCN 50 / F / A / Y / U Note.— Composite construction. November 18 ICAO Annex 14 Training Course

ACN/PCN method for pavement strength reporting: 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 CBR = 8 to 13 (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 ) (CBR = 3) 2.6 Strength of pavements (continued) ACN/PCN method for pavement strength reporting: b) Subgrade strength category: Code High strength: (A) characterized by K = 150 MN/m3 and representing all K values above 120 MN/m3 for rigid pavements, and by CBR = 15 and representing all CBR values above 13 for flexible pavements. Medium strength: (B) characterized by K = 80 MN/m3 and representing a range in K of 60 to 120 MN/m3 for rigid pavements, and by CBR = 10 and representing a range in CBR of 8 to 13 for flexible pavements. Low strength: (C) characterized by K = 40 MN/m3 and representing a range in K of 25 to 60 MN/m3 for rigid pavements, and by CBR = 6 and representing a range in CBR of 4 to 8 for flexible pavements. Ultra low strength: (D) characterized by K = 20 MN/m3 and representing all K values below 25 MN/m3 for rigid pavements, and by CBR = 3 and representing all CBR values below 4 for flexible pavements. November 18 ICAO Annex 14 Training Course

ACN/PCN method for pavement strength reporting: d) Maximum allowable tyre pressure category Code 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 2.6 Strength of pavements (continued) ACN/PCN method for pavement strength reporting: c) Maximum allowable tire pressure category: Code 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) d) Evaluation method: Technical evaluation: representing a specific study of the pavement characteristics and application T of pavement behaviour technology. Using aircraft experience: representing a knowledge of the specific type and mass of aircraft U satisfactorily being supported under regular use. November 18 ICAO Annex 14 Training Course

ACN/PCN method for pavement strength reporting: Maximum allowable tyre pressure category Code 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 Evaluation method 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. 2.6 Strength of pavements (continued) ACN/PCN method for pavement strength reporting: c) Maximum allowable tire pressure category: Code 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) d) Evaluation method: Technical evaluation: representing a specific study of the pavement characteristics and application T of pavement behaviour technology. Using aircraft experience: representing a knowledge of the specific type and mass of aircraft U satisfactorily being supported under regular use. November 18 ICAO Annex 14 Training Course

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. 2.6 Strength of pavements [Attachment A] Overload operations 19. The ACN-PCN method of reporting pavement strength 19.1 Overload operations Overloading of pavements can result either from loads too large, or from a substantially increased application rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it. With the exception of massive overloading, pavements in their structural behaviour are not subject to a particular limiting load above which they suddenly or catastrophically fail. Behaviour is such that a pavement can sustain a definable load for an expected number of repetitions during its design life. As a result, occasional minor over-loading is acceptable, when expedient, with only limited loss in pavement life expectancy and relatively small acceleration of pavement deterioration. For those operations in which magnitude of overload and/or the frequency of use do not justify a detailed analysis, the following criteria are suggested: 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. Such overload movements should not normally be permitted on pavements exhibiting signs of distress or failure. Furthermore, overloading should be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its subgrade could be weakened by water. Where overload operations are conducted, the appropriate authority should review the relevant pavement condition regularly, and should also review the criteria for overload operations periodically since excessive repetition of overloads can cause severe shortening of pavement life or require major rehabilitation of pavement. November 18 ICAO Annex 14 Training Course

2.7 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. 2.7 Pre-flight altimeter check location 2.7.1 One or more pre-flight altimeter check locations shall be established for an aerodrome. 2.7.2 Recommendation.— A pre-flight check location should be located on an apron. Note 1.— Locating a pre-flight altimeter check location on an apron enables an altimeter check to be made prior to obtaining taxi clearance and eliminates the need for stopping for that purpose after leaving the apron. Note 2.— Normally an entire apron can serve as a satisfactory altimeter check location. 2.7.3 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. The elevation of any portion of a pre-flight altimeter check location shall be within 3 m (10 ft) of the average elevation for that location. [JS] One pre flight altimeter check location shall be provided for an aerodrome. More than one may be provided if necessary. Usually they are located on an apron, but other points may be holding bays, holding points or thresholds November 18 ICAO Annex 14 Training Course

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: take off run available TORA take-off distance available TODA accelerate-stop distance available ASDA 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: a) take-off run available; b) take-off distance available; c) accelerate-stop distance available; and d) landing distance available. Note.— Guidance on calculation of declared distances is given in Attachment A, Section 3. [JS] CLICK Where international commercial air transport operations are conducted, the operator of an aerodrome shall provide declared distances to the nearest metre of foot CLICK TORA is the length of runway declared available and suitable for the ground run of an aircraft taking off CLICK TODA is the length of TORA plus any available clearway CLICK ASDA is the lengthof TORA plus any available stopway CLICK LDA is the length of runway that is declared available and suitable for the ground run of a landing aircraft Later in the course we will look at calculation of declared distances. landing distance available LDA November 18 ICAO Annex 14 Training Course

Chapter 2. Aerodrome Data 2.8 Declared distances
November 18 ICAO Annex 14 Training Course

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 [CASA MOS 139 Chapter 5] 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 5-11 Note.- Determine and notify the gradient from the end of TODA to the top of the critical obstacle within the take-off climb area, expressed as a percent. Where there is no obstacle, a value of 1.2% must be notified. November 18 ICAO Annex 14 Training Course

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. [CASA MOS 139 Chapter 5] Calculation of declared distances. The declared distances must be calculated in accordance with the following: Take-off distance available (TODA) is defined as the distance available to an aeroplane for completion of its ground run, lift-off and initial climb to 35 ft. Note.- Determine and notify the gradient from the end of TODA to the top of the critical obstacle within the take-off climb area, expressed as a percent. Where there is no obstacle, a value of 1.2% must be notified. November 18 ICAO Annex 14 Training Course

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 [CASA MOS 139 Chapter 5] Take-off distance available (TODA) is defined as the distance available to an aeroplane for completion of its ground run, lift-off and initial climb to 35 ft. This will normally be the full length of the runway plus the length of any CWY. 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. Each TODA must be accompanied by an obstacle clear take-off gradient expressed as a percentage. TODA =TORA + CWY Note.- Determine and notify the gradient from the end of TODA to the top of the critical obstacle within the take-off climb area, expressed as a percent. Where there is no obstacle, a value of 1.2% must be notified. Declared distances November 18 ICAO Annex 14 Training Course

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 [CASA MOS 139 Chapter 5] Calculation of declared distances. The declared distances must be calculated in accordance with the following: (ii) Take-off distance available (TODA) is defined as the distance available to an aeroplane for completion of its ground run, lift-off and initial climb to 35 ft. This will normally be the full length of the runway plus the length of any CWY. 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. Each TODA must be accompanied by an obstacle clear take-off gradient expressed as a percentage. TODA =TORA + CWY Note.- Determine and notify the gradient from the end of TODA to the top of the critical obstacle within the take-off climb area, expressed as a percent. Where there is no obstacle, a value of 1.2% must be notified. Each TODA must be accompanied by an obstacle clear take-off gradient expressed as a percentage. November 18 ICAO Annex 14 Training Course

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 [CASA MOS 139 Chapter 5] Calculation of declared distances. The declared distances must be calculated in accordance with the following: (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 November 18 ICAO Annex 14 Training Course

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.) [CASA MOS 139 Chapter 5] Calculation of declared distances. The declared distances must be calculated in accordance with the following: (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.) November 18 ICAO Annex 14 Training Course

Illustration of declared distances November 18 ICAO Annex 14 Training Course

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. 2.9 Condition of the movement area and related facilities 2.9.1 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. November 18 ICAO Annex 14 Training Course

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. 2.9 Condition of the movement area and related facilities 2.9.2 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; d) water on a runway, a taxiway or an apron; g) other temporary hazards, including parked aircraft; h) failure or irregular operation of part or all of the aerodrome visual aids; and i) failure of the normal or secondary power supply. November 18 ICAO Annex 14 Training Course

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).] 2.9 Condition of the movement area and related facilities 2.9.3 Recommendation.— To facilitate compliance with and 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). November 18 ICAO Annex 14 Training Course

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: 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. 2.9 Condition of the movement area and related facilities Water on a runway 2.9.4 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: 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. 2.9.5 Information that a runway or portion thereof may be slippery when wet shall be made available. 2.9.6 A runway or portion thereof shall be determined as being slippery when wet when the measurements specified in show that the runway surface friction characteristics as measured by a continuous friction measuring device are below the minimum friction level specified by the State. Note.— Guidance on determining and expressing the minimum friction level is provided in Attachment A, Section 7. November 18 ICAO Annex 14 Training Course

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. 2.9 Condition of the movement area and related facilities 2.9.5 Information that a runway or portion thereof may be slippery when wet shall be made available. 2.9.6 A runway or portion thereof shall be determined as being slippery when wet when the measurements specified in show that the runway surface friction characteristics as measured by a continuous friction measuring device are below the minimum friction level specified by the State. Note.— Guidance on determining and expressing the minimum friction level is provided in Attachment A, Section 7. 2.9.7 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. [JS] Wet runway surfaces my create unsafe conditions due to slipperyness of the surface or may be a contributing factor to hydro- or aqua planing, both dangerous situations as directional control of an aircraft may be lost by the crew. But if a runway or a portion of it is assessed as slippery when wet after having been tested by a continuous friction measuring device, then the information that the runway, or the affected portion, may be slippery must be made available. Additionally the specification that the State has set regarding the friction level used to assess surface slipperyness, and the equipment used to determine that level, shall also be made available. November 18 ICAO Annex 14 Training Course

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.] [JS] Data is usually provided about the role of the aerodrome operator in respect to removal of disabled aircraft because of the impact that a disabled aircraft may have on continuing use of the aerodrome, but at this point of time the details are recommendations and go to nomination of contact details for the nominated co-ordinator and what level of capability is available on –site to assist in disabled aircraft removal. {More on this later} 2.10 Disabled aircraft removal Note.— See 9.3 for information on disabled aircraft removal services. 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. November 18 ICAO Annex 14 Training Course

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. [JS] The level of information about the category provided by the AD RFFS is to be made available, and any significant change to that level is to be reported so that inbound and outbound aircraft crews are advised. 2.11 Rescue and fire fighting Note.— See 9.2 for information on rescue and fire fighting services. 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 as described in 9.2 and in accordance with the types and amounts of extinguishing agents normally available at the aerodrome. November 18 ICAO Annex 14 Training Course

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. [JS] The level of information about the category provided by the AD RFFS is to be made available, and any significant change to that level is to be reported so that inbound and outbound aircraft crews are advised. 2.11 Rescue and fire fighting Note.— See 9.2 for information on rescue and fire fighting services. 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. November 18 ICAO Annex 14 Training Course

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; 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 according to For an AT-VASIS, PAPI or APAPI installation, the side of the runway on which the lights are installed, i.e. left or right, shall be given; November 18 ICAO Annex 14 Training Course

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 2.12 Visual approach slope indicator systems 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 according to the formula in Figure 5-17 and for a PAPI and an APAPI this shall be angle (B + C) ÷ 2 and (A + B) ÷ 2, respectively as in Figure 5-19; and [JS] VASIS system information is required to indicate the runway number, type of system, nominal approach slope angle, and minimum eye height at the threshold for the on-slope signal. November 18 ICAO Annex 14 Training Course

2.12 Visual approach slope indicator systems (continued) The following information concerning a visual approach slope indicator system installation shall be made available: e) minimum eye height (s) over the threshold of the on- slope 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'. 2.12 Visual approach slope indicator systems The following information concerning a visual approach slope indicator system installation shall be made available: e) minimum eye height(s) over the threshold of the on-slope 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; however, the additional heights at which the wing bar(s) plus one, two or three fly down light units come into view may also be reported if such information would be of benefit to aircraft using the approach. 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'. [JS] VASIS system information is required to indicate the runway number, type of system, nominal approach slope angle, and minimum eye height at the threshold for the on-slope signal. November 18 ICAO Annex 14 Training Course

2.13 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. 2.13 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 (ref. 2.9, 2.10, 2.11 and 2.12); 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. [JS] The aerodrome authority is to have arrangements with AIS for reporting in a timely manner about aerodrome conditions, changes (esp facilities coming back to service) and any other safety related information. There is also a requirement that AIS is kept informed about air navigation system changes in time to allow for the preparation, production and issue of such amendments as may be necessary. (AIRAC info is distributed about 42 days in advance of the effective date of promulgated changes) November 18 ICAO Annex 14 Training Course

ICAO Annex 14 Training Course
End of Chapter 2. November 18 ICAO Annex 14 Training Course

Chapter 2. Aerodrome Data

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Chapter 2. Aerodrome Data

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