ADR.OPS.A.005 Aerodrome data

(a)Data relevant to the aerodrome and available services should include, but may not be limited to, items in the following list:

(1)aerodrome reference point;

(2)aerodrome and runway elevations;

(3)aerodrome reference temperature;

(4)aerodrome dimensions and related information;

(5)strength of pavements;

(6)pre-flight altimeter check location;

(7)declared distances;

(8)condition of the movement area and related facilities;

(9)disabled aircraft removal;

(10)rescue and firefighting; and

(11)visual approach slope indicator systems.

(b)The aerodrome operator should measure and report to the aeronautical information services obstacles and terrain data in Area 3, and in Area 2 (the part within the aerodrome boundary) in degrees, minutes, seconds and tenths of seconds. In addition, the top elevation, type, marking and lighting (if any) of obstacles should be reported to the aeronautical information services.

(c)Electronic obstacle data for all obstacles in Area 2 (the part within the aerodrome boundary) that are assessed as being a hazard to air navigation should be provided.

(d)Electronic terrain and obstacle data should be provided for:

(1)Area 2a, for those that penetrate the relevant obstacle data collection surface;

(2)penetrations of the take-off flight path area obstacle identification surfaces; and

(3)penetrations of the aerodrome obstacle limitation surfaces.

(e)Electronic terrain and obstacle data should be provided for Area 4 for terrain and obstacles that penetrate the relevant obstacle data collection surface, for all runways where precision approach Category II or III operations have been established and where detailed terrain information is required by operators to enable them to assess the effect of terrain on decision height determination by use of radio altimeters.

(f)The aerodrome operator should establish arrangements with the Air Traffic Services providers and the Competent Authority for the provision of obstacles and terrain data outside of the aerodrome boundary.

AERODROME REFERENCE POINT

(a)The aerodrome reference point should be located near the initial or planned geometric centre of the aerodrome and normally should remain where first established.

(b)The aerodrome reference point should be measured and reported to the aeronautical information services in degrees, minutes, and seconds.

AERODROME AND RUNWAY ELEVATIONS The following should be measured and reported to the aeronautical information services:

(a)The aerodrome elevation and geoid undulation at the aerodrome elevation position to the accuracy of one-half metre or foot;

(b)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, to the accuracy of one-half metre or foot;

(c)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, to the accuracy of one-quarter metre or foot.

AERODROME REFERENCE TEMPERATURE

(a)The aerodrome reference temperature should be determined in degrees Celsius.

(b)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), averaged over a period of five (5) years.

AERODROME DIMENSIONS AND RELATED INFORMATION The following data are measured or described, as appropriate, for each facility provided on the aerodrome:

(a)Runway

(1)true bearing to one-hundredth of a degree;

(2)designation number;

(3)length;

(4)width;

(5)displaced threshold location to the nearest metre or foot;

(6)longitudinal slope;

(7)surface type;

(8)type of runway; and

(9)for a precision approach runway category I, the existence of an obstacle free zone when provided.

(b)Strip/Runway End Safety Area/Stopway

(1)Length, width to the nearest metre or foot;

(2)Surface type; and

(3)Arresting system – location (which runway end) and description.

(c)Taxiway

(1)Designation;

(2)Width; and

(3)Surface type.

(d)Apron

(1)Surface type; and

(2)Aircraft stands.

(e)The boundaries of the air traffic control service;

(f)Clearway

(1)length to the nearest metre or foot; and

(2)ground profile.

(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 runway holding positions, intermediate holding positions and stopbars, and location and type of visual docking guidance systems;

(h)Location and radio frequency of any VOR aerodrome checkpoint;

(i)Location and designation of standard taxi-routes;

(j)Distances to the nearest metre or foot of localiser and glide path elements comprising an instrument landing system (ILS) or azimuth and elevation antenna of a microwave landing system (MLS) in relation to the associated runway extremities;

(k)The geographical coordinates of:

(1)each threshold;

(2)appropriate taxiway centre line points; and

(3)each aircraft stand; are measured and reported to the aeronautical information services in degrees, minutes, seconds and hundredths of seconds.

STRENGTH OF PAVEMENTS

(a)The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5 700 kg should be made available using the aircraft classification — pavement classification number (ACN–PCN) method, by reporting all of the following information:

(1)the pavement classification number (PCN);

(2)pavement type for ACN-PCN determination;

(3)subgrade strength category;

(4)maximum allowable tire pressure category or maximum allowable tire pressure value; and

(5)evaluation method.

(b)For the purposes of determining the ACN, the behaviour of a pavement should be classified as equivalent to a rigid or flexible construction;

(c)Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire pressure category and evaluation method, should be reported using the following codes:

(1)Pavement type for ACN-PCN determination:

(i)Rigid pavement: Code R;

(ii)Flexible pavement: Code F;

(2)Subgrade strength category:

(i)High strength: characterised 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 — Code A;

(ii)Medium strength: characterised 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 — Code B;

(iii)Low strength: characterised 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 — Code C;

(iv)Ultra low strength: characterised 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 — Code D;

(3)Maximum allowable tire pressure category:

(i)Unlimited: no pressure limit — Code W;

(ii)High: pressure limited to 1.75 MPa — Code X;

(iii)Medium: pressure limited to 1.25 MPa — Code Y;

(iv)Low: pressure limited to 0.50 MPa — Code Z;

(4)Evaluation method:

(i)Technical evaluation: representing a specific study of the pavement characteristics and application of pavement behaviour technology — Code T;

(ii)Using aircraft experience: representing a knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use — Code U;

(d)The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5 700 kg, should be reported by reporting the following information:

(1)maximum allowable aircraft mass; and

(2)maximum allowable tire pressure.

PRE-FLIGHT ALTIMETER CHECK LOCATION

(a)One or more pre-flight altimeter check locations should be established.

(b)The elevation of a pre-flight altimeter check location should 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 should be within 3 m (10 ft) of the average elevation for that location.

(c)Pre-flight check location could be located on an apron. 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. Normally an entire apron could serve as a satisfactory altimeter check location.

DECLARED DISTANCES

(a)The following distances should be calculated to the nearest metre or foot for a runway and reported to the aeronautical information services and Air Traffic Services:

(1)Take-off run available (TORA);

(2)Take-off distance available (TODA);

(3)Accelerate stop distance available (ASDA); and

(4)Landing distance available (LDA).

(b)The take-off run available (TORA), take-off distance available (TODA), accelerate stop distance available (ASDA) and landing distance available (LDA) should be calculated according to the following (all declared distances are illustrated for operations from left to right):

(1)Where a runway is not provided with a stopway or a clearway and the threshold is located at the extremity of the runway, the four declared distances should normally be equal to the length of the runway [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 1

(2)When a runway is provided with a clearway (CWY), then the TODA will include the length of clearway. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 2

(3)Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 3

(4)Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced. A displaced threshold affects only the LDA for approaches made to that threshold; all declared distances for operations in the reciprocal direction are unaffected. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 4

(5)Where a runway is provided with more than one of the clearway, stopway, or having a displaced threshold, then more than one of the declared distances will be modified. The modification will follow the same principle as in (1)–(4) [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 5

(c)The information on declared distances should be provided according to the following table: [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 6

Table 1

If a runway direction cannot be used for take-off or landing, or both because it is operationally forbidden, then this should be declared and the words ‘not usable’ or the abbreviation ‘NU’ entered.

(d)When intersection take-offs are performed, the datum line from which the reduced runway declared distances for take-off are determined, should be defined by the intersection of the downwind edge as shown in the figure below:

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 7

CONDITION OF THE MOVEMENT AREA AND RELATED FACILITIES The condition of the movement area and the operational status of related facilities need to be monitored and reported, on matters of operational significance affecting aircraft and aerodrome operations, 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)other temporary hazards, including parked aircraft;

(d)failure or irregular operation of part or all the aerodrome visual aids; and

(e)failure of the normal or secondary power supply.

DISABLED AIRCRAFT REMOVAL

(a)The contact details (telephone/telex number(s), email address, etc.) 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.

(b)Information concerning the capability to remove an aircraft disabled on or adjacent to the movement area should be made available.

(c)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.

RESCUE AND FIREFIGHTING

(a)Information concerning the level of protection provided at an aerodrome for aircraft rescue and firefighting purposes during the hours of operation should be made available.

(b)The level of protection normally available at the aerodrome should be expressed in terms of the category of the rescue and firefighting services and in accordance with the types and amounts of extinguishing agents normally available at the aerodrome.

(c)Changes in the level of protection normally available at the aerodrome for rescue and firefighting should be notified to the appropriate air traffic services units and aeronautical information services 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 should be advised accordingly.

(d)Changes in the level of protection from that normally available at the aerodrome could result from a change in the availability of extinguishing agents, equipment to deliver the agents or personnel to operate the equipment, etc.

(e)A change in the level of protection is expressed in terms of the new category of the rescue and firefighting services available at the aerodrome.

VISUAL APPROACH SLOPE INDICATOR SYSTEMS The following information concerning a visual approach indicator system is made available:

(a)associated runway designation number;

(b)type of system; for a PAPI or APAPI installation, the side of the runway on which the lights are installed, i.e. left or right, is given;

(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, is indicated;

(d)nominal approach slope angle(s); and

(e)minimum eye height(s) over the threshold of the on-slope signal(s).

SURVEYING REQUIREMENTS FOR RUNWAY THRESHOLDS, TAXIWAYS AND AIRCRAFT STANDS

(a)Thresholds

(1)For surveying purposes, threshold positions must be taken as being at the geometric centre of the runway and at the beginning of the paved surface, i.e. the beginning of that portion of the runway usable for landing. Where thresholds are marked by appropriate threshold markings (e.g. displaced thresholds), these must be taken as the threshold points. Where threshold lighting is surveyed, the locations must be described on the diagram accompanying the report. Where there is no threshold lighting, an appropriate point for survey in accordance with the following figures must be selected. [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 1 [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 2 [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 3

(2)If the runway has only one threshold certified for landing, the runway end position must be surveyed. For surveying purposes, the runway end position (flight path alignment point) must be taken as being at the geometric centre of the runway and at the end of the paved surface, i.e. the end of that portion of the runway usable for landing.

(b)Taxiways and stand/checkpoints — General

(1)Except as provided in (c) (1) below, for surveying purposes the centre (mid-width) of the taxiway centre line marking, apron taxilane marking or the aircraft stand guide line marking must be taken as the reference data.

(2)The points of commencement and ends of straight sections of taxiways, apron taxilanes and aircraft stand point guidance lines markings must be surveyed. Sufficient additional points must be surveyed to maintain the required accuracy along the lines.

(3)For curved sections of taxiways, apron taxilanes and aircraft stand guide line markings, the commencement and end of the curved section centre line must be surveyed together with the position of the centre point of the arc and its radius. In the case of a compound curve, the centre and radius of each arc and the commencement and end of each of the arcs must be surveyed. Where this is impracticable in the field, a series of sequential points must be surveyed along the curved section of the centre line with a maximum arc to chord distance not exceeding 0.25 m for taxiways and 0.10 m for apron taxilanes and aircraft stand guide line markings. Sufficient points must be surveyed to maintain the required accuracy along the lines. The surveyor must, in processing the data, conduct a graphical inspection of the survey points to ensure collinearity.

(c)Taxiways

(1)To permit uninterrupted transition from the actual runway centre line to the taxiway centre line and to provide the required continuity of guidance for the aircraft navigation data base, differentiation must be made between the surface markings and the actual path the aircraft must follow. Therefore, for the guidance of aircraft entering or exiting the runway for take-off or landing, the following must be surveyed:

(i)the point at which the radius of turn, prescribed by the appropriate authority for each taxiway, is tangential to the runway centre line, and the point at which that radius of turn joins the taxiway centre line marking at a tangent;

(ii)the point that prescribes the centre of the arc; and

(iii)the radius of the arc. Where this is impracticable in the field, a series of sequential points must be surveyed along the curved section of the centre line of taxiways.

(2)Where taxiway centre line marking is provided on a runway that is part of a standard taxi route, or a taxiway centre line is not coincident with runway centre line, the following points must be surveyed:

(i)the point on the taxiway marking at which the taxiway enters the runway;

(ii)the points at which the taxiway deviates from a straight line;

(iii)the intersection of the taxiway centre line marking and boundary of each ‘block’ that has been published as part of the aerodrome movement and guidance control system; and

(iv)the point on the taxiway marking at which the taxiway exits the runway.

(3)In defining taxiways, the following points must be surveyed at the centre of the centre line marking of each taxiway, as appropriate:

(i)intermediate holding positions and runway holding positions (including those associated with the intersection of a runway with another runway when the former runway is part of a standard taxi route) and for points established for the protection of sensitive areas for radio navigation aids;

(ii)taxiway intersection markings;

(iii)intersection of other taxiways, including taxiways described in point (c) (2) above;

(iv)intersections of ‘blocks’ defined for surface movement, guidance and control systems;

(v)commencement and end of selectable taxiway lighting systems provided as part of the surface movement, guidance and control systems, where different from subparagraph (iv) above; and

(d)Aircraft stand points

(1)In defining the aircraft stands, the following points must be surveyed at the centre of the guide line marking of the aircraft stands, as appropriate:

(i)taxilane centre lines;

(ii)lead-in line(s);

(iii)turning line;

(iv)straight section of the turning line;

(v)nose wheel stopping position;

(vi)true heading of the alignment bar; and

(vii)lead-out line(s).

(2)Where aircraft stands are utilized by more than one aircraft type and different guide line markings exist, a diagram must be prepared by the surveyor showing the arrangement of the markings in use, together with an indication of the points surveyed. Where all the stands at an aerodrome/heliport are marked uniformly, only a single diagram needs to be prepared. The points that should be surveyed for a taxiway or an aircraft stand, are shown in the following diagrams: [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 4 - Runway and taxiway intersections to be surveyed [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 5 - Runway and taxiway intersections to be surveyed [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 6 - Runway holding positions to be surveyed [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 7 - Taxiway intersections to be surveyed

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 8 - Simple nose wheel lead-in line

Table 1

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 9 - Offset nose wheel lead-in line

Table 2

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 10 - Simple nose wheel lead-out lines

Table 3

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 11 - Offset nose wheel lead-out lines

Table 4

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 12 - Turning lines

Table 5

FRICTION MEASURING DEVICES A continuous friction measuring device (e.g. Skiddometer, Surface Friction Tester, Mu-meter, Runway Friction Tester or GripTester), can be used for measuring the friction values for compacted snow- and ice-covered runways. A decelerometer (e.g. Tapley Meter or Brakemeter — Dynometer) may be used on certain surface conditions, e.g. compacted snow, ice and very thin layers of dry snow. Other friction measuring devices can be used, provided they have been correlated with, at least, one of the types mentioned above. A decelerometer should not be used in loose snow or slush, as it can give misleading friction values. Other friction measuring devices can also give misleading friction values under certain combinations of contaminants and air/pavement temperature.

COVERAGE AREAS FOR TERRAIN AND OBSTACLE DATA PROVISION

(a)The coverage areas for sets of electronic and obstacle data should be specified as follows:

(1)Area 1: the entire territory of the State;

(2)Area 2: within the aerodrome surroundings, sub-divided as follows:

(i)Area 2a: a rectangular area around a runway that comprises the runway strip plus any clearway that exists;

(ii)Area 2b: an area extending from the ends of Area 2a in the direction of departure, with a length of 10 km and a splay of 15 per cent to each side;

(iii)Area 2c: an area extending outside Area 2a and Area 2b at a distance of not more than 10 km from the boundary of Area 2a; and

(iv)Area 2d: an area outside the Areas 2a, 2b and 2c up to a distance of 45 km from the aerodrome reference point, or to an existing TMA boundary, whichever is nearest.

(3)Area 3: the area bordering an aerodrome movement area that extends horizontally from the edge of a runway to 90 m from the runway centre line, and 50 m from the edge of all other parts of the aerodrome movement area

(4)The area extending 900 m prior to the runway threshold, and 60 m each side of the extended runway centre line in the direction of the approach on a precision approach runway, Category II or III;

(b)A graphical representation of the terrain data collection surfaces for Areas 1 and 2 is shown in the following figure: [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 1 - Terrain data collection surfaces — Area 1 and Area 2

(1)Within the area covered by a 10-km radius from the ARP, terrain data should comply with the Area 2 numerical requirements;

(2)In the area between 10 km and the TMA boundary or 45-km radius (whichever is smaller), data on terrain that penetrates the horizontal plane 120 m above the lowest runway elevation, should comply with the Area 2 numerical requirements;

(3)In the area between 10 km and the TMA boundary or 45-km radius (whichever is smaller), data on terrain that does not penetrate the horizontal plane 120 m above the lowest runway elevation, should comply with the Area 1 numerical requirements;

(4)In those portions of Area 2 where flight operations are prohibited due to very high terrain or other local restrictions and/or regulations, terrain data should comply with the Area 1 numerical requirements.

(c)A graphical representation of the obstacle data collection surfaces for Areas 1 and 2 is shown in the following figure: [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 2 - Obstacle data collection surfaces — Area 1 and Area 2

(1)Obstacle data should be collected and recorded in accordance with the Area 2 numerical requirements;

(i)The Area 2a obstacle collection surface should have a height of 3 m above the nearest runway elevation measured along the runway centre line, and for those portions related to a clearway, if one exists, at the elevation of the nearest runway end;

(ii)The Area 2b obstacle collection surface has an 1.2 % slope extending from the ends of Area 2a at the elevation of the runway end in the direction of departure, with a length of 10 km and a splay of 15 % to each side;

(iii)The Area 2c collection surface has an 1.2 % slope extending outside Area 2a and Area 2b at a distance of not more than 10 km from the boundary of Area 2a. The initial elevation of Area 2c should be the elevation of the point of Area 2a at which it commences; and

(iv)The Area 2d obstacle collection surface has a height of 100 m above ground.

(2)In those portions of Area 2 where flight operations are prohibited due to very high terrain or other local restrictions and/or regulations, obstacle data should be collected and recorded in accordance with the Area 1 requirements;

(3)Data on every obstacle within Area 1 whose height above the ground is 100 m or higher should be collected and recorded in the database in accordance with the Area 1 numerical requirements specified in Table 2.

(d)A graphical representation of the terrain and obstacle data collection surfaces for Area 3 is shown in the following figure:

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 3 - Terrain and obstacle data collection surface — Area 3

(1)The data collection surface for terrain and obstacles extends a half metre (0.5 m) above the horizontal plane passing through the nearest point on the aerodrome movement area;

(2)Terrain and obstacle data in Area 3 should comply with the numerical requirements specified in Tables 1 and 2, respectively;

(e)A graphical representation of the obstacle data collection surfaces for Areas 4 is shown in the following figure: [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 4 - Terrain and obstacle data collection surface — Area 4

(1)Terrain data in Area 4 should comply with the numerical requirements specified in Table 1;

(2)The horizontal extent of Area 2 covers Area 4. More detailed obstacle data may be collected in Area 4 in accordance with Area 4 numerical requirements for obstacle data specified in Table 2.

(3)Where the terrain at a distance greater than 900 m (3000 ft) from the runway threshold is mountainous or otherwise significant, the length of Area 4 should be extended to a distance not exceeding 2000 m (6500 ft) from the runway threshold.

Table 1 - Terrain data numerical requirements

Table 2 - Obstacle data numerical requirements