Aerodrome Data
(a) Aeronautical data:
(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
of this Part while taking into account the established quality system
procedures. Accuracy requirements for aeronautical data are based upon 95%
confidence level and in that respect, three types of positional data shall be
identified:
(i) Surveyed points (i.e. runway
threshold);
(ii) Calculated points (mathematical
calculations from the known surveyed points of points in space); and
(iii) Declared points (i.e. flight
information region boundary points).
Note:
Specifications governing the quality system are given in ECAR Part 173.
(2) 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:
(i) Critical data, integrity level
1 x10-8: 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;
(ii) Essential data, integrity level
1 x10-5: 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
(iii) Routine data, integrity level 1 x10-3: 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.
(3) Protection
of electronic aeronautical data while stored or in transit by the aerodrome
administrator shall be totally monitored by the cyclic redundancy check (CRC).
To achieve protection of the integrity level of critical and essential
aeronautical data as classified in .307 (a) (2) above, a 32 or 24 bit CRC
algorithm shall apply respectively.
(4) To
achieve protection of the integrity level of routine aeronautical data as
classified in .307 (a) (3) above, a 16 bit CRC algorithm should apply.
(5) Geographical
coordinates indicating latitude and longitude shall be determined and
reported by aerodrome administration to the ECAA in terms of the World Geodetic
System-1984 (WGS-84) geodetic reference datum, identifying those geographical
coordinates which have been transformed into WGS-84 coordinates by mathematical
means and whose accuracy of original field work does not meet the requirements
of Appendix 5, Table 1 of this Part;
(6) The order of accuracy of the
field work shall be such that the resulting operational navigation data for the
phases of flight will be within the maximum deviations, with respect to an
appropriate reference frame, as indicated in tables contained in Appendix 5 of
this Part;
(7) In addition to the elevation (referenced by
mean sea level) of the specific surveyed ground positions at aerodromes, geoid
undulation (referenced to the WGS-84 ellipsoid) for those positions as
indicated in Appendix 5 of this Part, shall be determined and reported by
aerodrome administration to the ECAA; and
Note: Specifications governing the publication of
WGS-84 coordinates are given in ECAR Part 173.
(b) Aerodrome reference point:
(1) An aerodrome reference point
shall be established for an aerodrome;
(2) The aerodrome reference point
shall be located near the initial or planned geometric center of the aerodrome
and shall normally remain where first established; and
(3) The position of the aerodrome
reference point shall be measured by aerodrome administration and reported to
the ECAA in degrees, minutes and seconds of latitude and longitude;
(c) Aerodrome and runway elevations:
(1) The aerodrome elevation and
geoid undulation at the aerodrome elevation position shall be measured to the
accuracy of one-half meter or foot by aerodrome administration and reported to
the ECAA;
(2) For an aerodrome used by 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 meter (or foot) by aerodrome administration and reported to the ECAA;
and
(3) For precision approach runways,
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 meter (or foot) by aerodrome administration and
reported to the ECAA.
(d) Aerodrome reference temperature:
(1)
An
aerodrome reference temperature shall be determined for an aerodrome in degrees
Celsius.
(2)
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.
(e) Aerodrome dimensions and related
information:
(1) The following shall be measured
or described, as appropriate, for each facility provided on an aerodrome:
(i) 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;
(ii) Strip, runway end safety area, and stopway: Length, width to the
nearest metre or foot, surface type;
(iii) Taxiway: Designation, width, surface type;
(iv) Apron: Surface type, aircraft stands;
(v) The boundaries of the air
traffic control service;
(vi) Clearway: Length to the nearest
metre or foot, ground profile;
(vii) 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
system;
(viii) Location and radio frequency of any VOR aerodrome check-point;
(ix) Location and designation of
standard taxi-routes; and
(x) Distances to the nearest meter
or foot of localizer 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.
(2) The geographical coordinates of each threshold shall be measured by
aerodrome administration and reported to the ECAA in degrees, minutes, seconds
and hundredths of seconds.
(3) The geographical coordinates of appropriate taxiway centerline points
shall be measured by aerodrome administration and reported to the ECAA in
degrees, minutes, seconds and hundredths of seconds.
(4) The geographical coordinates of each aircraft stand shall be measured
by aerodrome administration and reported to the ECAA in degrees, minutes,
seconds and hundredths of seconds.
(5) The geographical coordinates of obstacles in Area 2 (the part within the aerodrome boundary) and in Area
3 shall be measured by aerodrome administration
and reported to the ECAA in degrees, minutes, seconds and hundredths of
seconds. In addition, the top elevation, type, marking and lighting (if any) of
obstacles shall be reported by aerodrome administration to the ECAA.
Note 1:
See ECAR Part 173, for graphical illustrations of obstacle data collection
surfaces and criteria used to identify obstacles in Areas 2 and 3.
Note 2:
Appendix 5 of this Part provides requirements for obstacle data determination
in Areas 2 and 3.
Note 3: Implementation of ECAR Part 173 concerning the
availability, as of
(f) Strengths of pavements:
(1) The bearing strength of pavement
shall be determined.
(2) The bearing strength of a pavement intended for aircraft of apron
(ramp) mass greater than 5700kg shall be made available using the aircraft
classification number-pavement classification number (ACN-PCN) method by
reporting all of the following information:
(i) The pavement classification
number (PCN);
(ii) Pavement type for ACN-PCN
determination;
(iii) Subgrade strength category;
(iv) Maximum allowable tire pressure category or
maximum allowable tire pressure value; and
(v) Evaluation method.
(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).
(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 EAC
139-11. For convenience several aircraft types currently in use have been
evaluated on rigid and flexible pavements founded on the four subgrade categories
in .307(f)(7)(ii) below and the results tabulated in that manual.
(5)
For the
purposes of determining the ACN, the behavior of a pavement shall be classified
as equivalent to a rigid or flexible construction.
(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 codes:
(i) Pavement type for ACN-PCN
determination: Code
Rigid pavement R
Flexible pavement F
Note: If
the actual construction is composite or nonstandard, include a note to that
effect.
(ii) Subgrade strength category:
Code A:
High
strength: 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.
Code B:
Medium
strength: characterized by K = 80 N/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 C:
Low strength: 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: 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.
(iii) Maximum allowable tire pressure category: Code
Low: pressure limited to 1.00 MPa Y
Very low: pressure limited to 0.50 MPa Z
(iv) Evaluation method: Code
study of
the pavement characteristics and
application
of pavement behaviour technology.
Using
aircraft experience: representing a U
knowledge of
the specific type and mass of
aircraft
satisfactorily being supported under
regular use.
(7) The
criteria established to regulate the use of a pavement by an aircraft with an
ACN higher than the PCN reported for that pavement in accordance with
.307(f)(2) and (3) exists in EAC 139-11.
Note : EAC 139-58 details a simple method for regulating overload operations while EAC 139-11
includes the descriptions of more detailed procedures for evaluation of
pavements and their suitability for restricted overload operations.
(8) The bearing strength of a
pavement intended for aircraft of apron (ramp) mass equal to or less than
5,700kg shall be made available by reporting the following instructions:
(i) Maximum allowable aircraft
mass; and
(ii) Maximum allowable tire
pressure.
(g) Pre-Flight altimeter check
location:
(1)
One or
more pre-flight altimeter check locations shall be established for an
aerodrome.
(2)
A
pre-flight check location should be located on an apron.
Note:
Normally an entire apron can serve as a satisfactory altimeter check location.
(3) The elevation of a pre-flight
altimeter check location shall be given as the average elevation, rounded to
the nearest meter 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 3m (10 ft)
of the average elevation for that location.
(h) Declared distances: The following
distances shall be calculated to the nearest meter (or foot) for a runway
intended for use by international air transport:
(1) Take-off run available;
(2) Take-off distance available;
(3) Accelerate-stop distance
available; and
(4) Landing distance available.
Note: Guidance on calculation of declared distances is given in EAC 139-43.
(i) Condition
of the movement area and related facilities:
(1) Information on the condition of the movement area and the operational status of related facilities shall be provided by the aerodromes’ administration 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) 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:
(i) Construction or maintenance work;
(ii) Rough or broken surfaces on a runway, a
taxiway or an apron;
(iii) Slush on a runway, a taxiway or an apron;
(iv) Water on a runway, a taxiway or an apron;
(v) Other temporary hazards, including parked
aircraft;
(vi) Failure or irregular operation of part or all
of the aerodrome visual aids; and
(vii) Failure of the normal or secondary power
supply.
(3) To facilitate compliance with .307(i)(1) and (2) inspections of the movement area shall 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 EAC 139-25 and EAC 139-30.
(4) Water on a runway: 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:
(i) DAMP: The
surface shows a change of colour due to moisture.
(ii) WET: The
surface is soaked but there is no standing water.
(iii) WATER
PATCHES: Significant patches of standing water are visible.
(iv) FLOODED:
Extensive standing water is visible.
(5) Information that a runway or portion thereof
may be slippery when wet shall be made available.
(6) A runway or portion thereof shall be
determined as being slippery when wet when the measurements specified in
139.349(b)(3) show that the runway surface friction characteristics as measured
by a continuous friction measuring device are below the minimum friction level
specified by in EAC 139-19.
Note: Guidance on
determining and expressing the minimum friction level is provided in EAC
139-47.
(7) Information on the minimum friction level specified in EAC 139-19 for reporting slippery runway conditions and the type of friction measuring device used shall be made available.
(8) When it is suspected that a runway may become slippery under unusual conditions, then additional measurements should be made when such conditions occur, and information on the runway surface friction characteristics made available when these additional measurements show that the runway or a portion thereof has become slippery.
(j) Disabled aircraft removal:
(1) 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.
(2) 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.
(k) Rescue and fire fighting:
Note: See .139.335(b) for
information on rescue and fire fighting services.
(1) Information
concerning the level of protection provided at an aerodrome for aircraft rescue
and fire fighting purposes shall be made available.
(2) 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
.337 and in accordance with the types and amounts of extinguishing agents
normally available at the aerodrome.
(3) 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: Change in the the level of protection from that
normally available at the aerodrome could, resulting from a change in
availability of extinguishing agents, equipment to deliver the agents or
personnel to operate the equipment.
(4) A change
should be expressed in terms of the new category of the rescue and fire
fighting service available at the aerodrome.
(l) Visual
approach slope indicator systems: The following information concerning a visual
approach slope indicator system installation shall be made available:
(1) Associated runway designation
number;
(2) Type of system according to
.323(e)(2). 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;
(3) 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;
(4) Nominal approach slope angle(s).
For a T-VASIS or an AT-VASIS this shall be angle q 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
(5) 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’.
(m) Coordination between aeronautical information
services and aerodromes' administration:
(1)
To ensure
that aeronautical information services units obtain information to enable them
to provide up-to-date pre-flight and to meet the need for in-flight
information, arrangements shall be made between aeronautical information
services and aerodromes’ administration responsible for aerodrome services to
report to the responsible aeronautical information services unit, with a
minimum of delay:
(i) I139 .307(j), on the status of
certification of aerodromes and aerodrome conditions(ref.139.101(b),139.307(i),139.307(j),.307(k)
and .307(l) above);
(ii) The operational status of
associated facilities, services and navigation aids within their area of
responsibility; and
(iii) Any other information
considered to be of operational significance.
(2) Before introducing changes to
the air navigation system, due account shall be taken by the services
responsible for such changes of the time needed by the aeronautical information
service for the preparation, production and issue of relevant material for
promulgation. To ensure timely provision of the information to the aeronautical
information service, close coordination between those services concerned is
therefore required.
(3) Of a particular importance are
changes to aeronautical information that affect charts and/or computer based
navigation systems which qualify to be notified by the Aeronautical Information
Regulation and Control (AIRAC) system, as specified in ECAR Part 173. The
predetermined, internationally agreed AIRAC effective dates in addition to 14
days postage time shall be observed by the responsible aerodrome services when
submitting the raw information/data to aeronautical information services.
(4) The aerodrome services
responsible for the provision of raw aeronautical information/data to the
aeronautical information services shall do so while taking into account
accuracy and integrity requirements for aeronautical data as specified in
Appendix 5 of this Part.
Note 1:
Specifications for the issue of a NOTAM are contained in ECAR Part 173.
Note 2: AIRAC information is
distributed by the AIS at least 42 days in advance of the AIRAC effective dates
with the objective of reaching recipients at least 28 days in advance of the
effective date.