Airport Development & Certification Standards (Midterms) PDF

GOOD LUCK SA ATIN!! AIRPORT DEVELOPMENT & CERTIFICATION STANDARDS (MIDTERMS) PART 1 COMPONENTS OF AN AIRPORT AIRPORTS An airport is a facility where passengers connect from/to ground transportation to air transportation. An air is a complex transportation facility, designed to serve aircraft, pass...

GOOD LUCK SA ATIN!! AIRPORT DEVELOPMENT & CERTIFICATION STANDARDS (MIDTERMS) PART 1 COMPONENTS OF AN AIRPORT AIRPORTS An airport is a facility where passengers connect from/to ground transportation to air transportation. An air is a complex transportation facility, designed to serve aircraft, passengers, cargo, and surface vehicles. Each of these users is served by different components of an airport. The components of an airport are typically placed into two categories: - AIRSIDE - LANDSIDE AIRSIDE The airside of an airport is planned and managed to accommodate the movement of aircraft around the airport as well as to and from the air. The airside area is the part of an airport that is beyond the security checkpoints The airside is that portion of an airport between the boarding gates and the airspace. Major elements of the airside are runways, taxiways, and navigational systems. Here are some of the crucial features and restrictions of the airside area: - Accessible only to passengers with a valid boarding pass - Duty-free shops sell tax-free goods - Restricted access to family and friends who are not traveling - Passengers can access airside shops restaurants and cafes - Passengers can enjoy unlimited access to lounges if they have a business or first-class ticket or are a member of a particular airline loyalty program LANDSIDE Landside descriptions cover how passengers arrive/depart the airport terminal building and move through the terminal building to board airplanes. Landside refers to the area of an airport that is accessible to the general public including passengers visitors and airport employees - This area typically includes the airport terminal, parking lots, and transportation hubs such as bus and tax stands - Landside also encompasses the check-in counters, baggage claim areas, and security checkpoints, were passengers undergo screening before entering the airside area Landside facilities are designed to provide passengers with a comfortable and convenient experience while they wait for their flights These facilities may include shopping and dining options, lounges, and other amenities such as restrooms, ATMS, and charging stations. Landside is also where passengers can access transportation to and from the airport, including rental cars, taxis and public transit. SAFETY AND SECURITY AT AIRSIDE AND LANDSIDE AREAS Airports prioritize safety and security. - The airside area has strict security measures and protocols in place to ensure the safety of everyone. Security personnel continuously monitor and regulate activities within the airside area. Moreover, bags are checked thoroughly before entering the airside area. - Generally, the security protocols in the landside area are not as strict as in the airside area. LANDSIDE (cont.) Here are some of the crucial features in restrictions of the landslide area: - Accessible to passengers family and friends without boarding pass - You can park your car in the airport parking structure before boarding your flight - Passengers can check in their bags and get boarding pass before going through security - Landside shops and restaurants are accessible to the public Landside area is often called the public access area ***** Airport - Purpose is to cater passengers from different areas and airlines from international. A gateway of local and international flights. Airside - beyond security scanners are already part of the airside. Active surfaces of the airport. Ex. store or lounge access depends on the code sharing - Stricter to avoid hijacking, bombing, and threats Landside - accessible to visitors like politician and CAAP inspectors Ex. check-in counter is a landside operation - Less strict ***** PART 2 THE EVOLUTION OF AIRPORT AIRPORT EVOLUTION Air travelers spend a lot of time at airports, and while they eventually begin to look like one another in appearance, there are a few basic designs that have changed throughout the years. These adjustments have been made in part in reaction to the increasing passenger load and corresponding larger airplanes, which has in and of itself assisted in increasing the number of travelers by air. ***** Evolution of Airport - The similarities in the design of an airport is adopted from the military, specially on train stations to make people still feel comfortable and familiar. Airfield - has a runway but no concrete facilities. Any flat grounds, predictable winds, and relatively smooth surfaces. Ex. racetrack, golf field - nakikihiram lang ng space before to operate aviation ***** EARLY AIRPORT The earliest airports were really not airports at all. Rather, they provided a way for spectators to watch the air shows that became so popular early in the 20th century. The “aerodrome” consisted of a grassy area where planes could take off and land, hangars for servicing and storing planes, and observation stands. ***** Kill Devil Hills, North Carolina - location of the earliest glider and fixed wing operation. It is near the Atlantic ocean. Prairie (grass fields with no obstacles) Huffman Prairie - Location of the 3rd flight of the Wright Brothers in 1905. It is thermal driven and has air current. (Wright Brothers Flyer 3) Another description: - Had predictable winds which are identified based on the short grasses - The aviation operations before were most likely held near water because of the series of heating and cooling patterns that create predictable winds. Capt. Louis Blériot - was able to test all his earlier models in Paris and Seine River, and The Champ De Manoeuvres At Issy-les-moulineaux - conducted an aviation operation near Paris and Seine River, none of it was successful. It was only 1 month before “The Champagne Region’s Great Aviation Week” event that his name became famous. ***** GRASS AERODROME The field near Reims, France, where one of the earliest air meets took place in 1909, illustrates this type of facility. Some of these air fields also housed the earliest airplane factories. On this day in 1909, some of the world's leading aviators met at a racetrack in Reims, France, to compete in the first organized international air meet ***** The racetrack mentioned is Betheny Plain First organized international air meet is also known as La Grande Semaine D’aviation De La Champagne / The Champagne Region’s Great Aviation Week - August 22- 29, 1909 - 3 major events, 22 of the world’s leading aviators - Held outside Reims, France which is the Betheny Plain - There were lucrative cash prizes and trophies to attract people. Political and military leaders joined. - 2 cities are the founders of the great aviation week —> Local French, and Reims City - These founders had hoped that there would be many people that would attend the event because of Louis Bleriot’s news of crossing the English channel. - They made a massive mini city at Bethany Plain and put different shops inside - They built a grandstand with 600 seats and restaurants ***** Between August 22 and August 29, the “great aviation week,” as it was called, featured many contests, including those for the best flights of distance, altitude, and speed. Many famous early pilots, including Louis Blériot, were present. However, to the disappointment of organizers, the Wright brothers did not participate. The Reims air meet was the grandest aviation event of its time with more than 200,000 spectators in attendance during the week. ***** Local French Vintners and Reims City - was the founder of the great aviation week and is charged of all the event Louis Bleriot - First aviator who crossed the English channel. Who brought more interests back to the great aviation week. People known in the “Great Aviation Week” - Louis Bleriot, Hubert Latham, Henri Farman, Eugene Lefebvre - George Cockburn - Glenn Curtiss  - Monsieur Ruchonnet - Etienne Bunau-Varilla Louis Bleriot - French George Cockburn - Scottish Glenn Curtiss - American Monsieur Ruchonnet - a rookie, was known because he was able to fly his aircraft only 2 days before the event Etienne Bunau-Varilla - a rookie, was known because his aircraft was gifted to him by his father on his graduation Henri Farman - won the event, wherein he only designed his aircraft in just 3 hours 45 minutes and 6 seconds. Where he brought home $10,000. He won the Prix Des Passengers. (10 mins / 6 miles) where the overall money that he got was $12,000 or 63,000 Francs Another description: - had the largest amount of price to win, approximately 12,000 USD - Won the “Best Flight of Distance” for 180 km/112 miles with a price of 10,000 USD/50,000 francs. The crowd was silent and formed a hand-drill when he won, the general public brought his aircraft back to the hangar. - Won the “Prix des Passengers” wherein he had 2 spectators with him on the aircraft and flew 6 miles for 10 mins. - He designed an aircraft for 3hrs 4mins. Hubert Latham - won best flight of altitude where he flew 508.5 feet / 155 M Another description: - the luckiest of them because 2 girls ran to kiss him after winning an event - He was known for his recent crash in crossing the english channel, he’s a competitor of Bleriot. - Won the “Best Flight of Altitude” for 155 meters or 508.5 ft covered. Eugene Lefebvre - Strongest one of them all where he showed aerobatic maneuvers. Which earned plenty of respect by the audience and was called to be a daredevil. Gordon Bennett Cup Race (James) - It was the most awaited part during the event, where its award was only $5,000 or 25,000 Francs. - James Gordon Bennett, a publisher in the New York Herald Newspaper, sponsored the event. - People were hoping for Louis Bleriot to win that event, but was defeated by Glenn Curtiss, who worked hard on his aircraft and conducted research on the specs of the aircraft of other competitor aircrafts. - Competitors: - Bleriot, Latham, Lefebvre, Cockburn, Curtiss Louis Bleriot’s Aircraft Specs - Monoplane - 80 horsepower - 8 cylinder - 60 Kilowatt motor Glenn Curtiss’ Aircraft Specs - Biplane - 50 horsepower - 8 Cylinder - 37 kilowatt motor August 22-27 - Set record for the many counted crashes during the event, wherein only a few people left were able to fly for the rest of the event. Glenn Curtiss Record (Champion Aviator of the World) - 46.5 MPH - 75 KPH Louis Bleriot’s Record - 47.75 MPH - 77 KPH During the competition, only 1 aircraft can cater the event due to the crashed planes inside the mini city. - Curtiss had a record of 46.5 miles/hr or 75 km/hr while Bleriot’s was 47.75 miles/hr or 77 km/hr - Bleriot won the 1st lap by 4 seconds - Curtiss won the 2nd lap by 6 seconds - David Lloyd George, a future minister of Great Britain, was interviewed (by Bleriot) when the event was about to end. August 29, 1909, Glenn Curtiss was awarded “Champion Aviator of the World” Glenn Curtiss’ “Golden Flyer” experimental aircraft won “American Scientific Trophy” He removed the cover of his engine the night before the competition. (has a positive effect) “Flying machines are no longer toys and dreams.. they are established facts.” (David Lloyd George) For those who had any doubts about the future of aviation, the Reims air show not only legitimized the importance and significance of flight, but also set the standard by which people would measure all future air meets. Great Aviation Week - 38 Registered Aircrafts - 23 Only Participated - 15 Biplane - 8 Monoplane ***** PART 3 BEFORE WWI IN THE UNITED STATES The United States listed 20 airports by the end of 1912, though none had been built exclusively for that purpose but rather had been converted from fields or even country clubs. The U.S. Army had established three military airfields at the time of the First World War, and during the war, 67 military airfields were carved from farms and parts with the intention that they would return to grassland and the war’s end In 1914, a short-lived passenger service began in South Florida. It used a converted waterside building for waiting passengers and aircraft supplies, and the flying boats left from reinforced docks. By the end of World War I, the U.S. Army Air Service (USAAS) listed 980 official landing fields but most were unsuitable for aircraft. Pilots had to navigate bunkers, flags, and low ridges on golf courses. Racetracks had tracks long enough for landing a plane but too short for taking-off—hardly practical WORLD WAR I In Europe during World War I, military requirements led to the construction of airfields, but there were few provisions for passengers, since, for the most part, there were none. After the war ended, commercial airlines began to share the military airfields and either built new facilities for passengers and passport and customs control or converted existing hangars to those uses. ***** World War 1 (Europe vs US) 1914 (while developing) - US has no permanent field for aviation practices - US and EU both has short runways ***** MILITARY CONVERTS At Le Bourget, near Paris, Commercial aviation set up on one side of the airfield where the military vacated Le Bourget was both one of the earliest commercial airports and one of the first to have a building dedicated to commercial aviation, known later as a “terminal” but then as an “air station” or “airway station.” The terminal in Le Bourget and others in Europe and America resembled train stations, and hangars resembled train sheds. Airplane interiors also resembled Pullman rail cars. All of this was an effort to assure passengers that there was really nothing strange and new about traveling by air. CROYDON AIRPORT One of the earliest airports was at Croydon, which opened in 1920 eleven miles from London at a site that had been used by the Royal Air Force and the National Aircraft Factory. Croydon served as the new “air port” of London, as well as the “customs port” of the country. Its two-story administration building, built in 1926-1928, was the largest terminal of its time. ***** The first airport to have a functional control tower ***** GERMANY AIRFIELDS ***** Operational airfields existed as early as 1909, but the first spaces built and dedicated as airports were commissioned in Germany in 1910 for the Zeppelin airships operated by the Delag company. Beginning in 1913, Delag built airship sheds and several German cities near rail hubs, combining passenger-handling facilities with airship maintenance. By 1914, before the start of World War I, Delag’s airports had handled almost 34,000 passengers traveling on 1,600 flights. ***** In 1922 at Konigsberg, Germany built the first permanent airport and terminal especially for commercial aviation. This airport united airport functions in a single building, unlike Le Bourget, which had spread them among several buildings. ***** WHILE DEVELOPING TEMPELHOF AIRPORT In the United States, two types of passenger terminals developed during the late 1920s. The “depot hangar” or “lean-to-hangar.” Combined a waiting room, offices, and a hangar in a single building. Newark, New Jersey; Chicago; Wichita; Kansas; and Los Angeles built terminals like this. “Simple materials,” like the one built by Pan American Airways in Miami, were buildings for passengers only. This period also saw the beginning of dedicated military airfields in the United States. In 1926, the Army Air Corps Act, among its provisions, specifically authorized the construction of a new airfield for training army pilots. A number of towns around the country vied for the chance to have this new field for their communities and made generous offers to the federal government that included free land, utilities, and other incentives. The site chosen north of San Antonio, Texas, eventually became Randolph Field. This field was very different from the usual military airfield plan, which usually was laid out like a frustum (a slice of geometric cone that is next to the base) Rather, Randolph featured a circular system of roads, about 13 miles long, set in a larger square pattern with hangar lines and landing fields on two sides of the square. The field, which incorporated the most current urban planning concepts of the time, became known for providing the best pilot training available between the world wars and was also a model airfield for flight training (then called “flying training”) In 2001, the National Park Service and the U.S. “secretary of the interior” designated Randolph Field a National Historic Landmark. ***** TEMPELHOF AIRPORT The next year, Tempelhof airport was built in Berlin. Tempelhof, as well as other airports of the era, had a continuous paved surface, or “apron,” in front of the terminal and lights permitting night flying. In 1945, Tempelhof’s terminal was curved, which although adopted because of a nearby cemetery fence rather than any functional reason, became a model for other airports. ***** EXPANSION OF LE BOURGET AND TEMPELHOF Airports, including Le Bourget and Tempelhof, Built new terminals and expanded existing terminals in the 1930s to meet growing passenger traffic and the larger plains that needed more room for takeoffs and landings. Until World War II, Germany led the rest of Europe and the United States in building dedicated airports in its effort to join the post-World War I “modern world order.” Tempelhof’s unusually large renovated terminal, begun under the direction of Adolf Hitler, became a symbol of Nazi Expansion. Later, after World War II, it was used as the staging area for the 1948th Berlin Airlift Tempelhof Airport - In the US, countries scramble construction of airports to boost their economy. The airport was developed 1926-2001, only in 2001 the airport was given a name. - In Europe, they started operations of night flying in 1940-1945. They put large lights on every city as a marker. ***** GROWING DEMAND From 1928, American airports built paved takeoff and landing strips, which could support the new heavier planes. European airports began constructing these strips from the mid-1930s as its air traffic grew. About this time, too, airport designers, learning from their mistake of building airports with no room for growth, began constructing buildings situated so that expansion could take place as air traffic grew. GATWICK AIRPORT Gatwick Airport, completed in 1936 outside of London, was the first to build a satellite terminal where the planes were stationed around a circular “island” for servicing and boarding, and passengers used six telescoping passageways that moved on rails to go from the terminal to the planes. ***** American coastal airports of the era could accommodate both landplanes, for domestic flights, and flying boats, for overseas flights. LaGuardia Airport in Queens, New York (called North Beach when it opened in 1937) had both a marine terminal and a landplane terminal. The design of the marine terminal has been compared to the Pantheon in Rome, and the landplane terminal, built on two levels, adopted the best of train station design. Airports are only created in a box type In Europe, they had Gatwick Airport in France In the US, they had North Beach Airport (?), they used land planes for domestic flights and sea planes for international flights. ***** AIR COMMERCE ACT OF 1926 The Air Commerce Act of 1926 established federal regulations regarding aircraft, airmen, navigational facilities and the establishment of air traffic regulations - Aircrafts were required to be inspected for airworthiness, and were required to have markings placed on the outside of the aircraft for identification - Airmen were required to be tested for aeronautical knowledge and required to have a physical completed to ensure their physical fitness. The federal government was required to build new airports, institute regulations that would address aircraft altitude separation, develop and maintain airways and navigational aids The Department of Commerce Aeronautical Division would be responsible for overseeing and implementing this Act. ***** Air Commerce Act of 1926 - states that knowledge test and skill test must be conducted for pilots. Civil Aeronautics Act of 1938 - states that if an airport is built from the government funds, it is therefore only be used for national defense. In/after WW1, flights were only conducted cities-cities. In/after WW2, flights were able to conduct continent-continent. EXCEPTION FROM THE US AIR COMMERCE ACT OF 1926 The one exception to this rule was Washington National Airport, which opened in 1941, built with federal funds and owned by the federal government. Dulles Airport, which opened in 1962 outside of Washington, D.C., was also built with federal funds. Its landmark terminal was a compact, two-level structure designed to be expanded at either end and “topped off” with a distinctive glass-enclosed control tower that gave air traffic controllers an unobstructed view for many miles in all directions. ***** POST WWII After World War II, new airports were built in what was called a “connection” or transport design, with planes parked on the tarmac, and passengers walking out to them. As larger planes parked farther from the terminal, shuttle buses or mobile lounges began transporting the passengers to the planes. And as jets were introduced, which required even more space, this became even more essential. AIRPORT EXPANSION PLANNING A feature of some airports of this era was the grouping of passenger buildings of an island in a central part of the airport with runways arranged in groups around the terminal. This arrangement allowed for expansion, and new gates and parking spaces for planes could be added to existing buildings. ***** FEATURE AIRPORT London’s Heathrow Airport and Paris’ Orly exhibit this arrangement. But additions also meant that passengers had to walk farther to reach their gate. ***** PART 4 FIRST AIRPORT BUILT IN THE PHILIPPINES BIRTH OF MANILA INTERNATIONAL AIRPORT Grace Park Airfield in 1935 - International flights via PanAm Clippers landed in Manila Bay Nielson Field opened in 1937 - Philippine Airlines flew their first commercial flight out of Nielson Field. - Japanese military quickly took control of the field in January 1942 ***** [additional info] [first bullet] PanAm Clippers - Philippine Clipper (pangalawa) - aircraft registration: NC14715 - Hawaii Clipper (pinakapanganay) - aircraft registration: NC14714 - China Clipper (pangatlo) - aircraft registration: NC14716 The Philippine Clipper was the first of three Martin M-130 flying boats, with 4 engines, built for Pan American Airways and was used to inaugurate the first commercial transpacific air service from San Francisco to Manila in November 1935. The three PanAm Clippers were built at the cost of $417,000 by Glenn L. Martin Company in Baltimore, Maryland. The aircrafts were delivered on October 9, 1935 at PanAm. The Pan American Airways flight that took off on November 22, 1935 was the first regularly scheduled flight across the oceans of the world. It was hailed as the beginning of a giant new age and the Martin 130 sea planes, named China Clippers, Philippine Clippers, and Hawaii Clippers, was called the greatest airplane ever built in America On November 29, 1935, after 59 hours and 48 minutes of flying time, the China Clippers and the Philippine Clippers reached Manila traveling via Honolulu, Midway Island, Wake Island, and Guam (time started at Guam). This flight established transpacific airmail service and delivered over 110,000 pieces of mail. The pilot of the flight was Capt. Edwin C. Musick, and the navigator was Fred Noonan. [second bullet] 7 months before the war broke out on December 8, 1941, Philippine Airlines flew their first commercial flight out of Nielson Field (From Manila to Baguio). The Japanese military quickly took control of the field in January 1942. The Japanese Empire attacked the Commonwealth first. 8 hours after they attacked the Commonwealth, they targeted Pearl Harbor, then the entire Luzon. - Commonwealth - Pearl Harbor - Luzon Grace Park Airfield is where the WCC North Manila is currently located ***** RESUMED OPERATIONS February 14, 1946 - Took over a million pesos to reconstruct the terminal and field - Immediately became the official port of entry for air passengers into the country ***** Philippine Airlines (PAL) resumed its operations on February 14, 1946. They used the Nielson Field as their airport. But because the runway and facilities were damaged due to the war, they had to spend millions of pesos and a long time to recover and reconstruct the terminal and airfield. They then resumed the operations. ***** Nichols Field location - Parts of the old tarmac covered with weeds in areas surrounding Ayala Avenue - Old Nielson tower terminal - Filipinas Heritage Library ***** Manila International Airport was moved to Nichols field Old Nielson tower terminal was saved from demolition and was used as a restaurant (“Black Bird” restaurant) and now houses the Filipinas Heritage Library ***** MILITARY AIRFIELD There were also two military airfields: - A small one at the rear of Camp Murphy and Nichols Field - A U.S. military airfield located south of Manila in Pasay and Parañaque. Captain Henry Nichols - US Army commander of monitor ship “Monadnock” during the Philippine-American War - Camp Nichols was at that time the largest and most well-equipped airport in the Philippines NICHOLS UNDER JAPANESE During the occupation, the Japanese also took over Nichols as a strategic military base. It was later quite damaged by U.S. forces during the battle of Manila. NICHOLS FIELD After the war, Nichols Field resumed operations as an American air base. The Douglas DC-3 shown below at a very undeveloped Nichols Field, Manila in 1946. Nichols Field - Philippine Department Air Force - Army Philippine Department - Philippine President Ferdinand Marcos ***** In 1948, Nichols Field became the headquarters of the Philippine Department Air Force under the Army Philippine Department. In 1982, Philippine President Ferdinand Marcos renamed Nichols Field to Villamor Air Base to honor Colonel Jesus Villamor Colonel Jesus Villamor is a Philippine Air Force ace pilot and a World War 2 Hero in the Philippines ***** NICHOLS FIELD (cont.) U.S. Government - Philippine Government  - One Terminal Building For International Passengers - A Control Tower Overlooking The One Runway ***** In 1948, the US government turned over Nichols Field to the Philippine government. The field was converted into one terminal building for international passengers and a control tower overlooking the one runway. ***** NIELSON FIELD - Laurie R. Nielson, a New Zealand businessman, who proposed the construction of the airfield under the aegis of Don Enrique Zobel. ***** Because of the proposal, we have an airport and another terminal that can cater domestic and international flights. ***** PAL OPERATION PAL - Philippine Aerial Taxi Corporation (PATCO) ***** PATCO - Philippine AERIAL (not AIR) Taxi Corporation Philippine Airlines were known as PATCO in the past. This is a cargo service owned by American mining companies operating in the Philippines. PATCO went bankrupt in 1940 but was bought in 1941 by the group that included wealthy industrialist Andres Soriano Sr. ***** MANILA INTERNATIONAL AIRPORT Executive Order No. 381 - President Ferdinand - Airways Engineering Corporation - feasibility study and airport master plan was drawn up in 1973 - Renardet-Sauti/Transplan/F.F. Cruz Consultants - Architect L.V. Locsin and Associates - A US $29.6 Million loan was arranged with the Asian Development Bank (ADB) to finance the project. ***** In 1972, President Ferdinamd Marcos promulgated the E.O. no. 381 that authorizes the development of Manila International Airport  - A feasibility study was conducted and an airport master plan was drawn up by the Airways Engineering Corporation in 1973. - Renardet-Sauti/Transplan/F.F. Cruz Consultants got the airport master plan of Manila International Airport - Architect L.V. Locsin and Associates that designed the international passenger terminal building. Though, they had to loan for $29.6M at ADB to finance the project. 1974, final design of MIA 1975, they were given funds for the construction 1978, the construction started ***** FINAL DESIGN OF MANILA INTERNATIONAL AIRPORT (MIA) The Philippine Government in 1974 and concurred by the ADB on September 18, 1975 - started in the second quarter of 1978 EXECUTIVE ORDER NO. 778 - MANILA INTERNATIONAL AIRPORT AUTHORITY (MIAA) - Was created and vested with the power to administer and operate the Manila International Airport. ***** The PH government adapted the final engineering design of the airport in 1974 and was approved by the ADB on September 18, 1975. The construction of the airport only started in the second quarter of 1978. E.O. no. 778 abolished the Manila International Airport Division under the Bureau of Air Transportation. It was replaced by MIAA. ***** MANILA INTERNATIONAL AIRPORT (cont.) Letter of Instruction (LOI) No. 1245. Signed on May 31, 1982 - Clarified that for purpose of policy integration and program coordination, the MIAA Management shall be under the general supervision, but not the control of, the Ministry of Transportation and Communications. Executive Order No. 903 - This order provided that 65% of MIAA’s annual gross operating income be reverted to the general fund for the maintenance and operation of other international and domestic airports in the country. - It also scaled down the equity contribution of the National Government to MIAA: from PHP 10 billion to PHP 2.5 billion and removed the provision exempting MIAA from the payment of corporate tax. Executive Order No. 909 - Increasing the membership of the MIAA Board to nine (9) Directors with the inclusion of two members to be appointed by the President of the Republic ***** E.O. no. 909 was implemented in September 1983. ***** Executive Order No. 298 - Which provided for a more realistic income sharing agreement between MIAA and the National Government. - Instead of the 65% of MIAA’s gross operating income, only 20%, exclusive of income generated from the passenger terminal fees and utility charges, shall revert to the general fund of the National Treasury. - EO 298 also recognized the MIAA Board and raised the capitalization to its original magnitude of PHP 10 billion ***** E.O. no. 298 was created on July 26, 1987 is an improved version of E.O. no. 909. From 65% to 20% of gross operating income will go to the funding of development of the airport and from 2.5B to 10B capitalization. Executive Orders can still be revised but Republic Acts cannot be replaced. ***** MANILA INTERNATIONAL AIRPORT (cont.) On August 17, 1987, Republic Act No. 6639 was enacted and the MIA was renamed the Ninoy Aquino International Airport. The MIA Authority however, retained its corporate name since the law did not amend the original or revised charters of the MIAA LESSON 4 AIRPORT TERMINAL DESIGN AIRPORT SYSTEM - The airport terminal area, comprised of passenger and cargo terminal buildings, aircraft parking, loading, unloading, and service areas such as passenger service facilities, automobile parking, and public transit stations, is a vital component to the airport system. - The primary goal of an airport is to provide passengers and cargo access to air transportation, and thus the terminal area achieves the goal of the airport by providing the vital link between the airside of the airport and the landside. - The terminal area provides the facilities, procedures, and processes to efficiently move crew, passengers, and cargo on, and off, commercial and general aviation aircraft. - The term terminal is in fact somewhat of a misnomer. Terminal implies ending. Although aircraft itineraries begin and end at an airport’s terminal area, the itineraries of passengers and baggage do not. It is vitally important to understand that the airport terminal is not an end point, but an area of transfer along the way. AIRPORT DESIGN Airports have changed dramatically over the years. From simple landing strips to complex hubs to travel and commerce, airports have gone from being built in the middle of nowhere to being located in the center of cities. They’ve also evolved from small and simple to large, complex, and full of amenities. ***** Airport System - a specialized digital platform. Airport Operational Database stores all flight and operational information. Aeronautical Information Service (AIS) - contains information about landside and airside. Airport Terminal - is a building where people catch their flights. Its main functions are: - To provide circulation, processing, holding, and space for passengers and aircrafts. - Cater premium level service (deals inside terminal) - Provide facilities and adequate space - Provide shopping facilities ***** TYPES OF AIRPORT DESIGN 1. Unit Terminal Design / Compact Module Unit Terminal 2. Linear / Curvilinear 3. Pier/Finger Concept 4. Transporter 5. Satellite UNIT TERMINAL DESIGN - These first terminals were the earliest centralized facilities, centralized meaning that all passenger processing facilities at the airport are housed in one building. - These first centralized facilities became known as the earliest simple-unit terminals, because they contained all required passenger processing facilities for a given air carrier in a single-unit building. - In addition to passenger processing facilities, the airport’s administrative offices, and even air traffic control facilities, were located within the unit terminal building - As multiple airlines began to serve single communities, airport terminals expanded in two ways: - In smaller communities, two or more airlines would share a common building, slightly larger than a simple unit terminal, but have separate passenger and baggage processing facilities. This configuration became known as the combined-unit terminal. - In larger metropolitan areas, separate buildings were constructed for each airline, each building behaving as its own unit terminal. This terminal area configuration became known as a multiple-unit terminal concept. COMPACT MODULE UNIT TERMINAL It is defined by IATA as 2 or more separate, self-contained building, each housing a single airline or group of airlines, each having direct access to ground transportation  Advantages: Disadvantages: 1. Short walking distances 1. Multi-compact module units require pax and 2. Late closed-out times bag transfer systems between terminals 3. Longer kerb length than conventional central 2. Duplication of facilities, higher operating terminal costs 4. Capital investment is commensurate with demand 5. Simple pax & baggage transportation/sorting systems within each module 6. Low baggage mishandling potential LINEAR DESIGN The linear or gate-arrival concept was devised to eliminate long distances between the place of arrival and the aircraft. It allows a passenger to be driven right up to the gate to the aircraft. Advantages: Disadvantages: 1. Shortest walking distances 1. Duplication of terminal facilities/amenities 2. Clear orientation 2. Longer minimum connecting time 3. Simple construction 3. Longer walking distances for transfer pax 4. Adequate kerb length 4. Special logistics for handling of transfer 5. Shorter close-out times bags  6. Lower baggage system costs 5. Less flexibility in terminal and apron for 7. (conveying/sorting) using decentralized future changes in operations e.g., aircraft system design, airlines PIER/FINGER DESIGN - The pier finger terminal concept evolved in the 1950s when gate concourses were added to simple-unit terminal buildings. Concourses, known as piers or fingers, offered the opportunity to maximize the number of aircraft parking spaces with less infrastructure. - Passengers would congregate in a central area and then move out into the fingers or points of the star to depart. Advantages: Disadvantages: 1. Centralized resources, economies of scale 1. Long walking distances (human, facilities, amenities) 2. Kerb side congestion 2. Facilitates pax management 3. Limited expansion capability 3. Economical to build 4. Reduced aircraft circulation & 4. Efficient use of land maneuverability 5. Limited compatibility of future aircraft design development ***** Under pier/finger design, there’s a special type of pier layout called star/pier or star/finger layout where multiple piers are arranged in a star shape. ***** TRANSPORTER DESIGN In the early 1960s, the transporter concept originated as a method of reducing aircraft maneuvering on the apron and of eliminating the need for passengers to climb up and down stairways in order to enter or exit the aircraft. SATELLITE DESIGN In the satellite design, the aircraft are placed at the end of corridors. Satellites may allow somewhat more room for aircraft to maneuver, depending on their location. Advantages: Disadvantages: 1. Centralized resources (human, facilities, and 1. Requires high technology, underground amenities) transportation system 2. Facilitates pax management 2. High capital, maintenance & operating cost 3. Additional satellites can be designed to 3. Kerbside congestion accommodate future aircraft design 4. Limited expansion capability at main developments terminal 5. Increases minimum connecting times 6. Early closed-out times ***** There are two more designs under satellite design 1. Linear satellite design 2. Circular satellite design ***** TO THE FUTURE As the new century begins, and air travel has become ever more stressful, airport design teams have been attempting to use light and space to minimize the disruptions that travelers experience. Though airports continue to use all the airport designs of the passenger to some extent, designers strive to create modern environments emotionally and symbolically pleasing to the traveler while also meeting institutional requirements for safety and security. ***** Unit Terminal Design - all the facilities are inside just one building Compact Module Unit Terminal - ex. London Heathrow Airport Linear Design - aircrafts are parked directly at the front of the terminal. Mostly on small/municipal airports as it is inefficient on large airports. Ex. London City Airport - Curve Linear Design - variation of linear terminal layouts. Ex. Dallas Fort Worth Airport, Kansas City Airport, Paris Charles de Gaulle Airport Terminal 2, Davao International Airport, Panglao International Airport. Pier Finger Design - (parallel) small narrow terminal building with aircrafts parked on the side. Most common design used for commercial airports. Ex. Guangzhou Baiyun International Airport - Star Pier Finger - multiple piers are arranged in a star shape. It is less efficient but allows architectural innovation. Ex. Orlando International Airport. New star pier design ex. Beijing Capital International Airport, Istanbul Airport Transporter Design - derived from the older designs. Passengers are transported via bus to the terminal. It is a sustainable design in adaptable nature and a budget traveler as it boosts travelers’ experience. Characteristics of this airport design are; flexibility and adaptability. Satellite Design - allows more efficient use of land. It requires a form of transportation like bus or for larger airports, it might require an underground metro (train). - Linear Satellite Design - Ex. Dubai International Airport, Hartsfield-Jackson Atlanta International Airport, Denver International Airport, London Heathrow Airport - Circular Satellite Design - Ex. Paris Charles de Gaulle Airport ***** PART 5 CIVIL AVIATION REGULATIONS AIR NAVIGATION SERVICES (CAR-ANS) - PART 15 AERONAUTICAL INFORMATION SERVICES ***** CAR-ANS - an Aeronautical Information Publication needed in airport development ***** 15.1 GENERAL 15.1.1.2 Acronym and Abbreviation ADS-B Automatic Dependents Surveillance-Broadcast ADS-C Automatic Dependents Surveillance-Contract AMD Aerodrome Mapping Data AMDB Aerodrome Mapping Database AFS Aerodrome Fixed Service AIC Aeronautical Information Circular AIM Aeronautical Information Management AIP Aeronautical Information Publication AIRAC Aeronautical Information Regulation and Control AIS Aeronautical Information Service ADIZ Air Defense Identification Zone ATIS Automatic Terminal Information Service ATM Air Traffic Management ATS Air Traffic Services CPDLC Controller-Pilot Data Link Communications CRC Cyclic Redundancy DEM Digital Elevation Model GPS Global positioning system ICAO International Civil Aviation Organization IERS International Earth Rotation Service IFR Instrument Flight Procedure  ISO International Organization For Standardization ITRF IERS Terrestrial Reference System MEA Minimum En-Route Altitude MET Meteorology MOCA Minimum Obstacle Clearance Altitude MSL Mean Sea Level NOTAM Notice To Airmen PBC Performance-Based Communication PBN Performance-Based Navigation PBS Performance-Based Surveillance PIB Pre-Flight Information Bulleting RNAV Area Navigation AERONAUTICAL INFORMATION SERVICES Purpose This civil aviation regulations provides the rules and regulations in governing the provisions of aeronautical information services in the Philippines. 15.2 RESPONSIBILITIES AND FUNCTIONS 15.2.1 State Responsibilities 15.2.1.1 The Civil Aviation Authority of the Philippines (CAAP) provides aeronautical information services (AIS) through the Aeronautical Information Services (AIS) Philippines 15.2.1.2 CAAP shall ensure that the provision of aeronautical data and aeronautical information covers the entire territory of the Republic of the Philippines and those areas over the high seas for which it is responsible for the provision of air traffic services (ATS). 15.2.1.3 CAAP shall remain responsible for the aeronautical data and aeronautical information provided in accordance with 15.2.1.2. 15.2.1.4 CAAP shall ensure that the aeronautical data and aeronautical information provided are of required quality in accordance with 15.3.2. 15.2.1.5 CAAP shall ensure that formal arrangements are established between originators of aeronautical data and aeronautical information and the AIS in relation to the timely and complete provision of aeronautical data and aeronautical information. ***** Aeronautical Information Services (AIS) - ensures the flow of aeronautical data and information necessary for the global airport traffic management system. It is used in conjunction with Maintenance Operations Safety Survey (MOSS) and Procedures for Air Navigation Services (PANS-ABC). Abbreviation and Coding CAAP Director General Captain Manuel Antonio L. Tamayo - the one who usually inspects NAIA (?) “High seas” means the outside territory of the country, waters beyond our jurisdiction , outside Philippine Area of Responsibility (PAR) - 12nm from it, the Philippines still needs to provide navigational information. - “Required quality” is the formatting of AIS Aeronautical Data - representation of aeronautical facts and instructions. Ex. Maps Aeronautical Information - representation of the assembly provision. Originators - entities responsible for the change and commandments Origination - Datas changed ***** 15.2.2 AIS RESPONSIBILITIES AND FUNCTIONS 15.2.2.1 An AIS shall ensure that aeronautical data and aeronautical information necessary for the safety, regularity and efficiency of air navigation are made available in a form suitable for the operational requirements of the air traffic management (ATM) community, including: a) those involved in flight operations, including flight crews, flight planning and flight simulators; and b) the ATS unit responsible for flight information service and the services responsible for pre-flight information. 15.2.2.2 An AlS shall receive, collate or assemble, edit, format, publish/store and distribute aeronautical data and aeronautical information concerning the entire territory of the State as well as those areas over the high seas in which the State is responsible for the provision of ATS. Aeronautical data and Aeronautical information shall be provided as Aeronautical Information Products. 15.2.2.3 An AIS shall, in addition, obtain aeronautical data aeronautical information to enable it to provide pre-flight information service and to meet the need for in-flight information: a) from the AlS of other States; and b) from other sources that may be available. 15.2.2.4 Aeronautical data and aeronautical information obtained under 15.2.2.3 a) shall when distributed, be clearly identified as having the authority of the originating State.  b) shall, if possible, be verified before distribution and if not verified shall, when distributed, be clearly identified as such. 15.2.2.6 An AlS shall promptly make available to the AIS of other States any aeronautical data and aeronautical information necessary for the safety, regularity or efficiency of air navigation required by them, to enable them to comply with 15.2.2.1. 15.2.3 EXCHANGE OF AERONAUTICAL DATA AND AERONAUTICAL INFORMATION 15.2.3.1 All elements of aeronautical information products provided by other States shall be addressed to AIS Philippines office. This office shall be qualified to deal with requests for aeronautical data and aeronautical information provided by other States. 15.2.3.5 Except as provided in 15.2.3.7, one copy of each of the following aeronautical information products (where available) that have been requested by the AIS Philippines shall be made available by the originating State and provided in the mutually agreed form(s), without charge, even where authority for publication/storage and distribution has been delegated to a non-governmental agency: a) Aeronautical Information Publication (AIP), including Amendments and Supplements; b) Aeronautical Information Circulars (AIC); c) NOTAM; and d) Aeronautical Charts. ***** Supplements are from: - Aeronautical Information Publication (AIP) - Aeronautical Information Product - Aeronautical Information Circulars (AIC) - NOTAM - Aeronautical Charts. - Rules and Regulations Supplements must be provided in a printed document or electronic data. It is obtained from other states or sources. AIS shall be given immediately to the government. Aeronautical Information Management - all data specifications are needed for the validation. 5 Aeronautical Information Products: - Aeronautical Information Products - AIP Amendments - permanent changes - AIP Supplements - minor or temporary changes - Aeronautical Information Charts - shows portion of the earth - Notice-to-Airmen (NOTAM) - provides informations necessary not only weather information - Aeronautical Information Circular - notice containing information, does not qualify the origin of the NOTAM  - Aeronautical Information Datas - data in the AIP (Digital Data Set) ***** 15.2.3.6 The exchange of more than one copy of the elements of aeronautical information products, and other air navigation documents, including those containing air navigation legislation and regulations, should be subject to bilateral agreement between the participating Contracting States and entities. 15.3 AERONAUTICAL INFORMATION MANAGEMENT 15.3.1 INFORMATION MANAGEMENT REQUIREMENTS The information management resources and processes established by an aeronautical information services (AIS) shall be adequate to ensure the timely collection, processing, storing, integration, exchange and delivery of quality-assured aeronautical data and aeronautical information within the air traffic management (ATM) system. 15.3.2 DATA QUALITY SPECIFICATIONS 15.3.2.1 DATA ACCURACY The order of accuracy for aeronautical data shall be in accordance with its intended use. - a degree of conformance between the estimated or measured value and the true value 15.3.2.2 DATA RESOLUTION The order of resolution of acronautical data shall be commensurate with the actual data accuracy. - a number of units or digits to which a measured or calculated value is expressed and used. 15.3.2.3 DATA INTEGRITY 15.3.2.3.1 The integrity of aeronautical data shall be maintained throughout the data chain from origination to distribution to the next intended user. 15.3.2.3.2 Based on the applicable integrity classification, procedures shall be put in place in order to: a) for routine data: avoid corruption throughout the processing of the data; b) for essential data: assure corruption does not occur at any stage of the entire process and include additional processes as needed to address potential risks in the overall system architecture to further assure data integrity at this level; and c) for critical data: assure corruption does not occur at any stage of the entire process and include additional integrity assurance processes to fully mitigate the effects of faults identified by thorough analysis of the overall system architecture as potential data integrity risks. 15.3.2.4 DATA TRACEABILITY Traceability of aeronautical data shall be ensured and retained as long as the data is in use. - a degree that a system or a data product can provide a record of the changes made to that product and thereby enable an audit trial to be followed from the end user to the originator 15.3.2.5 DATA TIMELINESS Timeliness of aeronautical data shall be ensured by including limits on the effective period of the data elements. - the degree of confidence that the data is applicable to the period of its intended use. 15.3.2.6 DATA COMPLETENESS Completeness of aeronautical data shall be ensured in order to support its intended use. - the degree of confidence that all of the data needed to support the intended use is provided 15.3.2.7 DATA FORMAT The format of delivered aeronautical data shall be adequate to ensure that the data is interpreted in a manner that is consistent with its intended use. - a structure of data elements, records and files arranged to meet standards, specifications data requirements 15.3.3 AERONAUTICAL DATA AND AERONAUTICAL INFORMATION VERIFICATION AND VALIDATION 15.3.3.1 Material to be issued as part of an aeronautical information product shall be thoroughly checked before it is submitted to the AlS in order to ensure that all necessary information has been included and that it is correct in detail. 15.3.3.2 An AIS shall establish verification and validation procedures which ensure that upon receipt of aeronautical data and aeronautical information, quality requirements are met. 15.3.4 DATA ERROR DETECTION 15.3.4.1 Digital data error detection techniques shall be used during the transmission and/or storage of aeronautical data and digital datasets. 15.3.4.2 Digital data error detection techniques shall be used in order to maintain the integrity levels as specified in 15.3.2.3. 15.3.5 USE OF AUTOMATION 15.3.5.1 Automation shall be applied in order to ensure the quality, efficiency and cost-effectiveness of aeronautical information services. 15.3.5.3 In order to meet the data quality requirements, automation shall: a) Enable digital aeronautical data exchange between the parties involved in the data processing chain; and b) use aeronautical information exchange models and data exchange models designed to be globally interoperable. 15.3.6 QUALITY MANAGEMENT SYSTEM 15.3.6.1 Quality management systems shall be implemented and maintained encompassing all functions of an AIS, as outlined in 15.2.2. The execution of such quality management systems shall be made demonstrable for each function stage. 15.3.6.2 Quality management shall be applicable to the whole aeronautical data chain from data origination to distribution to the next intended user, taking into consideration the intended use of data. 15.3.6.4 Within the context of the established quality management system, the competencies and the associated knowledge, skills and abilities required for each function shall be identified, and personnel assigned to perform those function shall be appropriately trained. Processes shall be in place to ensure that personnel possess the competencies required to perform specific assigned functions. Appropriate records shall maintained so that the qualifications of personnel can be confirmed. Initial and periodic assessments shall be established that require personnel to demonstrate the required competencies. Periodic assessments of personnel shall be used as a means to detect and correct shortfalls in knowledge, skills and abilities. 15.3.6.5 Each quality management system shall include the necessary policies, processes and procedures, including those for the use of metadata, to ensure and verify that aeronautical data is traceable throughout the aeronautical information data chain so as to allow any data anomalies or errors detected in use to be identified by root cause, corrected and communicated to affected users. 15.3.7 HUMAN FACTORS CONSIDERATIONS 15.3.7.1 The organization of an AlS as well as the design, contents, processing and distribution of aeronautical data and aeronautical information shall take into consideration human factors principles which facilitate their optimum utilization. 15.3.7.2 Due consideration shall be given to the integrity of information where human interaction is required and mitigating steps taken where risks are identified. 15.4 SCOPE OF AERONAUTICAL DATA AND AERONAUTICAL INFORMATION 15.4.1 SCOPE OF AERONAUTICAL DATA AND AERONAUTICAL INFORMATION 15.4.1.1 The aeronautical data and aeronautical information to be received and managed by the aeronautical information service (AIS) shall include at least the following sub-domains: a) National regulations, rules and procedures; b) Aerodromes and heliports; c) Airspace; d) Air traffic services (ATS) routes; e) Instrument flight procedures; f) Radio navigation aids/systems; g) Obstacles; terrain; and geographic information. 15.4.1.2 Determination and reporting of aeronautical data shall be in accordance with the accuracy and integrity classification required to meet the needs of the end-user of aeronautical data. 15.4.2 METADATA 15.4.2.1 Metadata shall be collected for aeronautical data processes and exchange points. 15.4.2.2 Metadata collection shall be applied throughout the aeronautical information data chain, from origination to distribution to the next intended user. PART 6 15.5 AERONAUTICAL INFORMATION PRODUCTS AND SERVICES 15.5.2 AERONAUTICAL IN A STANDARDIZED PRESENTATION 15.5.2.1 Aeronautical information provided in a standardized presentation shall include the aeronautical information publication (AIP), AlP Amendments, AIP Supplements, AIC, NOTAM and aeronautical charts. 15.5.2.1.1 The AIP, AIP Amendment, AIP Supplement and AIC shall be provided on paper and/or as an electronic document. 15.5.2.2 AERONAUTICAL INFORMATION PUBLICATIONS 15.5.2.2.1 ΑIP shall include: a) a statement of the competent authority responsible for the air navigation facilities, services or procedures covered by the AIP; b) the general conditions under which the services or facilities are available for international use; c) A list of significant differences between the national regulations and practices of the State and the related ICAO Standards, Recommended Practices and Procedures, given in a form that would enable a user to differentiate readily between the requirements of the State and the related ICAO provisions; d) the choice made by a State in each significant case where an alternative course of action is provided for ICAO Standards, Recommended Practices and Procedures. 15.5.2.3 AIP SUPPLEMENT 15.5.2.3.1 A checklist of valid AlP Supplements shall be regularly provided. 15.5.2.4 AERONAUTICAL INFORMATION CIRCULARS 15.5.2.4.1 An AIC shall be used to provide: a) a long-term forecast of any major change in legislation, regulations, procedures or facilities; or b) information of a purely explanatory or advisory nature liable to affect flight safety; or c) information or notification of an explanatory or advisory nature concerning technical, legislative or purely administrative matters. 15.5.2.5 AERONAUTICAL CHARTS 15.5.2.5.1 The aeronautical charts listed below shall, when available for designated international aerodromes/heliports, form part of the AlP, or be provided separately to recipients of the AIP: a) Aerodrome/Heliport Chart — ICAO: b) Aerodrome Ground Movement Chart — ICAО; c) Aerodrome Obstacle Chart — ICAO Туре А; d) Aerodrome Obstacle Chart - ICAO Type B (when available ); e) Aerodrome Terrain and Obstacle Chart ICAO (Electronic); f) Aircraft Parking/Docking Chart — ICAO; g) Area Chart — ICAO;  h) ATC Surveillance Minimum Altitude Chart — ICAO; i) Instrument Approach Chart - ICAO; j) Precision Approach Terrain Chart - ICAO k) Standard Arrival Chart - Instrument (STAR) - ICAO; l) Standard Departure Chart — Instrument (SID) - ICAO; and m) Visual Approach Chart — ICAO. 15.5.2.5.2 The enroute chart - ICAO shall, when available, form part of the AlP, or be provided separately to recipients of the AlP. 15.5.2.5.3 The aeronautical charts listed below shall, when available, be provided as aeronautical information products: a) World Aeronautical Chart — ICAO 1:1 000 000: b) Aeronautical Chart — ICAO 1:500 000; c) Aeronautical Navigation Chart - ICAO Small Scale; d) Plotting Chart - ICAO chart; and e) ATC Surveillance Minimum Altitude Chart — ICAO. 15.5.3 DIGITAL DATA SETS 15.5.3.1 GENERAL 15.5.3.1.1 Digital data shall be in the form of the following data sets: a) AIP data set: b) terrain data sets: c) obstacle data sets; d) Aerodromes mapping data sets; and e) instrument flight procedure data sets. 15.5.3.2 AIP DATA SET 15.5.3.2.1 An AIP data set should be provided covering the extent of information as provided in the AIP. 15.5.3.2.2 When it is not possible to provide a complete AIP data set, the data subset(s) that are available should be provided. 15.5.3.2.3 The AlP data set shall contain the digital representation of aeronautical information of lasting character (permanent information and long duration temporary changes) essential to air navigation. 15.5.3.3 TERRAIN AND OBSTACLE DATA SETS 15.5.3.3.1 The coverage areas for terrain and obstacle data sets shall be specified as: - Area 1: the entire territory of the Philippines; - Area 2: within the vicinity of an aerodrome, subdivided as follows: - Area 2a: a rectangular area around a runway that comprises the runway strip plus any clearway that exists;  - Area 2b: an area extending from the ends of Area 2a in the direction of departure, with a length of 10 km and as play of 15 per cent to each side; - Area 2c: an area extending outside Area 2a and Area 2b at a distance of not more than 10km from the boundary of area 2a: and - Area 2d: an area outside Areas 2a, 2b and 2c up to a distance of 45km from the aerodrome reference point, or to an existing terminal control area (TMA) boundary, whichever is nearest; - Area 3: the area bordering an aerodrome movement area that extends horizontally from the edge of a runway to 90m from the runway centerline and 50m from the edge of all other parts of the aerodrome movement area; and - Area 4: the area extending 900 m prior to the runway threshold and 60m each side of the extended runway center line in the direction of the approach on a precision approach runway, Category II or III. 15.5.3.3.2 Where the terrain at a distance greater than 900m (3000 ft) from the runway threshold is mountainous or otherwise significant, the length of Area 4 should be extended to a distance not exceeding 2000m (6500 ft) from the runway threshold 15.5.3.3.3 TERRAIN DATA SETS 15.5.3.3.3.1 Terrain data sets shall contain the digital representation of the terrain surface in the form of continuous elevation values at all intersections (points) of a defined grid, referenced to common datum. 15.5.3.3.4 OBSTACLES DATA SETS 15.5.3.3.4.5 For aerodromes regularly used by international civil aviation, obstacle data shall be provided for: a) Area 2a for those obstacles that penetrate an obstacle data collection surface outlined by a rectangular area around a runway that comprises the runway strip plus any clearway that exists. The Area 2a obstacle collection surface shall have a height of 3m above the nearest runway elevation measured along the runway center line, and for those portions related to a clearway, if one exists, at the elevation of the nearest runway end; b) objects in the take-off flight path area which project above a plane surface having a 1.2 percent slope and having a common origin with the take-off light path area; and c) penetrations of the aerodrome obstacle limitation surfaces. 15.5.3.3.4.6 For аerodromes regularly used by international civil aviation, obstacle data should be provided for Areas 2b, 2c and 2d for obstacles that penetrate the relevant obstacle data collection surface specified as follows: a) Area 2b: an area extending from the ends of Arca 2a in the direction of departure, with a length of 10 kim and a splay of 15 percent to each side. The Area 2b obstacle collection surface has a 1.2 percent 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 kn and a splay of 15 percent to each side; b) 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. The Area 2c obstacle collection surface has a 1.2 percent 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 has the elevation of the point of Area 2a at which it commences; and c) Area 2d: an area outside 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. The Area 2d obstacle collection surface has a height of 100m above ground; except that data need not be collected for obstacles less than a height of 3m above ground in Area 2b and less than a height of 1.5m above ground in Area 2c. 15.5.3.4. ΑERODROME MAPPING DATA SETS 15.5.3.4.1 Aerodrome mapping data sets shall contain the digital representation of aerodrome features. 15.5.3.4.2 Aerodrome mapping data sets should be made available for aerodromes regularly used by international civil aviation. 15.5.3.5 INSTRUMENT FLIGHT PROCEDURES DATA SETS 15.5.3.5.1 Instrument flight procedure data sets shall contain the digital representation of instrument flight procedures. 15.5.3.5.2 Instrument flight procedure data sets shall be made available for aerodromes regularly used by international civil aviation. 15.5.4 DISTRIBUTION SERVICES 15.5.4.1 GENERAL 15.5.4.1.1 Aeronautical information products shall be distributed to authorized users who request them. 15.5.4.1.2 AΙΡ, AIP Amendments, AIP Supplements and AiC shall be made available by the most expeditious means. 15.5.4.1.3 Global communication networks such as the Internet should, whenever practicable, be employed for the provision of aeronautical information products. 15.5.4.2 NOTAM DISTRIBUTION 15.5.4.2.1 NOTAM shall be distributed on the basis of a request. 15.5.4.2.2 ΝΟΤAM shall be prepared in conformity with there relevant provisions of the ICAO communication procedures. 15.5.4.2.3 The aeronautical fixed service (AFS) shall, whenever practicable, be employed for NOTAM distribution. 15.5.4.2.4 When a NOTAM is sent by means other than the AFS, a six-digit date-time group indicating the date and time of NOTAM originalion, and the identification of the originator shall be used, preceding the text. The originating State shall select the NOTAM that are to be given international distribution. 15.5.4.2.5 International exchange of NOTAM shall take place only as mutually agreed between the international NOTAM offices concerned, and between the NOTAM offices and multinational NOTAM processing units. 15.5.4.2.6 The originating State shall, upon request, grant distribution of NOTAM series other than those distributed internationally. 15.5.5 PRE-FLIGHT INFORMATION SERVICE 15.5.5.1 For any aerodrome/heliport used for international air operations, aeronautical information relative to the route stages originating at the aerodrome/heliport shall be made available to flight operations personnel, including flight crews and services responsible for pre-flight information. 15.5.5.2 Aeronautical information provided for pre-flight planning purposes shall include information of operational significance from the elements of aeronautical information products. 15.5.6 POST-FLIGHT INFORMATION SERVICE 15.5.6.1 For any aerodrome/heliport used for international air operations, arrangements shall be made to receive information concerning the state and operation of air navigation facilities or services noted by flight crews. 15.5.6.2 The arrangements specified in 15.5.6.1 shall ensure that such information is made available to the aeronautical information services (AIS) for distribution as the circumstances necessitate. 15.5.6.3 For any acrodrome/heliport used for international air operations, arrangement shall be made to receive information concerning the presence of wildlife hazards observed by flight crews. 15.5.6.4 The information about presence of wildlife hazards shall be made available to the aeronautical information services for distribution as the circumstances necessitate.