International Civil Aviation Organization Airport PDF

International Civil Aviation Organization Airport (ICAO) A type of aerodrome intended to be used for the The ICAO Council first adopted the Standard and landing and take-off of airplanes. Recommended Practices (SARPs) for...

International Civil Aviation Organization Airport (ICAO) A type of aerodrome intended to be used for the The ICAO Council first adopted the Standard and landing and take-off of airplanes. Recommended Practices (SARPs) for Aerodromes in 1951, which evolved to become the Annex 14 to It is used for Commercial Air Transport. the Chicago Convention. A certified aerodrome that meets the ICAO In 1990, the Annex 14 split into two (2) volumes: standards. Volume 1 – Aerodrome Design and Operations Volume 2 – Heliports Types of Aerodrome Annex 14 provides the basic specification for Air Base – an aerodrome with facilities used to aerodrome design and operations. support military aircraft and crew. Knowledge of aerodrome standards is necessary Air Strip – A small aerodrome that consists of a for all personnel who are charged with duties runway and a small terminal for passengers or associated with regulation and operation of sometimes refueling facility. Mostly in remote aerodromes. locations and privately-owned islands. Heliport – a specially designed aerodrome What is an AERODROME? intended for the operation of helicopters and various types of vertical lift aircraft. A defined area on land or water (including any building, installation, and equipment) intended to be Water Aerodrome – an area of open water used used either wholly or in part for the arrival, by seaplanes, floatplanes, or any amphibious departure and surface movement of aircraft. aircraft for landing and taking off. It refers to a place from which aircraft’s flight operations are functioned, regardless of whether Airport Identification they are passengers, cargo or neither. This can be large commercial airports, small general aviation Airports are identified using the ICAO and IATA airfields or military airbases. codes. What is the difference between Aerodrome and ICAO Code Airport? – is a FOUR – LETTER code designating airports Aerodrome around the world defined by the International Civil Aviation Organization (ICAO). These codes are Any place that is intended to be used for Aircraft used for air traffic control, airline operations, and Flight operations. flight planning. Examples: CYYZ – Toronto Pearson International Airport (Ontario, Canada) KATL – Hartsfield-Jackson Atlanta International Landside Airport (Atlanta, Georgia, US) SBGR – São Paulo-Guarulhos International Airport The unsecured portion of the airport which is (São Paulo, Brazil) generally open to the public. EGLL – Heathrow Airport (United Kingdom) It includes roadways, parking area and walkways, RPVM – Mactan-Cebu International Airport (Cebu, and the unrestricted part of the airport terminal Philippines) building. “ R P VM ” The landside of the airport ends at the security checkpoint within the terminal building. The first letter is allocated by continent and represents a country or group of countries within that continent. Airside The second letter generally represents a country The secured portion of the airport beginning with within that region. the security checkpoint inside the terminal building and extending to the perimeter of the entire The remaining two (third and fourth letters) are aerodrome. used to identify each airport. It also includes boarding gates, apron, taxiways, runways, control tower, hangars, and other IATA Code buildings. – It is a THREE – LETTER code designating Terminal airports around the world defined by the Is used for the processing of passengers before International Air Transport Association (IATA). This embarking and after disembarking is used by the general public for airport and airline timetables, baggage handling, and reservations. Ramp / Apron It is the area used for servicing of the aircraft. It is Examples: where an aircraft park during loading and unloading YYZ – Toronto Pearson International Airport of passengers and cargo. Also called as “Aircraft (Ontario, Canada) Parking Bay” ATL – Hartsfield-Jackson Atlanta International Airport (Atlanta, Georgia, US) Taxiway GRU – São Paulo-Guarulhos International Airport It used to connect the apron/ramp and the runway. (São Paulo, Brazil) It is used for aircraft ground movement around the LHR – Heathrow Airport (United Kingdom) airport CEB – Mactan-Cebu International Airport (Cebu, Philippines) Airport Components Airport Planning Airports are divided into two (2) main parts: The emphasis in airport planning is normally on the expansion and improvement of existing airports. However, if an existing airport cannot be expanded If any sites are eliminated from further to meet the future demands or the need for a new consideration, thorough documentation of the airport is identified in an airport system plan, a reasons for that process to select a new airport site may be decision is recommended. required. The remaining potential sites should then undergo a detailed comparison using comprehensive Airport Site Selection evaluation criteria. While the criteria will vary, the following is typically considered: The scope of the site selection process will vary with size, complexity, and role of the new airport, 1. Operational Capability but there are basically three steps. Airspace Conditions Obstructions Identification Weather Screening 2. Capacity Potential Available land Selection Suitability for construction 3. Ground Access Identification Distance from the demand of aviation services Criteria is developed that will be used to evaluate different sites and determine if a site can function Regional Highway Infrastructure as an airport and meets the needs of the Available Public Transportation Modes community and users. 4. Development Costs Identify the land area and basic facility Terrain requirements for the new airport. Land Costs Land Values Part of this analysis will be a definition of airport Soil Conditions roles if more than two airports serve the region. Availability of Utilities Sites should be within a certain radius or distance from the existing airport or community, or that sites 5. Environmental Consequences should be relatively flat. Aircraft Noise Air Quality Several potential sites that meet the criteria are Ground Water Run-off identified. Existence of Endangered Species, Cultural Artifacts, Historical Features Relocation of Families and Businesses Screening Changes in Socio-Economic Characteristics Once sites are identified, a screening process can 6. Compatibility with Area Wide Planning be applied to each site. An evaluation of all Impact on Land Use potential sites that meet the initial criteria should be Effect on comprehensive land-use plans conducted. and transportation plans at the local and regional level. Selection 5. Topography While a weighting of the evaluation criteria and This includes natural features like ground contours, weighted ratings or ranking of the alternative sites trees, streams, etc. is often used in selecting a site, caution must be used in applying this technique since it introduces an element of sensitivity into the analysis. 6. Wind The process should focus on providing decision Runway is so oriented that landing and takeoff is makers with information on the various sites in a done by heading into the wind. manner that is understandable and unbiased. 7. Obstructions Factors for the Selection of a Suitable Site for a Major Airport Installation: When an aircraft is landing or taking off, it loses, or gains altitude more slowly as compared to its 1. Regional Plan forward speed. The site selected should fit well into the regional Long clearance areas are provided on either side of plan thereby forming it an integral part of the runway known as approach areas over which national network airport. aircraft can safely lose or gain altitude. 2. Airport Use 8. Visibility The selection of site depends upon the use of an Poor visibility lowers the traffic capacity of the airport. Whether civilian or military operations. airport. The site selected should therefore be free from visibility reducing conditions like fog, smoke or haze. 3. Proximity to other Airports The site should be selected at a considerable 9. Noise Nuisance distance from the existing airports so that the aircraft landing in one airport does not interfere with The extent of noise nuisance depends upon the the movement of aircraft at other airports. The climb out path of aircraft type, of engine propulsion required separation between the airports mainly and the gross weight of the aircraft. depends upon the volume of air traffic. The site should be selected that the landing and takeoff paths of the aircraft pass over the land 4. Ground Accessibility which is free from residential or industrial development. The site to be selected should be readily accessible to other users. The time to reach the airport is an important consideration especially for short haul operations. 10. Grading, Drainage, and Soil Selected for aerodrome planning purposes, the Characteristics code shall be determined in accordance with the characteristics of the aeroplane for which an Grading and drainage play an important role in the aerodrome facility is intended. construction and maintenance of airport which in turn influences the site selection. Element 1 The original ground profile of a site together with any grading operations determine the shape of an is a number (1 – 4) based on the aeroplane airports area and the general pattern of the reference field length (ARFL). drainage system. Aeroplane Reference Field Length (ARFL) is Sites with high water table which may require costly the minimum field length required for take-off at subsoil drainage should be avoided. maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate 11. Future Development aeroplane flight manual prescribed by the certificating Considering that the air traffic volume will continue authority or equivalent data from the aeroplane to increase in the future, more number of runways manufacturer. may have to be provided for an increased traffic. Element 2 12. Availability of Utilities is a letter (A – F) based on the aeroplane wingspan Water, electricity, and communication. (WS) and the outer main gear wheel span (OMG / OMGWS). 13. Economic Considerations Business, occupancy, lease rates, and property prices. Aerodrome Reference Code The intent of the reference code is to provide a simple method for interrelating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities that are suitable for the aeroplanes that are intended to operate at the aerodrome. An aerodrome reference code is composed of two elements — code number and letter — which are related to the aeroplane performance characteristics and dimensions.  is one of the units of CAAP responsible for collecting, collating, editing, and publishing aeronautical information/data. Aeronautical data is a representation of aeronautical facts, concepts, or instructions in a formalized manner suitable for communication, interpretation or processing. Aeronautical information are information resulting from the assembly, analysis and formatting of aeronautical data. It is published by the AIS as an integrated Aeronautical Information package consisting of the following elements: Aeronautical Information Publication (AIP) – A publication issued by and with the authority of the AIS and containing aeronautical information of a lasting character essential to air navigation. AIP Amendment – Permanent changes to the information contained in the AIP. AIP Supplement – Temporary changes to the information contained in the AIP which are published by means of special pages. NOTAM – A notice distributed by Aerodrome Information for AIP telecommunication means containing information concerning the establishment, condition or change The Aeronautical Information Service (AIS) is a in any aeronautical facility, service, procedure or service established within the defined area of hazard, the timely knowledge of which is essential coverage responsible for the provision of to personnel concerned with flight operations. aeronautical information/data necessary for the safety, regularity and efficiency of air navigation. Pre-flight information bulletin (PFIB) – A presentation of current NOTAM information of ICAO Annex 15 operational significance, prepared prior to flight. specifies that each Contracting State must provide Aeronautical Information Circular (AIC) – a an aeronautical information service (AIS) or notice obtaining information which relates to flight delegate this to an appropriate non-governmental safety, air navigation, technical, administrative or agency. legislative matters. AIS Philippines Aerodrome Diagram – An aerodrome diagram must be provided to illustrate, as appropriate:  currency of Type A charts, if provided. layout of runways, taxiways and apron(s); nature of the runway surfaces; designations and length of runways; Movement Area – This information must include for each runway designation: designations of the taxiways, where applicable; aerodrome reference code number; location of illuminated and non-illuminated runway bearings - in degrees magnetic; wind runway length and surface type; direction indicators; location of the aerodrome reference point; runway pavement strength rating; runway and runway strip width; the direction and distance to the nearest runway slope; town; location of terminal buildings; and runway declared distances; location of helipads. elevation of the midpoint of runway threshold, for instrument runways; Aerodrome Operation – This information must runway strip, RESA, stopway; and include: clearway. name, address, telephone and facsimile numbers of the aerodrome operator; including after-hours contacts; Clearway – Length to the nearest meter or foot, ground profile. aerodrome usage, public or private; and aerodrome charges, where notification is Lighting Systems – This information must include: desired. lighting systems for runways; approach lighting system; Aerodrome Location – This information must visual approach slope indicator system; include: aerodrome beacon; name of aerodrome; lighting systems for taxiways; World Aeronautical Chart (WAC) number, if any other lighting systems; and known; latitude and longitude, based on the visual aids. aerodrome reference point; Navigational Aids – Details of any navigation aid magnetic variation; provided by the aerodrome operator. time conversion-universal time coordinated (UTC) plus Rescue and Firefighting Services – The category local time difference; of aerodrome-based rescue and firefighting aeronautical location code indicator, if services provided by CAAP or the aerodrome known; operator. aerodrome elevation; and Ground Services – This information must include: Nature of Runway Surface – The runway surface type must be notified as either: fuel suppliers and their contact details, bitumen seal; including after hours; asphalt; automatic weather information broadcast if provided by aerodrome operator; and concrete; any other services available to pilots. gravel; grass; Special Procedures – Include any special natural surface. procedures unique to the aerodrome, which pilots need to be advised. Runway Bearing and Designation – The bearing of runways must be determined in degrees Notices – Include important cautionary or magnetic. Runways are normally designated in administrative information relating to the use of the relation to their magnetic direction, rounded off to aerodrome. the nearest 10 degrees and stated in two figure combinations, e.g. RWY 06, RWY 24. To avoid The boundaries of the air traffic control service. potential identification confusion, the combination 13/31 shall not be used without prior CAAP approval. Standards for determining Aerodrome Runway Length – The aerodrome operator must Information provide the physical length of runways in whole numbers of meters and feet, with feet bracketed. Aerodrome Reference Point (ARP) Runway Width – Determine the physical width of The aerodrome reference point shall be established each runway and provide the information in whole for an aerodrome. It shall be located near the initial numbers of meters. or planned geometric center of the aerodrome and shall normally remain where first established. Its position shall be measured and reported to Runway Strip, RESA, Stopway – Length and AIS-CAAP in degrees, minutes, and seconds. width to the nearest meter or foot, surface type; and arresting system – location (which runway end) and Example: description. ARP Coordinates of RPLL – 14°30’36.0”N, 121°00’49.0”E Runway Strip Width – For non-instrument runways, provide the full width of graded strip. For Aerodrome Elevation an instrument runway, provide the full width of runway strip which must include the graded portion Must be at the highest point of the landing area, and the flyover portion (if any), in whole numbers of above mean sea level. Aerodrome elevation must meters. be reported in feet, based on the Philippines mean sea level datum to an accuracy of one foot. Example: Elevation of RPLL – 75 ft Runway Slope – Determine the slope of runways, Takeoff Run Available (TORA) by taking the difference between the maximum and minimum elevation along the centerline and defined as the length of runway available for the dividing the result by the runway length. Slope must ground run of an aeroplane taking off. This is be expressed as a percentage, to the nearest one normally the full length of the runway; neither the tenth of a percent, indicating the direction of stopway (SWY) nor clearway (CWY) are involved. descent. Where there are significant multiple slope changes along the runway, slopes over individual TORA = Length of RWY segments must be provided over the length of the runway. Takeoff Distance Available (TODA) Taxiway Designation, Width and Surface Type – is defined as the distance available to an aeroplane A single letter must be used without numbers to for completion of its ground run, lift-off and initial designate each main taxiway. Alpha-numeric climb to 35 ft. This will normally be the full length of designators may be used for short feeder taxiways. the runway plus the length of any CWY. Where there is no designated CWY, the part of the runway strip between the end of the runway and the Location and designation of standard taxi-routes. runway strip end is included as part of the TODA. TODA = TORA + CWY Apron – surface type and strength of apron and ramps. Clearway Declared Distances rectangular area beyond the runway. Declared distances are the available operational distances notified to a pilot for take-off, landing or safely aborting a take-off. These distances are used to determine whether the runway is adequate for the proposed landing or take-off or to determine the maximum payload permissible for a landing or take-off. The following distances in meters with feet equivalent shown in brackets, must be determined for each runway direction. take-off run available (TORA); take-off distance available (TODA); accelerate stop distance available (ASDA); and Accelerate Stop Distance Available (ASDA) landing distance available (LDA). is defined as the length of the take-off run available plus the length of any SWY. Any CWY is not involved. ASDA = TORA + SWY  Pavement Strength Stopway It is necessary to know if the characteristics of the may be provided at the end of a runway on which aircraft’s loads are not in conflict with the bearing an aeroplane may be stopped in the case of an strength of the runway. aborted take-off. Numerous methods have been set up to compare the effect of the aircraft weight on the pavement and the bearing capacity of the runway (44 methods in USA in the 80’s). In 1982, ICAO developed the ACN/PCN method (aircraft weight above 5.7 t), which has now become the common reference (Appendix 14). Aircraft less than 5,700 kg maximum take-off mass. The bearing strength of a pavement intended for aircraft of 5,700 kg mass or less, must be made available by reporting the following information: maximum allowable aircraft mass; and Landing Distance Available (LDA) maximum allowable tire pressure. is defined as the length of runway available for the Example: 4800 kg / 0.60 MPa ground run of a landing aeroplane. The LDA commences at the runway threshold. Neither SWY Aircraft greater than 5,700 kg maximum take-off nor CWY are involved. mass. Report the bearing strength of pavements intended for aircraft greater than 5,700 kg mass, in LDA = Length of RWY (if THR is not displaced) accordance with the Aircraft Classification Number/Pavement Classification Number (ACN/PCN) system; reporting all of the following information: the pavement classification number (PCN); (PCN is a figure which expresses the bearing capacity of a pavement for unlimited operations.) pavement type for ACN-PCN determination; subgrade strength category; maximum allowable tire pressure category; evaluation method. Information on pavement type for ACN-PCN determination, sub grade strength category, maximum tire pressure category and evaluation method must be reported using the following codes: i. pavement type for ACN-PCN determination representing all CBR values below 4 for flexible Pavement Type Code pavements. Rigid Pavement R Flexible Pavement F ii. maximum allowable tire pressure category Unlimited W No limit High X 1.75 MPa Medium Y 1.25 MPa Low Z 0.50 MPa ii. evaluation method ii. subgrade strength category Technical evaluation Characterized by a K value of T Representing a specific study of the 150 MN/m3 and representing pavement characteristics and application all K values above 120 of pavement behavior technology. MN/m3 for rigid pavements, High Strength, A and by CBR 15 and Using aircraft experience representing all CBR values 150; 120 + MN/m3 above 13 for flexible U Representing knowledge of the specific CBR 15 (rigid) pavements. type and mass of aircraft satisfactorily 13+ (flex) being supported under regular use. Characterized by a K value of 80 MN/m3 and representing a range in K of 60 to120 Examples: Medium MN/m3 for rigid pavements, Strength, B and by CBR 10 and The bearing strength of a rigid pavement, resting 80; 60-120 MN/m3 representing a range in CBR on a medium strength subgrade, has been CBR 10 (rigid) of 8 to 13 for flexible assessed by technical evaluation to be PCN 80 and pavements. 8-13 (flex) there is no tire pressure limitation. What would be Characterized by a K value of the reported information? 40 MN/m3 and representing a range in K of 25 to 60 PCN 80 R / B / W / T Low Strength, C MN/m3 for rigid by CBR 6 40; 25-60 MN/m3 and representing a range in CBR of 4 to 8 for flexible CBR 6 (rigid) The bearing strength of a flexible pavement, built 8-13 (flexible) pavements. on a high strength subgrade, has been assessed Characterized by a K value of by using aircraft experience to be PCN 40 and the 20 MN/m3 and representing maximum tire pressure allowable is 1.25 MPa. The Ultra Low all K values below 25 MN/m3 reported information would be? Strength, D for rigid pavements, and by CBR 3 and PCN 40 F / A / Y / U 20; 25 below MN/m3 CBR 3 (rigid) 4 below (flex) The PCN reported will indicate that an aircraft with ACN/PCN comparison an aircraft classification number (ACN) equal to or less than the reported PCN can operate on the 61 (ACN) < 80 (PCN) pavement subject to any limitation on the tire pressure, or aircraft all-up weight for specified No operating restriction. B747-400 can operate on aircraft type(s). the runway. Examples: Can an Airbus A321-100 with a weight variant of WV004 operate on a runway with a pavement A runway pavement with a strength of PCN 80 strength of PCN 40 F/A/Y/U? R/B/W/T is subject to B747-400 with all up mass limitation of 390,000 kg. Determine if the aircraft Runway: PCN 40 F/A/Y/U can operate on the runway. Aircraft: A321-100 (WV004) Runway: PCN 80 R/B/W/T MTW (WV004) = 78,400 kg Aircraft: B747-400 Maximum Taxi Weight (MTW) = 390,000 kg Can an Airbus A321-100 with a weight variant of WV004 operate on a runway with a pavement strength of PCN 40 F/A/Y/U? Runway: PCN 40 F/A/Y/U Aircraft: A321-100 (WV004) MTW (WV004) = 78,400 kg ACN graph: PCN 40 F/A/W/T ACN = 41.7 ACN/PCN comparison 41.7 (ACN) > 40 (PCN) A runway pavement with a strength of PCN 80 There is a restriction. The aircraft cannot operate R/B/W/T is subject to B747-400 with all up mass on the runway. limitation of 390,000 kg. Determine if the aircraft can operate on the runway. Runway: PCN 80 R/B/W/T Aircraft: B747-400 Maximum Taxi Weight (MTW) = 390,000 kg ACN graph: PCN 80 R/B/W/T ACN = 61  Standards for determining Aerodrome Intersection Departure Take-off Distances Information Available At an aerodrome where air traffic procedures Aerodrome Reference Temperature include runway/taxiway intersection departures, the take-off distances available from each relevant Aerodrome reference temperature shall be taxiway intersection must be determined and determined for an aerodrome in degrees Celsius. It declared. The method of determining the take-off shall be the monthly mean of the daily maximum distances available at an intersection is similar to temperatures for the hottest month of the year (the that used at a runway end. This is to ensure that hottest month being that which has the highest the same performance parameters (for example, monthly mean temperature). This temperature shall line-up allowance) may be consistently applied for be averaged over a period of years. the line-up maneuver, whether entering the runway at the runway end or from some other intersection. Aerodrome and Runway Elevations Declared distances for an intersection must be measured from a perpendicular line commencing at The aerodrome elevation and geoid undulation at the taxiway edge that is farther from the direction of the aerodrome elevation position shall be take-off. Where take-offs may be conducted in measured to an accuracy of one-half meter or one either direction, the starting point of the declared foot and reported to AIS-CAAP. distances for each direction will be the perpendicular line commencing from the respective For aerodromes used for non-precision approaches edges of the taxiway farther from the direction of the elevation of each runway end and any take-off. An example format for notifying significant high and low points along the runway intersection departure information is as follows: shall be measured to an accuracy of one-half meter or one foot and reported to AIS-CAAP. RWY 16 – TKOF from TWY E: RWY remaining 2345 (7694) reduce all DECL DIST by 1312 (4305). For precision instrument runways, the elevation of the midpoint of each runway threshold, (the elevation of the threshold) and the highest point of Aerodrome Obstruction Charts – Type A the touchdown zone shall be measured to an accuracy of one-half meter or one foot and reported Where a Type A Chart is prepared, information to AIS-CAAP. about the currency of the Chart in the form of a date of preparation or edition/issue number must be provided. Fences or Levee Banks If a fence or levee bank is located so close to a runway strip end such that a take-off gradient is so large as to be meaningless; the take-off gradient can be based on the next obstacle within the take-off area. In this case, a note must be provided advising that the fence or levee bank has not been taken into account in the calculation of TODA gradients. The note must also advise the location and height of the fence or levee bank.  LIRL - Low intensity runway lights One Direction Runways (omni-directional, single stage of intensity). Where a runway direction cannot be used for MIRL - Medium intensity runway lights takeoff or landing, or both, the appropriate declared (omni-directional, three stages of intensity). distance(s) must be shown as ‘nil’, along with an appropriate note, for example: ‘TKOF 14 and LAND HIRL - High intensity runway lights (unidirectional, 32 not AVBL due surrounding terrain’. five or six stages of intensity; lower intensity stages may be omni-directional). Visual Aids RTIL - Runway threshold identification lights (flashing white). Approach procedures, marking and lighting of runways, taxiways and aprons, other visual RCLL - Runway centerline lights. guidance and control aids on taxiways and aprons, including taxi-holding positions and stop bars, and RTZL - Runway touchdown zone lights. location and type of visual docking guidance systems. AL - Approach lights (other than high intensity). SFL - Sequenced flashing lights. Navigation Aids Where the aerodrome operator provides a HIAL-CAT I - High intensity approach lights-CAT I. navigation aid, the location coordinates and operating frequency must be provided. The location HIAL-CAT II or III - High intensity approach coordinates must be notified in degrees, minutes lights-CAT II or III. and tenths of a minute, based on the World Geodetic System – 1984 (WGS-84): T-VASIS - T-pattern visual approach slope indicator system. location and radio frequency of any VOR aerodrome checkpoint; AT-VASIS - Abbreviated (single side) T-pattern visual slope approach slope indicator system. distances to the nearest meter or foot of localizer and glide path elements PAPI - PAPI visual approach slope indicator comprising aninstrument landing system system. (ILS) in relation to the associated runway extremities ABN - Aerodrome beacon with color and flashing rate. Lighting Systems HIOL - High intensity obstacle lights (flashing white). Provide information of aerodrome lighting systems by using the following abbreviations: MIOL - Medium intensity obstacle lights (flashing red). SDBY PWR AVBL - Standby power available. LIOL - Low intensity obstacle lights (steady red). PTBL - Portable or temporary lights (flares or battery). Taxiways - Centerline lights are green, and edge lights are blue. Notices Area 3 shall be measured and reported to AIS-CAAP in degrees, minutes, seconds and tenths Significant local data may include the following: of seconds. In addition, the top elevation, type, marking and lighting (if any) of obstacles shall also animal or bird hazard; be reported. aircraft parking restrictions; aerodrome obstacles in the circuit area; aircraft to avoid over-flying certain areas such as mine blasting areas; and other aviation activity such as ultra-light, or glider operations in the vicinity. Pre-flight Altimeter Check Location One or more pre-flight altimeter check locations shall be established for an aerodrome. A pre-flight check location should be located on an apron; 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 3 m (10 ft) of the average elevation for that location. Geographical Coordinates The geographical coordinates of: each threshold; appropriate taxiway centerline points; and each aircraft stand shall be measured and reported to AIS-CAAP in degrees, minutes, seconds and hundredths of seconds. The geographical coordinates of obstacles in Area 2 (the part within the aerodrome boundary) and in