Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5897

b) if a stopway is not to be provided, the runway length is the landing distance required, or if it is greater, the accelerate-stop distance required, which corresponds to the lowest practical value of the decision speed. The excess of the take-off distance required over the runway length may be provided as clearway, usually at each end of the runway. 2.9 In addition to the above consideration, the concept of clearways in certain circumstances can be applied to a situation where the take-off distance required for all engines operating exceeds that required for the engine failure case. 2.10 The economy of a stopway can be entirely lost if, after each usage, it must be regraded and compacted. Therefore, it should be designed to withstand at least a certain number of loadings of the aeroplane which the stopway is intended to serve without inducing structural damage to the aeroplane. 3. Calculation of declared distances 3.1 The declared distances to be calculated for each runway direction comprise: the take-off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA), and landing distance available (LDA). 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-3 25/11/04 3.2 Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity of the runway, the four declared distances should normally be equal to the length of the runway, as shown in Figure A-1 (A). 3.3 Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway, as shown in Figure A-1 (B). 3.4 Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway, as shown in Figure A-1 (C). 3.5 Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced, as shown in Figure A-1 (D). A displaced threshold affects only the LDA for approaches made to that threshold; all declared distances for operations in the reciprocal direction are unaffected. 3.6 Figures A-1 (B) through A-1 (D) illustrate a runway provided with a clearway or a stopway or having a displaced threshold. Where more than one of these features exist, then more than one of the declared distances will be modified — but the modification will follow the same principle illustrated. An example showing a situation where all these features exist is shown in Figure A-1 (E). 3.7 A suggested format for providing information on declared distances is given in Figure A-1 (F). If a runway direction cannot be used for take-off or landing, or both, because it is operationally forbidden, then this should be declared and the words “not usable” or the abbreviation “NU” entered. 4. Slopes on a runway 4.1 Distance between slope changes The following example illustrates how the distance between slope changes is to be determined (see Figure A-2): D for a runway where the code number is 3 should be at least: 15 000 (|x – y| + |y – z|) m |x – y| being the absolute numerical value of x – y |y – z| being the absolute numerical value of y – z Assuming x = + 0.01 Assuming y = –0.005 Assuming z = +0.005 then |x – y| = 0.015 then |y – z| = 0.01 To comply with the specifications, D should be not less than: that is, 15 000 (0.015 + 0.01) m, that is, 15 000 × 0.025 = 375 m 4.2 Consideration of longitudinal and transverse slopes When a runway is planned that will combine the extreme values for the slopes and changes in slope permitted under Chapter 3, 3.1.13 to 3.1.19, a study should be made to ensure that the resulting surface profile will not hamper the operation of aeroplanes. 4.3 Radio altimeter operating area In order to accommodate aeroplanes making auto-coupled approaches and automatic landings (irrespective of weather conditions) it is desirable that slope changes be avoided or kept to a minimum, on a rectangular area at least 300 m long before the threshold of a precision approach runway. The area should be symmetrical about the extended centre line, 120 m wide. When special circumstances so warrant, the width may be reduced to no less than 60 m if an aeronautical study indicates that such reduction would not affect the safety of operations of aircraft. This is desirable because these aeroplanes are equipped with a radio altimeter for final height and flare guidance, and when the aeroplane is above the terrain immediately prior to the threshold, the radio altimeter will begin to provide information to the automatic pilot for autoflare. Where slope changes cannot be avoided, the rate of change between two consecutive slopes should not exceed 2 per cent per 30 m. 5. Runway surface evenness 5.1 In adopting tolerances for runway surface irregularities, the following standard of construction is achievable for short distances of 3 m and conforms to good engineering practice: Except across the crown of a camber or across drainage channels, the finished surface of the wearing course is to be of such regularity that, when tested with a 3 m straightedge placed anywhere in any direction on the surface, there is no deviation greater than 3 mm between the bottom of the straight-edge and the surface of the pavement anywhere along the straight edge. 5.2 Caution should also be exercised when inserting runway lights or drainage grilles in runway surfaces to ensure that adequate smoothness of the surface is maintained. 5.3 The operation of aircraft and differential settlement of surface foundations will eventually lead to increases in surface irregularities. Small deviations in the above tolerances will not seriously hamper aircraft operations. In general, isolated irregularities of the order of 2.5 cm to 3 cm over a 45 m distance are tolerable. Exact information of the maximum acceptable deviation cannot be given, as it varies with the type and speed of an aircraft. 24/11/05 No. 7 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-4 Figure A-1. Illustration of declared distances Note.— All declared distances are illustrated for operations from left to right. Runway extremity Displacement Displacement threshold Clearway 350 m Clearway 580 m Stopway Stopway RUNWAY RUNWAY Threshold Threshold Threshold TORA TODA ASDA LDA TORA TODA ASDA TORA TORA ASDA LDA TORA TODA LDA A B TODA ASDA SWY C CWY CWY D E LDA LDA SWY TODA ASDA 300 m 1 850 m m 1 800 m F RUNWAY TORA ASDA TODA LDA m m m m 2 000 2 000 NU 1 800 2 300 2 350 NU 1 800 2 580 2 350 NU 1 800 1 850 2 000 1 800 NU 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-5 25/11/04 5.4 Deformation of the runway with time may also increase the possibility of the formation of water pools. Pools as shallow as approximately 3 mm in depth, particularly if they are located where they are likely to be encountered at high speed by landing aeroplanes, can induce aquaplaning, which can then be sustained on a wet runway by a much shallower depth of water. Improved guidance regarding the significant length and depth of pools relative to aquaplaning is the subject of further research. It is, of course, especially necessary to prevent pools from forming whenever there is a possibility that they might become frozen. 6. Determining and expressing the friction characteristics of snow- and ice-covered paved surfaces 6.1 There is an operational need for reliable and uniform information concerning the friction characteristics of ice- and snow-covered runways. Accurate and reliable indications of surface friction characteristics can be obtained by friction measuring devices; however, further experience is required to correlate the results obtained by such equipment with aircraft performance, owing to the many variables involved, such as: aircraft mass, speed, braking mechanism, tire and undercarriage characteristics. 6.2 The friction coefficient should be measured if a runway is covered wholly or partly by snow or ice and repeated as conditions change. Friction measurements and/or braking action assessments on surfaces other than runways should be made when an unsatisfactory friction condition can be expected on such surfaces. 6.3 The measurement of the friction coefficient provides the best basis for determining surface friction conditions. The value of surface friction should be the maximum value which occurs when a wheel is slipping but still rolling. Various friction measuring devices may be used. As there is an operational need for uniformity in the method of assessing and reporting runway friction conditions, the measurements should preferably be made with equipment which provides continuous measuring of the maximum friction along the entire runway. Measuring techniques and information on limitations of the various friction measuring devices and precautions to be observed are given in the Airport Services Manual, Part 2. 6.4 A chart, based on results of tests conducted on selected ice- or snow-covered surfaces, showing the correlation between certain friction measuring devices on ice- or snow-covered surfaces is presented in the Airport Services Manual, Part 2. 6.5 The friction conditions of a runway should be expressed as “braking action information” in terms of the measured friction coefficient µ or estimated braking action. Specific numerical µ values are necessarily related to the design and construction of each friction measuring device as well as to the surface being measured and the speed employed. 6.6 The table below with associated descriptive terms was developed from friction data collected only in compacted snow and ice and should not therefore be taken to be absolute values applicable in all conditions. If the surface is affected by snow or ice and the braking action is reported as “good”, pilots should not expect to find conditions as good as on a clean dry runway (where the available friction may well be greater than that needed in any case). The value “good” is a comparative value and is intended to mean that aeroplanes should not experience directional control or braking difficulties, especially when landing. Estimated Measured braking coefficient action Code 0.40 and above Good 0.39 to 0.36 Medium to good 0.35 to 0.30 Medium 0.29 to 0.26 Medium to poor 0.25 and below Poor 6.7 It has been found necessary to provide surface friction information for each third of a runway. The thirds are called Figure A-2. Profile on centre line of runway Point of intersection z Slope Point of intersection x Slope y Slope D 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-6 A, B and C. For the purpose of reporting information to aeronautical service units, section A is always the section associated with the lower runway designation number. When giving landing information to a pilot before landing, the sections are however referred to as first, second or third part of the runway. The first part always means the first third of the runway as seen in the direction of landing. Friction measurements are made along two lines parallel to the runway, i.e. along a line on each side of the centre line approximately 3 m or that distance from the centre line at which most operations take place. The objective of the tests is to determine the mean friction value for sections A, B and C. In cases where a continuous friction measuring device is used, the mean values are obtained from the friction values recorded for each section. The distance between each test point should be approximately 10 per cent of the usable length of the runway. If it is decided that a single test line on one side of the runway centre line gives adequate coverage of the runway, then it follows that each third of the runway should have three tests carried out on it. Test results and calculated mean friction values are entered in a special form (see Airport Services Manual, Part 2). Note.— Where applicable, figures for stopway friction value should also be made available on request. 6.8 A continuous friction measuring device (e.g. Skiddometer, Surface Friction Tester, Mu-meter, Runway Friction Tester or Grip Tester), can be used for measuring the friction values for compacted snow- and ice-covered runways. A decelerometer (e.g. Tapley Meter or Brakemeter — Dynometer) may be used on certain surface conditions, e.g. compacted snow, ice and very thin layers of dry snow. Other friction measuring devices can be used, provided they have been correlated with at least one of the types mentioned above. A decelerometer should not be used in loose snow or slush, as it can give misleading friction values. Other friction measuring devices can also give misleading friction values under certain combinations of contaminants and air/pavement temperature. 6.9 The Airport Services Manual, Part provides guidance on the uniform use of test equipment to achieve compatible test results and other information on removal of surface contamination and improvement of friction conditions. 7. Determination of friction characteristics of wet paved runways 7.1 The friction of a wet paved runway should be measured to:

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