AD 1.10 OPERATIONAL DATA

• 1 INTRODUCTION
  • 1.1 General
    • 1.1.1 A summary of operational information is provided in AD 2 for each aerodrome included in this AIP. The information below explains the data provided.
    • 1.1.2 The coordinates (in WGS84 datum) for the applicable Aerodrome Reference Point (ARP) appear at the bottom of each aerodrome or heliports AD 2 - 51.1 page. Those annotated with an asterisk * are sourced from data that doesn't meet the survey accuracies recommended in ICAO Annex 14.
• 2 RUNWAY
  • 2.1 RWY Designation
    • 2.1.1 The runway or strip designation is a two-digit number based on the whole number nearest to one-tenth of the magnetic azimuth of the centreline when viewed from the direction of approach, e.g. if the magnetic azimuth of strip is 208°M, the runway will be designated as RWY 21.
  • 2.2 Surface
    • 2.2.1 The surface of the runway or strip is described as one of the following:

      B	Bitumen	Gr	Grass
      CONC	Concrete	Gr(f)	Grass, firm
      GRVL	Gravel	Gr(s)	Grass, soft

    • 2.2.2 The strength of the surface of a grass runway may deteriorate after moderate to heavy rain and pilots should therefore exercise great care in the use of their aircraft brakes in such a situation. Heavy braking can lead to deep scoring of the surface with possible total closure of the landing area.
  • 2.3 Strength
    General
    • 2.3.1 An explanation of ESWL, PCN, and LCN is provided below. Where a PCN or LCN is published, the strength of the pavement is acceptable for all light aircraft with a MCTOW below 5700kg. ESWL
    • 2.3.2 The majority of New Zealand aerodromes use the equivalent single wheel load (ESWL) classification of the surface bearing strength of unpaved manoeuvring areas. Since undercarriage loads in excess of the ESWL value could damage the surface, aircraft weights must be limited to ensure that the ESWL for the aircraft does not exceed that specified for the runway.
    • 2.3.3 For aircraft with a single wheel per undercarriage leg, ESWL is taken as 45% of the all-up weight. For aircraft with multi-wheeled undercarriage legs the ESWL is lower than this value. Operators should refer to the Civil Aviation Authority when an ESWL for this latter type is critical.
    PCN
    • 2.3.4 The pavement classification number (PCN) may be used to specify the strength of pavements at aerodromes with paved runways. The PCN is established by an engineering assessment of the runway. The PCN is a number expressing the bearing strength of a pavement for unrestricted operations, followed by code letters representing:
      • (a) pavement type:

        (i)	rigid pavement	R
        (ii)	flexible pavement	F

      • (b) sub-grade strength:

        (i)	high strength	A
        (ii)	medium strength	B
        (iii)	low strength	C
        (iv)	ultra-low strength	D

      • (c) maximum allowable tyre pressure:

        (i)	high	no pressure limit	W
        (ii)	medium	1500 kPa max	X
        (iii)	low	1000 kPa max	Y
        (iv)	very low	500 kPa max	Z

      • (d) evaluation method:

        (i)	technical evaluation has been done	T
        (ii)	aircraft experience has proven pavement strength to be adequate	U

    • 2.3.5 The PCN is used in conjunction with an aircraft classification number (ACN). The ACN applies to aircraft types with a MCTOW over 5700 kg which have been evaluated. The method of application is detailed in ICAO Annex 14.
    LCN
    • 2.3.6 The load classification number (LCN) system of pavement evaluation may be used at certain aerodromes with paved runways, although this is gradually being replaced by the PCN method as assessments are carried out.
    • 2.3.7 LCN is based on the designed strength of the runway. It relates certain parameters such as aircraft tyre pressure, number of wheels and geometry of the undercarriage, and strength and depth of material in the pavement and its foundations, in such a way as to enable a ready comparison between the load imposed by the aircraft and the strength of the pavement.
    • 2.3.8 The LCN of a runway is a fixed value. The LCN figure for a particular aircraft at constant weight, however, varies in relation to the physical character of the sub-grade and the design of the hard top. The aircraft LCN is a function of the relative stiffness (L) for rigid pavements, and the depth of pavement (H) for flexible pavements. The runway LCN is therefore always associated with one of these factors. The H or L factor is expressed in centimetres.
    • 2.3.9 The LCN system was developed by the United Kingdom and is fully explained in ICAO document 9157-AN/901 Part 3, -- Pavements, Chapter 1 (method c). Where the aircraft LCN is not readily available, operators should refer to the Civil Aviation Authority.
  • 2.4 Group Rating Number
    • 2.4.1 The group rating number of the runway is used to establish performance compliance for aeroplanes with a MCTOW 2270kg or less. The physical characteristics of all aerodromes listed in AD 2 have been examined and a performance group rating number has been allocated to each runway. The group rating number which is shown for a runway represents the highest of the groups authorized, e.g., where Group 8 is specified it includes all aeroplane groups from 1 to 8. A group rating number of 0 means that the designated strip/runway is not available for use under the group rating system.
  • 2.5 Slope
    • 2.5.1 The slope published is the average established for the runway throughout its overall length. For example:
      • (a) .37U means .37% uphill slope
      • (b) .05D means .05% downhill slope
  • 2.6 Take-off Distance
    • 2.6.1 The take-off distance is the declared effective operational length of the runway or strip available for take-off, expressed in metres. It relates to the nominated gradients over obstacles (if any) in the take-off climb area. The critical values are shown in each case. No allowance is made for runway or strip slope in the lengths indicated.
  • 2.7 ASDA
    • 2.7.1 The Accelerate Stop Distance Available (ASDA) for an abandoned take-off is the runway length available plus the stopway length if available.
  • 2.8 Landing Distance
    • 2.8.1 The landing distance is the declared effective operational length of the runway or strip available for landing, expressed in metres.
  • 2.9 RESA
    • 2.9.1 Where advised, Runway End Safety Area dimensions are stated for the far end of the associated runway in format Length x Width (m).
• 3 LIGHTING
  • 3.1 General
    • 3.1.1 Lighting facilities are listed in the following order where available.
      • (a) PAL
      • (b) area lighting: lighting off the aerodrome not associated with approach lighting, eg CGL, hazard beacons.
      • (c) runway lighting: approach lighting, approach slope indicators (including glidepath angle and threshold crossing height), runway lighting, supplementary runway lighting.
      • (d) aerodrome lighting: aerodrome beacon, wind direction indicators.
      • (e) movement area lighting: taxiway and aprons.
    • 3.1.2 Standby power, if available, is included with lighting.
    • 3.1.3 At some ATS attended aerodromes remote control of lighting is available outside ATS hours. Details are listed in the Lighting section on the Operational Data page for that aerodrome.
    • 3.1.4 Runway edge lights are uniformly spaced in rows at intervals of not more than 60 m for an instrument runway, and at intervals of not more than 100 m for a non-instrument runway.