Manual Servicios Aeropuertos Parte6

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DOC 9137-AN/898 Part 6
Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS
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AIRPORT SERVICES MANUAL
PART 6 CONTROL OF OBSTACLES

SECOND EDITION - 1983
Approved by the Secretary General and published under his authority
INTERNATIONAL CIVIL AVIATION ORGANIZATION
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Airport Services .Manual

(DOC 9137=AN/898/2)
Part 6
Control of Obstacles
Second Edition
-1983
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AMENDMENTS
The issue of amendments is announced i n the ICAO Bulletin and i n the monthly supplements to the Catabgue of ICAO Publications, which holders of this publication should consult. Theseamendments are available freeupon request.
No.
Date
Entered by
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Foreword
This part of the Airport Services Manual includes guidance on the control of obstacles in the vicinity of airports. Much of the material included herein is closely associated with the specifications containedin Annex 14 Aerodromes. The main purpose of this manual is to encourage the uniform application of those specifications and to provide information and guidance to States. The significantadditions to the manual during the current revision are:
relationship between the Annex 14 and PANS-OPS surfaces (Chapter 1); and b) guidance on controlling obstacles at an airport (Chapter 2 and Appendix 2). Chapter 4 and Appendix 3 of this manual, which deal withobstacle surveys and shielding,respectively, are largely basedon updated material providedby States and are, therefore, believed to be current. Should a State, at any time, consider that any portion of this material isout of date, it should inform the Secretary General of this and, if possible, provide revised material.
limitation a) information on obstacle precisionapproachrunwayscategory
surfaces for I and on the
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Table of Contents
Page
Page Chapter 4. Obstacle Surveys. . .

4.1 4.2 4.3
Chapter 1. Surfaces.. . 1.1 1.2 1.3 1.4

1.5
PANS-OPS surfaces . . . . . . . .. . . . . . . . . . . . . Inner transitional and balkedlanding surfaces versus Y surfaces and missed approach surface. . .. . . . . . . . . . . 7 Background of the Collision Risk Model .. . 10
... . .... . . . ... . .. .. . .. . .. . General . . .. . . ... . .. . . . . . ... . .. . . . . . .. . Annex 14 - obstaclelimitation surfaces. . .

,
1
1
1 4
. ... . . . .. . .. . . . .. . 23 Australian practice.. . . .. . .. . . . . . . .. . , . . . 23 United Kingdom practice. .. . . .. . . . . . . . . 28

,
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United States of America practice . .. . . . . . . 31
Chapter 5. Airport Equipment and Installations Which May Constitute Obsfacles.. . . . .. .. . . .
.. . 35
Chapter 2. Controlling obstacles at an airport..
... . 12 2.1 Background.. . . . . . . . . . , . , . . , . . . .. . .. . .. . 12 2.2 Legal authority and responsibility. .. . .. . .. . 12 2.3 Height zoning. , .. . * . .. . .. . .. . , . . . . .. . .. . 13 2.4 Purchase of easements and property rights . 14 2.5 Notification of proposed construction .. . . . . 15 2.6 Establishment ofobstaclelimitation surfaces , . .. . ., . . . .. ... . . , ., .. . . . . . . , 16 2.7 Obstacle surveys. . . . . .. . .. . . . . . . .. . .. . . . . 16 2.8 Removal of obstacles .. , ., . , . . .. . . . .. . . .. 17 2.9 Shielding .. . .. .. . . . . .. . . . . , ... . .. . . . . . . . 17 2.10 Marking and lighting of obstacles. . . . .. . . . . 18 2.11 Reporting of obstacles. . . .. .. . .. . .. . , , . . .. 18
I
5.1 5.2 5.3
Introduction . . . . . . . . . .. , ., . . . ., . .. . . . .. . 35 Frangibility . .. . . . . . . . . . . . . . . . . . . . .. . 35 Types of airport equipment and installations whichmay constitute obstacles.. . . . . . . . . .. . . . . . . . . . . . . . ... . 35
.. .
Appendix 1 Illustrations of Obstacle Limitation SurfacesOther Than Those Constituting an Obstacle-Free Zone . . .. . . , . . , .. . 43
Appendix 2 Model Zoning Ordinance to Limit Height of Objects Around an Airport.. . . .. . 47 Appendix 3 States' Practices on Shielding.. . .. . . . . 61
Chapter 3. Temporary Hazards , , . . . .
.. ... . . . .. ...20
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Chapter 1 Surfaces
1.1 GENERAL
1.1.1 The effective utilization of an aerodrome may be considerably influenced by natural features and manmade constructions inside and outside its boundary. These may result in limitations on the distances available for take-off and landing and on the range of meteorological conditions in which take-off and landing can be undertaken. For these reasons certain areas of the local airspace must be regarded as integral parts of the aerodrome environment. The degree of freedom from obstacles in these areas is as important to the safe and efficient use of the aerodrome as are the more obvious physical requirements of the runways and their associated strips.
1.2.2 The signifkame of anyexisting or proposed
as part of a national planning consultation scheme. The surfaces established should allow not only for existing operations but also for the. ultimate development envisaged foreach aerodrome. There may also be a need to restrict obstaclesin areas other than those covered by Annex 14 i f operationalminimacalculatedusing the PANS-OPS criteria are not to be increased, thereby limiting aerodrome utilization. 1.2 ANNEX 14 OBSTACLE LIMITATION SURFACES
1.2.1 Function o f ?hesurfaces 1.2.1.1 The following paragraphs describe the function of the various surfaces defmed in Chapter 4, and in certain instances include additional information concerning their characteristics. For the benefit of the reader, several illustrationsof obstacle limitation surfaces are included in Appendix 1. 1.2.2
object within the aerodrome boundary or in the vicinity of the aerodrome is assessed by the use of two separate sets of criteria defining airspace requirements. The first of these comprises the obstacle limitation surfaces particular to a runway and its intended use detailed in Chapter 4 of Annex 14 Aerodromes. The broad purpose of these surfaces is to define the vofume of airspace that should ideally be kept free from obstacles in order fo minimize the dangers presented by obstacles to an aircraft, either during an entirely visual approach or during the visual segment of an instrument approach. The second set of criteria comprises the surfaces described in the Procedures for Air Navigation Services - Aircraj? Operations (PANSOPS) (Doc 81681, VolumeIT Construction of Visual and Instrument Right Procedures. The PANS-OPS surfaces are intended for use by procedure designers for the construction of instrument flightprocedures and for specifying minimum safe altitudedheights for each . segment of the procedure. The procedure and/or minimum heights may vary with aeroplane speed, the navigational aid being used, and in some cases the equipment fitted to the aeroplane.
Outer horizontalsurface
1.2.2.1 In the experience of some States, significant Operational problems can arise from the erection of tall structures in the vicinityof airports beyond the areas currently recognized in Annex 14 as areas in which restriction of new construction may be necessary. The operational implications fall broadly under the headings of safety and efficiency. 1.2.2.2 implications. Itparticularly is desirable to review carefully any proposal to erect high masts or other skeletal structures in areas which would otherwise be suitable for use by aircraft on wide visual circuits, on arrival routes towards the airport or circuit, or on departure or missed approach climb-paths. Avoidance by marking or lightingcannot be relied upon in view of the relativelyinconspicuouscharacterofthese structures, especially in conditions of reduced visibility, and notification of their existence will similarlynotalways guarantee avoidance.
1.1.3 The surfaces ofAnnex 14 are intended to be of a permanent nature. To be effective, they should therefore be enacted in local zoning laws or ordinances or
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4000m
Figure 1-1. Inner horizontal surface for a single runway (where the runway code number is 4)
Inner horizontal surface
RP = Reference Point
Figure 1-2. Composite innerhorizontal surface for two parallel runways (where the runway code number is 4)
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provided to ensure that defied approach and missed 1.2.2.3 mciency implications. If tall structures are approach pathswill be followed. erected in or nearareas otherwise suitable for instrument approach procedures, increased procedure heights may i 1.2.3.3 Whilst visual circling protection for slower need to be adopted, with.consequent adverse effects on . aircraft using shorter runways may be achieved by a regularity and on the duration of the approach procedure, single circular inner horizontal surface, with an increase such as the denial of useful altitude allocations to aircraft in speed it becomes essential to adopt a race-track pattern in associated holding patterns. Such structures may (similar to PANS-OPS) and use circular arcs centred on furthermore limit desirable flexibilityfor radar vectored runway ends joined tangentially by straight lines. To initial approachesand the facility toturn en route during : protect two or more widely spaced runways, a more the departure climb or missed approach. complex pattern could become necessary, involvingfour or more circular arcs. These situations are illustrated at 1.2.2.4 In view of these potentially important 1-1 and 1-2 respectively. Figures operationalconsiderations, authorities may consider it desirabletoadopt measures to ensure that theyhave 1.2.3.4 Inner horizontal surface elevation datum. To advance notice of any proposals to erect tall structures. , satisfy the intention of the inner horizontal surface .This will enable them to study the aeronautical ; described above, it is desirable that authorities select a implications and take such action as maybe at their * datum elevation from which the topelevation of the disposal to protectaviation interests. In assessing the surface is determined. Selection of the datum should take operationaleffect of proposed new construction, tall account Of: structures would not be of immediate significanceif they a) the elevations of the most frequently used altimeter are proposed to be located in: setting datum points; b) minimum circling altitudes in use or required; and a) an area already substantially obstructed by terrain or c) the nature of operations at the airport. existing structures of equivalent height; and
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b) an area which would be safely avoided by prescribed procedures associated with navigational guidance when appropriate.
1.2.2.5 As B broad specification for the outer horizontal surface, tall structures can be considered tobe of possible significance if they are both higher than 30 m above local ground level, and higher than 150 m above aerodrome elevation within a radius of 15 000 m of the centre of the airport where the runway codenumber i s3 or 4. The area of concern may need to be extended to coincide with the obstacle-accountable areas of PANSOPS for the individual approach procedures at theairport under consideration. 1.2.3 Inner horizontal surface and conical surface 1.2.3.1 The purposeof the inner horizontal surface is
to protectairspace for visual circlingpriortolanding,
For relatively level runways the choice of datum is not critical, but when the thresholds differ by more than 6 m, the datum selected should have particular.regard to the factors above. For complex inner horizontalsurfaces (Figure 1-21 a common elevation is not essential, but where surfaces overlap the lower surface should be regarded as dominant.
1.2.4 Approach and transitionalsurfaces 1.2.4.1 These surfaces defiie the volume of airspace that should be kept free from obstacles to protect an aeroplane in the final phase of the approach-to-land manoeuvre. Their slopes and dimensions will vary with the aerodrome reference code and whether the runway is used for visual, non-precision or precision approaches. 1.2.5
Take-ofl climbsurface
possibly after a descent through cloudalignedwith runway other than that in use for landing.
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1.2.3.2 In some instances, certain sectors of the visual circling areas will not be essential to aircraft operations and, provided procedures are established to ensure that aircraft do not fly in these sectors, the protection afforded by the inner horizontal surface need not extend into those sectors. Similar discretion can be exercised by the appropriate authorities when procedures guidance have been established and navigational
1.2.5.1 This surface provides protection for an aircraft on take-off by indicating which obstacles should be removed if possible, and marked or lighted if removal is impossible. The dimensions and slopes also vary with the aerodrome reference code. 1.2.6 Theinner approach, innertransitional and balked landing surfaces 1.2.6.1 Together, these surfaces (see Figure 1-3) defme a volume of airspace inthe immediate vicinity of a
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Figure 1-3.
precision approach runway which is known as the obstacle-free zone (OFZ). This zone shall be kept free from fixed objects, other than lightweight frangibly mounted aids to air navigation which must be near the runway to performtheirfunction,andfrom transient objects such as aircraft and vehicles when the runway is being used for category I1 I11 or ILS approaches. When an OFZ is establishedfor a precision approach runway category I, it shall be clearof such objectswhen the runway is used for category I ILS approaches.
cent. The splay of 10 per cent is based upon recorded dispersion data in programmes conductedby two States.
1.2.6.2 The OFZ providedon a precisionapproach r-mway where the code number is 3 or 4 is designed to protect an aeroplanewith a wingspan of 60 m on a precision approach below a height of 30 m having been correctly aligned with the runway at that height, to climb at a gradient of 3.33 per cent and diverge from the runway centre line at a splay no greater than 10 per cent. The gradient of 3.33 per cent is the lowest permitted for an all-engine-operating balked landing. A horizontal distance of 1 800 m from threshold to the start of the balked landing surface assumes that the latest point for a pilot to initiate a balked landing is the end of the touchdownzonelighting,and that changestoaircraft configuration toachieve a positiveclimbgradient will normally require a further distance of 900 m which is equivalent to a maximum time of about 15 s. A slope of 33.33 per cent for the inner transitional surfaces results from a 3.33 per cent climb gradient with a splay of 10 per
1.2.6.3 The OFZ for a precisionapproachrunway category I where the code number is 1 or 2 is designedt o protect an aeroplane with a wing span of 30 m to climbat a gradient of 4 per cent and diverge from the runway centre line at a splay no greater than 10 per cent. The gradient of 4 per cent is that of the normal take-off climb surface for these aeroplanes. When allied to a 10 per cent splay, it results in a slope for the inner transitional surfaces of 40 per cent. The balkedlandingsurface originates at 60 m beyond the far end of the runway from threshold and is coincident with the take-off climb surface for the runway.
1.3 PANS-OPS SURFACES
1.3.1 General 1.3.1.1 The PANS-OPS surfaces are intended for use by procedure designers primarily in the construction of instrument flight procedures which are designed to safeguard an aeroplane from collision with obstacles when flying on instruments. In designing procedures, the designer will determine areas (horizontally) needed for various segments of the procedure. Then he will analyse the obstacles within the determined areas, and based on analysis this he will specify minimum safe altitudedheights for each segment of the procedure for use by pilots.
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1.3.1.2 The minimum safe altitude/height specified for the final approach phase of a flight is called obstacle clearance altitude/height (OCA/H). A missed approach procedure initiated by .the pilot at .or above this altitude/height will ensure that, even if the pilot has no outside visual reference to the ground at any point, the aeroplane will pass safely above all potentially dangerous obstacles. The pilot may descend belowthe OCAA-I only if he has visually confirmed that the aeroplane is correctly alignedwith the runway and that there are sufficient visual cues to continue the approach. The pilot is permitted to discontinue the approach at any pointbelow the OCA/H, e.g. if the required visual reference ceases to be available. Sucha late missed approachis called balked landing. Because the initiation point of the balked landing procedure is known more accurately than the initiation point of the missed approach procedure, a smaller airspace needs to be protected. Note. Not all of the above is applicable to category ZZI operations carried out with no decision height. 1.3.1.3 The size and dimensions of the obstacle-free airspace needed for the approach, for the missed approach initiated at or above the OCAA-I and for the visual manoeuvring (circling) procedure are specified in PANS-OPS. Aeroplanes continuing their descent below the specified OCA/H, and therefore having visual coafirmationthat they are correctly aligned,are protected from obstacles by the Annex 14 obstacle limitation surfaces and related obstacle limitation and marking/lighting requirements. Similarly, the Annex 14 surfacesprovideprotection for the balkedlanding. In other than low visibilities, it may be necessary for the pilot to avoid some obstacles visually. 1.3.1.4 The airspace required for an approach (including missed approach and visual circling) is bounded by surfaces which do not usually coincide with the obstacle limitationsurfaces specified in Annex 14. In the case of a non-precision approach, missed approach and visual manoeuvring, the surfaces have a rather simple form.Typical cross-sections of such obstacle-free airspace are shown in Figures 1-4 and 1-5. The plan view of such an obstacle-free area depends on the characteristics of the navigational facility used for the approach but not on the characteristics of the aeroplane. A typical plan view is shown in Figure 1-6. 1.3.1.5 In the case of a precision approach, the form of the obstacle-free airspace becomes more complicated because it depends on several variables, such as aeroplane characteristics (dimensions, equipment, performance) and ILS facility characteristics (facility
performance category, reference datum height, localizer course widthand the distance betweenthe threshold and localizer antenna). The airspace canbe bounded by plane or curved surfaces which have resulted in basic ILS surfaces, obstacle assessment surfaces (OAS) and the Collision Risk Model (CRM).(see further, 1.3.2 to 1.3.4 below).
1.3.2 Basic ILS surfaces. The basic ILS surfaces defined in PANS-OPS represent the simplest form of , protection for ILS operations. These surfaces are extensions of certain Annex 14 surfaces, referenced to threshold level throughout and modified after threshold to protect the instrument missed approach. The airspace bounded by the basic ILSsurfaces is however usually too , conservative and therefore another set of surfaces, obstacle assessment surfaces, is specified in PANSOPS.
~ . .
1.3.3 Obstacle assessment surfaces. The obstacle assessment surfaces (OAS) establish a volume of airspace, inside which it is assumed the flight paths of aeroplanes making ILS approaches and subsequent missed approaches will contained be with sufficiently high probability. Accordingly, aeroplanes need normally only be protected from those obstacles that penetrate this airspace; objectsthat do not penetrate it usually present no danger to ILS operations. However, if the density of obstacles below the DAS is very high, these obstacles will add to the total risk and may need to be waluated (see 1.5.2 below). The above airspace (funnel) is illustrated in Figure 1-7. It i s formed by a set of plane surfaces; an a ground or footprint surface approach surface (W), (A) and a missed approach surface (Z); all bounded by ) . The dimensions of the surfaces side surfaces (Xand Y are tabulated in PANS-OPS,Volume II. The lateral boundaries of thefunnel represent estimates of the maximum divergence of an aeroplane from the runway centre line during the approach and missed approach so that the probability ofan aeroplane touching the funnel at any one point is 1:10-7or less. The probable flight paths, both vertical and lateral, for aeroplanes tracking the ILS beams during an approach, have been based on a consideration of possible tolerances in both the ground and airborne navigational equipment and the extent to which the pilot may allow the aeroplane to deviate from the beam whilst attempting to follow the ILS guidance (pilotage). The probable flight paths in the missed approach are based on arbitrary assumptionsof minimum climbperformance and maximum splay angle of the aeroplane in a missed approach manoeuvre. Note that, as mentioned in 1.3.1.5, the precise dimensionsof a funnel do vary with a number of factors. Having defined this volume of airspace, simple calculations allow an OCA/H
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Figure 1-4.
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Figure 1-5.
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,-VOR
or NDB facility
Nominal flight
path-
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t
I
3.7 km
4.6 km (2.5 NM)/NDB
Runway
Figure 1-6.
to be calculated which would protect the aeroplane from

all obstacles. The difference between the basic ILS surfaces and the OAS is that the dimensions of the latter are baseduponacollection of data on aircraft .ILS precision approach performance during actual instrument meteorological conditions,rather than existing Annex 14 surfaces.
1.3.4 ILS Collision Risk Model (CRM. The approach funnel of the OAS was designed againstan over-all risk budget of one accident in 10 millionapproaches 6.e. a target level of safety of 1 x lo- per approach). One consequence was that an operational judgement was required to assess the acceptable density of obstacles in the vicinity of the OAS, although they might be below the surface itself. In addition, the OAS were overprotectivein certain areas, because they were relatively simple plane surfacesdesigned to enclose a complex shape and to allow easy manualapplication.Asaconsequenceof these factors, a more sophisticatedmethod of relating obstacle heights and locationsto total risk and OCA/H was developed. This method was embodied in acomputer programme called the Collision R.isk Model (CRM). It enables a far more realistic assessment of the effects of obstacles, both individually and collectively. The actual construction of the approach funnel (illustrated in Figure 1-8) involves some fairly detailed mathematics and is cannot be donemanually.However,itsapplication easy, because all calculations will be done by a computer. The CollisionRiskModeliswidelyavailable.(ICAO offers the service and the programmeisavailablefor purchase to interested users. For further details see 1.5 below.) 1.3.5 Visual manoeuvring(circling procedurel. Visual manoeuvring (circling procedure), described in the
PANS-OPS, is a visual extension of an instrument approach procedure. The size of the area for a visual manoeuvring (circling) varies with the flight speed. It is permissible to eliminate from consideration a particular sector where a prominent obstacle exists by establishing appropriate operational procedures. In many cases, the size of the area will be considerablylarger than that covered by the Annex 14 inner horizontal surface. Therefore circling altitudedheights calculated according to PANS-OPS for actual operations may be higher than those based only on obstacles penetrating the inner horizontal surfacearea.
1.3.6 Operationalminima. In conclusion, it must be stressed that arunwayprotectedonly by the obstacle limitation surfaces of Annex 14 will not necessarily allow the achievement of the lowest possible operational minima if it does not, at the same time,satisfy the provisions - of the PANS-OPS. Consequently, to objects which consideration needs to be given penetrate the PANS-OPS surfaces, regardless of whether or not they penetrate an AMeX 14 obstacle limitation surface, and such obstacles may result in an operational penalty.
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1.4 INNER TRANSITIONAL AND
BALKED LANDING SURFACES VERSUS Y SURFACES AND MISSED APPROACH SURFACE

1.4.1 Whenestablishing the obstacle-free zone for precision approach category I1 operations, the Obstacle Clearance Panel (OCP) created the inner transitional and balked landing surfaces. When developing the new ap-
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10 proach procedures contained inPANS-OPS, Volume 11, First Edition, instead of using these surfaces for obstacle assessment, the OCP used the Y surface and a new surface referred to as the missed approach surface (see Figure 1-7). Both sets of surfaces are required. In determining the need for the two sets of surfaces, the difference between the objectives of Annex 14 and PANS-OPS has to be taken into account. The surfaces in PANS-OPS are intended for assessing the impact of objects on the determination of the obstacle clearance height, whichin turn is used in determining approach minima and ensuring that the minimum acceptable safety level is achieved (i.e. probability of collision with objects is not more than l:lO-). Annex 14 surfaces are intended to define the limits around airports to which objects can extend, A further difference, and one specifically associated with these surfaces, is that PANS-OPS provides obstacle assessmentfor operations down to the obstacle clearance heightand, for most aeroplanes,for a missed approach with one engine inoperative executed above or at thisheight. The Annex 14 surfaces are intended to protect a landing from the obstacle clearance height, or a balkedlandingexecutedwithall engines operative and initiated below the obstacle clearance height. In the missedapproachcase, the PANS-OPS surfaces(see 1.3.2 to 1.3.4 above), which include a missedapproachsurface, are the controllingsurfaces. The obstacleassessment surfaces (OAS)fallbelow a portion of the Annex 14 innerapproachsurfaceand below that portion of the transitional surface near the end of the touchdown area. In cases such as these, the Annex 14 surfaces are used to determine OCH. In the landings and balked landing, the inner transitional and balked landing surfacesare the controlling surfaces. 1.4.2 The PANS-OPS andAnnex 14 surfaces are different for several reasons.A missed approach is tobe executed at or abovethe obstacle clearance height. At this point, the aircraft can not be assumed to be aligned with the runway as precisely as the in case of a balked landing, as the pilot may never have had visual reference to the runway. The width required for executing the missed approach is therefore wider than for a balked landing; thus the use of the transitional surfaces,which are wider apart than the inner transitional surfaces. Secondly, since the missed approach may be assumed to be executed with one engine inoperative, the climb rate will be less than for a balked landing executed with all engines operating, and consequently the slopeof the missed approach surface must be less than that of the balked landing surface.As the missed approach operation by definition has to be initiated at or above the obstacle clearance height, the origin of the missed approach surface may be closer tothe threshold than that of the balked landing surface.

1.5 BACKGROUND OF THE COLLISIONRISKMODEL
1.5.1 The Collision Risk Model (CRM) is a computer programme that calculates the probabilityof collision with obstacles by an aeroplane on an ILS approachand subsequent missedapproach. The CRM was developedby the Obstacle Clearance Panel as a result of an extensive data collection programme followed by detailed mathematical analysis. The CRM isan important part of the criteria forILS operations described in Part I11 of the PANS-OPS, Volume 11. 1.5.2 Obstacle assessment and obstacle clearance calculations can be carried out by using obstacle assessment surfaces(see 1.3.3 above).However, this manual method,althoughsimple in concept,involves tedious numerical calculations and is thus timeconsuming,particularly if the number of obstaclesis high. Furthermore, it suffers from two main drawbacks: a) Firstly, the requirement that the OASbeof simple form (a set of plane surfaces) to allow easy manual application of the criteria, results in the surfaces being overprotective in certain areas, particularly in the vicinity of the runway. This is precisely the area where critical obstacles (glide path antenna, holding aircraft, etc.) are most likely to be sited. Hence, underthe OAS criteria, such obstacles may unnecessarily prevent aeroplanes operatingto low minima. b) Secondly, the use of the OAS implies that these surfaces could become solid walls without any operational penalty in terms of an increase in OCA/H. Clearly such a situation would degrade safety. If left entirely to the operational judgement of the proceduresspecialisttodecide at whatpoint there exists an excessive density of obstacles around the runway, an insufficient operational penalty could result. 1.5.3 Therefore, although the OAS criteria are designed to achieve a specified target level of safety, they may result in a greater levelof safety being imposed and consequentlyunnecessarily prevent operations to low minima or, alternatively, they may result in the safety of operations being degradedbelow the required standards. The CRM hasbeendevelopedinresponse to these problems. It will: a) provide risk computations (separatelyfor all obstacles and for individual obstacles) to a specific set of conditions and runway environment; and b)provideminimumacceptableOCA/Hvaluesfor a specific set of conditions and runway environment.
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Part.6.- Control of Obstacles Chapter 1.- Surfaces = 1.5.4 The CRM may also be used assist: to
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a) in aerodrome planning (in evaluating possible locations fornew runways in a given geographical and obstacle environment); b)indeciding whether or not an existingobject should be removed; and
c) in deciding whether or not particular a new construction would result in an operationalpenalty (Le. in an increase in OCA/H).
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1.5.5 Doc 9274-AN/904, entitled Manual on the Use 'of the Collision Risk Model ( C N ) for ILS Operations, providesa comprehensive description of the CRM and instructions for its use.
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Chapter 2 Controlling Obstacles at an Airport

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2.1 BACKGROUND
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2.1.1 In the earlydaysofaviation, the rights of propertyownerswereconsideredto extend from the surface downward to the center of the earth and upward to infiity. Accordingly, the owner was free to erect structures onhisland to unlimitedheightsand any encroachmentin the airspace by others constituted a trespass. This meant that aircraft could not fly over private property at any altitude without permission of each property owner. Obviously, that policy could have prevented the development of civil aviation and scheduled air transportation. Gradually, courts and legislatureshavemodified the ownershipdoctrineto specify that a property owner has exclusive rightsto the airspace over his land only to the greatest height which he might reasonably be expected touse, with a right of free public transit throughthe air above such height.
2.1.2 When buildings encroach on the airspace needed for aircraft operations, a conflict of interest arises between property owners and airport operators. If such differences cannot be resolved, it may be necessary for the nationalauthoritycharged withapprovingaircraft operatingprocedures to establishrestrictionslimiting operations in the interest of safety. Suchrestrictions might take the form of requiringdisplacedthresholds (resultingin a reductionineffective runway length), higher weather minima for operations, reductions in authorized aircraftmassesand possibly restrictions of certain aircraft types. Any ofthese actions could seriously affect orderly and efficient air transportation to an airport and adversely affect the economyof the communities served by the airport. 2.1.3 Control of obstacles in the vicinity of airports is, therefore, a matter of interest and concern to national governments, local communities,propertyownersand airport operators. There are severe legal, economic, social and political limitations to what canbe achieved by any of
these interests with respect to an existing airport where obstaclesalready exist. Even in the ideal situation of developing a new airport in an open area with no obstacles, preventionof future obstacles may be difficult because historically airports have expanded towards neighboring communities and, conversely, communities have grown towards the airport boundaries. Everyeffort should be exerted by all interested parties to prevent erection of future obstacles and to remove or lower existing obstacles. 2.2 LEGAL AUTHORITY AND RESPONSIBILITY
2.2.1 National governments generally have the basic authority and primary responsibility to establish criteria for the limitationof obstacles and to provide guidance and assistance to thosedirectlyconcernedwithcontrol of obstacles. These criteria should take the form of the obstacle limitation surfaces set forth in Chapter 1, and should be compatible with those in Annex 14, Chapter 4. In addition,national authorities should make clearto community and airport officialsthe social and economic problems which may result from failure tomaintain obstacle limitationsurfaces free from obstacles. 2.2.2 In addition to setting criteria, government agencies should, where feasible or necessary, authorize local community officials to adopt zoning regulations to limit heights of buildings and trees to minimize future penetrations of obstacle limitation surfaces. Also, governments should authorize airport operators (or local communities) to acquire aireasements or property rights (where such authority does not already exist), including the power to condemn property in the public interest by the exercise of eminent domain. Governments may also adopt rules and regulations designed to ensure notification of possible future obstacles inthe interest of safety of aircraft operations.
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law that zoning q~Ot be sq restrictive as to, deprive a pr&.3rty of hi$ r*he f?-ihe. U $ < . O j & f ,proper-ty wffhout.ad<quate I ~ . m ~ n s a t ~ o ~ ~ ' ~ ' ~ a ~ :z:on.&g. nyI-~:e~gaf
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. . ,.. 23.3 . Such ukisiilerations ,. . - - . * l i d t the effectiveness 'of. height zon&, particuIaily&'the $est critical areas'ciose' to-runway ends, where obstacle~lirdptiorisurfaces may . require very low heights; Any' lieigiit zoning must recognize this fact and provide for a minimum allowable use in height which is reasonable in terms of existing land the vicinity. Eyqn so, local oppositiqn to aircraft ,e.<-.. a.nx-form of. .res&i$o.& on use of operations and property m y glve.rise t o legal challengesleadingto of any but .&e.- most carefully drafted possible invalidation . . . zohing:or&nance. . -.,. . ~.. : . .c
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14 the creation of regional planning groups with the power to adopt uniformzoning standards, For example,in one has authorized such instance, a state government zoning boards with establishment of joint airport membership from the airport operator and each surrounding municipality. The boardisempowered to adopt land use restrictions within 3.2 km of the airport boundary under approach areas, and 1.6 km elsewhere. The board may also enact height-restriction zoning within 1.6 and 2.4 km from the airport boundary.
2.3.6 As suggested by the above,landusezoning as a meansof mayalso be helpfulincertainareas preventing erection of obstacles. Where feasible, undeveloped areas may be zoned for uses which do not normally involve tall structures. Such uses may include agriculture, recreational activities, parks, cemeteries, auto parking and low (one-story) industrial buildings. 2,3.7 As outlined in Appendix 2, typical zoning ordinances generally include a statement of the purpose of or necessity forthe action, a description of the obstacle limitation surfaceswhich should conformt o the surfaces describedinChapter 1, and a statement ofallowable heights which should conform to the specifications in Annex 14, Chapter 4. Provisions are alsomadefor a minimum allowable height, for existing non-conforming uses, for marking and lighting of obstacles and for appeals from the provisions of the ordhance.

zoning limits are not in effect or are inadequate to protect obstacle limitation surfaces.
2.4.3 Where negotiationsto obtain easements are not successful, then the airport operator should give consideration to the second alternative, i.e. purchase of the property. The airport operatorcould resort to the acquisition of the property by condemnation if the government has authorized such action. In such cases, the airport operatormust pay a reasonable compensation to the property owner, i.e.at the fair market valueof the property. 2.4.4 One major airport operator has been specifically authorized to use the power of condemnation for obstacle clearance to a maximum distance of 4.8 km from the ends of the runways. Condemnation of property for the purpose of installingnavigationalaidsisalso authorized, but without the restriction as to distance. 2.4.5 Purchase ofpropertyrightsinvolves several obstacles. If the property to be acquired would be removed from the tax rolls, as is often the case whenthe airport is publicly owned, the community officials and the airport ncighbours may oppose the action because of the added tax burdcr. on other properties. Also, nelghbours of the affected property may object to acquisition by the airport for a number of reasons. Ownership of property may be a burden which is not needed for airport purposes to the airport operator because of the added expense of maintaining the property. 2.4.6 The tax exemption problem could be met by agreement to pay a sum in lieu of taxes, but this could be an extra expense to the airportoperatorforproperty which is not really needed. A bettersolution,where feasible, would be to sell the bulk of the propertyto private owners subject to protective covenants designed to prevent creation of future obstacles. Resale of property would, of course, have to be consistent with applicable zoning in the area. Beyond a distance of about 300 m from a runway end and land needed for approach lighting systems or other navigational aids, the airport operator to sell most other land subject to should be able appropriate height and use restrictions. Such sales would of help to recover a substantial part of the cost acquisition, would eliminate the continuing cost of maintenance and would return the land to the tax rolls. Appropriate use restrictions would include those mentioned in Section 2.3 above, i f such uses are authorized by zoning regulations and acceptable to the community.
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2.4
PURCHASE OF EASEMENTS AND PROPERTY RIGHTS
2.4.1 In those areas where zoning is inadequate, such as locations close to runway ends or where existing obstacles are present, the airportoperatorshouldtake steps to protect the obstacle limitation surfaces. These steps should include removal or reduction in height of existing obstacles, as well as measures toensure that no new obstaclcs may be erected in the future. 2.4.2 An airport authority could achieve these objectives either by purchase of easements or property rights. Of these two alternatives, the purchase of easements would often proveto be moresimpleand the economical. In this case, the airport authority secures consent of the owner (after paying suitable compensation) to lower the height of theobstacle in the question. This may be done by direct negotiation with property owner. Such an agreement shouldalso include a provision to prevent erection of future obstacles, if height
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Part 6 ; - Control of Obstacles Chapter 2.- Controlling Obstacles at an Airport

2.5 NOTIFICATION OF PROPOSED CONSTRUCTION
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15 Articles 12 through 19 deal with control of construction in the vicinity of licensed airports. The provisions of these articles specify that the authority competent for granting construction Iicences may license the construction of buildings only with the consent of the aeronauticsauthorities whenconstruction is within a radius of 1.5 km from the airport reference point (see Section 2.6 below) or on the take-off, landing and safety areas. Consent of the aeronautics authorities is alsorequired if construction is intended toexceed specified height limits within various larger radiifrom the airport reference point, or within specified distances withinthe approach zones. Kingdom (Urn CAP 168 Licensing of b) United 4 The Aerodromes,December1978,Chapter Assessment and Treatment of Obstacles
2.5.1 One of the difficult aspects of.obstacle control is the problem of anticipating new construction which may penetrate obstacle limitation surfaces. Airport operators have no direct means of preventing such developments. As noted above, they should conduct frequent inspections of the airport environs to learn of any such projects. Although there is no legal obligation for airport operators to report proposed construction when they become aware it, of their ownself-interest and the need to protect the airport indicate the wisdom of bringing such matters to the attention of the apptopriafe authorities. Of course, where an obstacle is to be located on airport property, such as electronic or visual aids, the airport operator is responsible for reporting such projects. 2.5.2 Several countries have enacted legislation or adopted regulations designed to assign responsibility for reporting new construction projects. The obligationto report such construction may rest with local agencies such as planning badiesor construction licensing authorities or with the developer himself. In some cases, height limits have been specified; these are generally consistent with the criteria of Annex 14, Chapter 4, below which local authoritiesmay authorize a project without higher review. If any part of a proposed development appears to penetrate an obstacle limitationsurface, then the project civil aviation should be referred to the appropriate authorityforreview. This reviewwould examine the effect of the envisaged construction on air navigation in general and on operational procedures in use in particular. If the conclusion of the above study is that the proposed construction can be permitted under some conditions, these should also be identified, e.g. display of obstacle marking and lighting, compliance with other appropriate measures for continued safety of airnavigation, etc. Finally,allconcerned should be notified of the new construction through charts (in accordance with Annex 4 Aeronautical Charts) and through Notices to Airmen (NOTAM) or Aeronautical Information Publications (AIP) pursuant to Annex 15.
Section 11 specifies that, under the Town andCountry Planning (Aerodromes) Direction 1972, the Civil Aviation Authority safeguards certain important aerodromes againstfuture developments which might prejudice their actual or potential use for flying purposes. A safeguarding map is deposited with the localplanning authority, showing the heightabove which new construction near an aerodrome may interfere with its use.The planning authorityis required toconsult the CivilAviationAuthority about any development exceeding the appropriate reference of a level. If a licensee (airport operator)becomes aware proposed development which in his opinion infringes any criterion or would inhibit intended development of the aerodrome, he should request the planning authority to take this into consideration in determining the application. c) UnitedStates (US) Federal Aviation Regulations, Part 77 (Amended 4 March 1972) Section 77.11 requires each personproposing specified kinds of construction or alteration to give adequate notice to the Administrator of the Federal Aviation Administration (FAA) together with supplemental notices 48 hours before the start and upon complefion. to the Section 77.13 requires sponsors notify Administrator of any construction oralteration of more than 200 ft above ground level at its site, or of greater height than an imaginarysurface extending outwardandupward at a slope of 100to 1 for a 20 000 ft from the nearest point horizontal distance of of the nearest runway at any public airport having at least one runway more than 3 200 ft in length. Steeper sfopes are specified for airports with shorter runways and for heliports. Notice is also required for certain
2.5.3Among other States, the Federal Republic of Germany, the United Kingdom and the United States have established procedures for reporting proposed construction. Highlightsof such procedures (in effect as of the indicated dates) are summarized for information: a) FederalRepublic o f Germany (FRG) Act (Amended 8 January 1961)
- Aeronautics
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highway and rail construction, certain construction in an instrument approach area and construction of certain airports, in which case the sponsor would obviously be the airport operator. The FAA has also issued an Advisory Circular (AC 70/7460-20, 30November 1977) describing and illustrating for construction sponsors the requirements and procedures for submitting a notice of proposed construction.
features anticipated for future development, since it is always easier to relax a strict standard than to increase the requirements of a lesser standard if plans are changed. Some major airports make a practice of attempting toprotect all runways to the standards required for category I11 precisionapproaches,tomaintain maximum flexibility for future development.
2.6.4 Aerodrome refreme point. Annex 14 calls for the establishment of an aerodrome reference point to be used as the designated geographical location of the aerodrome. This reference point should be located near the geometric centre of the aerodrome.Locations of aerodrome reference points should be measured and reported to the nearest second of latitude and longitude. These figures may also be converted into terms of local grid systems for the convenience of community authorities concerned with zoning or limitation of construction. Elevations of reference points should be measured and reported to the nearest metre above a specified datum, such as mean sea level.
2.6.5 Inner horizontal surface. Although Annex 14 does not specify a point of origin for the inner horizontal surface, a common usage has evolved in several major aeronautical States. Originally, the inner horizontal surface was defined as a circle withits centre at the airport reference point.As airports grew larger and runway patterns became more complex, this circle proved inadequate, and efforts were made to describe a larger surface by designating a secondary reference point and constructing an elliptical surface based on the two reference points as fGci. More recently,it has beenfound preferable to designate a reference point at or near each runway end. These reference points are usually locatedat the end of the runway strip (60 m from the runway end where the runway code number is 3 or 4) and on the extended runway centre line. The inner horizontal surface is then constructed by striking an arc of the proper radius from each such reference point. The boundary of the surface is completed by straight lines tangent to adjacent arcs. Such a surface is illustrated in Chapter 1 , Figure 1-2. The conical surface originates from the periphery of the surface so constructed.Where significant differences exist between runway end elevations (of the order of 6 m or more), it would be desirable to establish the elevation of the inner horizontal surface 45 m above the lowest reference point elevation to provide a greater margin of safety.
2.6 ESTABLISHMENT OF OBSTACLE LIMITATION SURFACES

2.6.1 The followingobstaclelimitationsurfaces are essential elements of a height zoning regulation . associated with a precision approach runway:
a) conical surface; b) inner horizontal surface; c) approach surface; d) transitional surfaces; and e) balked landing surface.
Of these surfaces, only the balked landing surface does not form part of the height zoning regulations for noninstrument and non-precision approach runways. In the case of take-off runways, the only surface which affects the height zoning regulation is the take-off climb surface. The dimensions and slopes of all of the above-mentioned surfaces are specified in Annex 14, Tables 4-1 and 4-2, and a brief description of the surfaces also-appears in Chapter 1 of this Manual.
2.6.2 The government agencyresponsible for civil aviation should establish obstacle limitation surfaces consistent with those defined in Annex 14. Airport operators should provide government agencies and local planningbodies(foruseindevelopingheightzoning limits) with pertinentinformation about eachairport, including:
a) location, orientation, length and elevation of all runways; b) locations and elevations of all reference points used in establishing obstacle limitation surfaces; c) proposed categoriesof runway use non-instrument, non-precision approach or precision approach (category I, I1 or 111); d) plans for future runway extension or change in category.
2.7 OBSTACLE SURVEYS 2.7.1 Identification of obstacles requires a complete engineering survey of all areas underlying the obstacle
2.6.3 It would be desirable to base all obstacle limitationsurfaceson the most critical airportdesign
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Part 6 ; - Control of Obstacles Chapter 2.- Controlling Obstacles a t an Airport

limitation surfaces. Such surveys are generally conducted by governmental authorities with the co-operation of the airport operator (see Chapter 4 of this manual). In' the absence of a governmental survey, the airport operator shouldconsidermaking the necessary survey with his own staff or with the assistance of a consultant or local operators.
2.7.2 Initial survey. The initial survey should produce a chart presenting a plan view ofthe entire airport and its environs to the outer limit of the conical surface (and the outer horizontal surface where established), together with profile views of all obstacle limitation surfaces. Each obstacle should be identified in both plan and profile with its description andheight above the datum, which should be specified on the chart. More detailed requirements are contained in Chapters 3 and 4 of Annex 4, describing Aerodrome Obstruction Charts. Engineering field surveys may be supplemented by aerial photographs and photogrammetry to identify possible obstacles not readily visible from the airport.
2.7.3 Periodic mrvqvs. The airport operator should, as previously suggested, make frequent visual observations of surrounding areas to determine the presence of new obstacles. Follow-up surveys should be conducted whenever significant changes occur. A detailed survey of a specific area may be necessary when the initial survey indicates the presence of obstacles for which a removal programme is contemplated. Following completion of an obstacleremovalprogramme, the area should be resurveyed to provide corrected data on the presence or absence of obstacles. Similarly, revision surveys should bemade if changes are made (or planned) in airport characteristics such as runway length, elevation or for the orientation. No fiim rule can be set down frequency of periodic surveys, but constant vigilance is required.Changes in obstacle data arising from such surveys should be reported to the aviation community in accordance with the provisions of Annex 15 AeronauticalI~ormation Services..
be possible t o reach agreement to reduce the height to acceptable l i m i t s without adverse effect. In other cases, such as a building, it may be necessary to arrange for removal of the entire structure. This will, in all probability, require purchase or condemnation of the property. In either case, the airport operator must be prepared to compensate the property owner for any loss of value.
2.8.2 Where agreement can be reached for the reduction in height of an existing obstacle, the agreement should include a written aviation easement limiting future heights over the property to specific levels which conform to the pertinent obstaclelimitationsurfaces, unless effective height zoning has been established (see : Sections 2.3 and 2.4 above). 2.8.3 Trees. In the case of trees which are trimmed, agreement should be reached in writing withthe property owner to ensure that future growth will not create new obstacles. Property owners can give such assurance by agreeing to trim trees when necessary or by permitting access to the premises for the purpose of having such trimming done by representatives of the airport operator. 2.8.4 Some aids to navigation, both electronic (such as ILS components) and visual (such a s approach and runwaylights), constitute obstacleswhich cannot be removed. Such objects shouIdbe frangibly designed and constructed, and mounted on frangible couplingsso that they will fail on impact without damage to an aircraft. Guidance on the frangibility requirements of visual and non-visual aidsto navigation is contained in Chapter 5 of this manual. Where necessary, such objects should be marked and/or lighted.
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2.9
SHIELDING
2.8 REMOVAL OF OBSTACLES
2.8.1 When obstacles have been identified, the airport operator, with the assistance of local community agencies, should make every effort to have them removed or reduced in height so that they no longer constitute an obstacle. This will require negotiation with the owner of the property. Ifthe obstacle is a single object such as a tree, a television antenna or a chimney, it may
2.9.1 In many countries the principle of shieldmg is employed to permita more logical approach to restricting new construction and prescribing obstacle marking and lighting. It also reduces the number. of cases ofnew constructionrequiringreview by authorities.Shielding principles are empoyed when some object, an existing building or-natural terrain, already penetrates above one of the obstacle limitation surfaces described in Annex 14. If it is considered that thenature of an object is such that its presence may be described as permanent, then additional objects within a specified area around it may be permitted to penetrate the surface without being considered obstacles. as The original obstacle is
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Airport Services Manual 2.10 MARKING AND LIGHTING OF OBSTACLES

2.10.1 Where it is impractical to eliminate an obstacle, it should be appropriately marked and/or lighted so as to be clearlyvisibletopilots in all weather and visibility conditions. Annex 14, Chapter 6 contains detailed requirements concerning marking and/or lighting of obstacles. Some guidance on the characteristics of high intensity obstacle lights is included in the Aerodrome Design Manual, Part 4, Visual Aids.
considered as dominating or shielding the surrounding area.

2.9.2 The Seventh Session of the AGADivision introduced the principle of shielding to Annex 14. Though the Division recognized the use of shielding in the specifications of Annex 14, did it not draft specifications concerning the details of its employment. The Division did discuss how shielding should be employed but decided to leave this material as guidance for the present time.
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2.9.3 It was generallyagreed that the formulafor shielding should be based on a horizontal plane projected from the top of each obstacle away from the runway and a ; plane with a negative slope of 10 per cent towards the runway. Any objectwhichisbelow either of the two planes would be considered shielded.The permission to allow objects to penetrate an obstacle limitation surface under the shielding principle should, however, be qualified by reference to the need for an aeronautical study in all cases.
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2.10.2 It should be noted that the marking and lighting of obstaclesis intended to reduce hazards to aircraft by indicating the presence of obstacles. It does not necessarilyreduceoperatinglimitationswhichmay be imposed by the obstacle. Annex 14 specifies that obstacles be marked and, if the airport is used at night, lighted, except that:
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2.10.3 Installation and maintenance of required marking and lighting may be done by the property owner, by community authorities or by the airport operator.The airport operator should make a daily visual inspectionof 2.9.5 The permanency of the immovableobstacle all obstacle lights on and around the airport, -and take which is to be considered as shielding an area should be steps to have inoperative lights repaired. In some cases, given very careful review. An object should be classed as principally at commercial or industrial sites, the property immovable only if, when takingthe longest view possible, owner may provide for maintenance, repair and there is no prospect of removal being practicable, possible replacement of lights. Otherwise, the airport operator orjustifiable,regardless of how the pattern, type or should have agreements permitting hisrepresentatives to density of air operations might change. enter the property and perform the necessary maintenance. Many airport operators have found it 2.9.6 In use, the methods for determining the extent helpful to use dual light fixtures with an automatic switch of area shieldedby a permanent obstacle and permissible to the second light fixture if the fiist one fails. Such an height limits around it vary between States.It has often arrangement providesgreaterassurance of continued been found difficult to applyfirm policies on this matter, obstaclelightingandreduces the number of visits to and generally an aeronauticalstudyiscarried out to replace inoperative lamps. review the exact effect the construction of a new object will have. Several States, notably Austria, Chile, Czechoslovakia, Egypt, the Lao People's Democratic Republic, the Kingdom of the Netherlands and 2.11 REPORTING OF OBSTACLES Switzerland, have reported that they followed the guidanceprovidedabove. To give someguidance on 2.1 1.1 Annex 14, Chapter 2 specifies that the alternative shieldingconcepts, the practices of several location, top elevation and type of each significant selected States are given in Appendix 3. obstacle on or in the vicinity of an aerodrome shall be
2.9.4 The shieldingeffect of immovableobstacles laterally in approach and take-off climb areas is more uncertain. In certain circumstances, may it be advantageous to preserveexistingunobstructedcrosssection areas, particularly when the obstacle is close tothe runway. This wouldguardagainst future changesin either approach or take-off climb area specifications or the adoption of a turned take-off procedure.
a) such marking and lighting may be omitted when the obstacle is shieldedby another fixed obstacle; and b) the markingmay be omitted when the obstacle is lighted by high intensity obstacle lights by day. Vehicles and other mobile objects, excluding aircraft,on movement areas of airports should be marked and lighted, unless used only on apron areas.
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Parr 6.- Confrol of Obstacles Chapter 2.- Controlling Obstacles at an Airport

made available. Specifications concerningthe services to which the above details are to be made available andthe manner in which they are to be published are prescribed in Annexes 4 and 15. From the standpoint of safety and-. regularity of civil aviation, every effort should be made to comply with the above requirements.
2.11.2 Whenever an obstacle, either temporary or permanent in nature, is identified, it should be reported promptlyto the aviation community. To this end, the agency conducting the obstacle survey (government or airport operator) should be responsible for seeing that information on obstacles is promptly transmitted to the authority responsibIe for disseminating aeronautical information, viz. aeronautical informationservice. As indicated in Section 2.5, reporting ofnew construction may be done by the project sponsor, the local planning body, the construction licensing authority or the airport operator. The airport operator has the most direct interest in seeing that information is properly disseminated and, through visual inspections and periodic surveys, is most likely to be aware of the presence of new obstacles. It is, therefore, in his best interest for the airport operator report all data on obstacles, including marking and lighting, to the aeronautical information service for further distribution. Reports may be verbal, but should be confirmed in writing 89 won as possible. 2.11.3 Annex 15 contains detailed requirements on methods of disseminating aeronautical information,
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includingdata on obstacles. In addition toNOTAM, which maybe given either CIass I distribution (by means of telecommunication)orClass I1 (by other means), material may be issued in the form of Aeronautical Information Publications (AIPs) Aeronautical or Information Circulars.Whereacritical situation may exist, information should be disseminated by verbal to aircraft in the reports from the airtrafficcontrol vicinity. AIPs should contain (among other items) current information on obstacles and obstacle marking and lighting. Each AIP should be amended or reissuedat to keep it up to date. regulai intenials as may be necessary
2.1 1.4 Obstacle information from obstacle surveys or other sources, such as reports from airport operators, is also presented in the form of Aerodrome Obstruction Charts A and B, Instrument Approach Charts, Visual Approach Charts and Landing Charts, which are described in Chapters 3, 4, 8, 11 and 12 of Annex 4. Charts produced in conformitywith the provisionsof the AIP, or may be Annex 4 may form apartof distributed separately to recipientsof the AIP.
to.
2.115 high A degree of co-operation among government and local authorities, airport operators and property owners is required to control obstacles and to provide a safe environment for efficientoperation of aircraft at airports.
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Chapter 3 Temporary Hazards

PREFERRED PROCEDURE FOR DEALING WITH TEMPORARY HAZARDS ON RUNWAY STRIPS 3.1 INTRODUCTION
3.1.1 The term "temporary hazard" includes work in progress at the sides or ends of a runway in connexion with airport construction or maintenance. It also includes the plant, machinery and material arising from such work and aircraft immobilized near runways. 3.1.2 The primeresponsibility for determining the degree of hazard and the extent of tolerable obstacle must ultimately rest with the competent authoritywho should take into account:
a) runway width available; b) types of aircraft using the airport and distribution of traffic; c) whether or not alternative runwaysare available; d) the possibilityofcross-windoperations,bearing in mind seasona1 windvariations; e) the weather conditions likely to prevail at the time, such as the visibility and precipitation. The latter is significant as adversely it affects the braking coefficient of the runway, and thus an aircraft's controllability duringground run; f) the possibility of a compromise between a reduction in runway length and some degree of the approach surface infringement.
3.1.3 All such hazards should be promulgated by NOTAM and marked and lighted in accordance with the requirements of Annex 14. For unforeseeable hazards, such asaircraft running off runways,pilots must be informed by Air TrafficControl of the position and nature of the hazard.
3.2 RESTRICTIONS FOR NON-INSTRUMENT AND NON-PRECISION APPROACH RUNWAYS
3.2.1 Three zones alongside runways can be identified and are shown on Figure 3-1 as I, I1 and 111.
Figure 3-1. Limits of zones
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Zone Z
3.2.2 This zone lies within: 23 m of the runway edge wherethe runway codenumber is 2, 3 or 4 ; 2 1 m of the runyay edge where the runway code number is I. 3.2.3 Work may take place in this zone on only one side of the runway at a time. The area of the obstacle should not exceed 9 mz,but narrow trenches may 28 mz.Anyobstacle exceptionally be allowed up to permitted should be limited in height to provide propeller or pod clearance for the type of aircraft using the aerodrome, and in no case should the height exceed1 m above the ground. Any piles of earth or debris which j coulddamageaircraftor engines must be removed. i Trenches and other excavations should be backfilled and : compacted as soon as possible. 3 . 2 . 4 No plant or vehicles should operate in this zone when the runway is in use. 3.2.5 An aircraftimmobilized in this zone would automatically require the closure of the runway.
Zone ZZ
height of excavated material shall be limited to 2 m above the ground. 2) All construction equipment should be mobile and kept withinnormal height limits. 3) When an aircraftbecomesimmobilizedin this zone, the runway should be closed.
Zone ZZZ
3.2.9 This zone applies only to non-precision approach runways used in conditions of poor visibility or low cloud kse. It extends outwards fromthe edge of the graded strip t o the edge of the strip required for missed approaches, i.e. 150 m from the runway centre line. 3.2.10 There are no restrictions on the work in this area. However, care must be taken to ensure that the work and the vehicles associated with the work do not interfere with the operation of radio navigational aids. The critical zones for radio aids are described in Annex 10, Attachment C .
Note, - Contractor'spermanent and semi-permanent plant and mobile equipment withdrawn fiorn the strips should not iqjiinge the transiiional surfaces described in A n n a 14.
Runway ends
3 . 2 . 6 This zone extends from the outer edge of Zone I to the edge of the graded strip for each class of runway. 3.2.7 The restrictions to beapplieddepend on the type ofoperation taking place and the weather conditions. 3.2.8 With a dry runway and not more than 15 kt cross-wind component for runways of code number 4, and 1 0 kt cross-wind component for runways of code number 2 or 3, the following work may be permitted:
a) Visualflight conditions 1) Unrestricted areas of construction, withthe length of excavation or excavated material parallelto the runwaybeing kepttoaminimum. The overall height of excavated material shall be limited to 2 m above the ground. 2) All construction equipment should be mobile and kept within normal height limits. 3) The runway maycontinue in use when an aircraft is immobilized in this zone. b) Instrumentflight conditions 1) Unrestricted areas of construction, withthe length of excavation or excavated material parallelto the runwaybeing kepttoaminimum. The overalI
3.2.11 In the case ofworkadjacent to the runway ends, the maximumpossible use should be made of alternate runways orthe displacementof the threshold so that the obstacle does not fall within the effective strip length or penetrate the associatedapproachsurfaces. However, where landing distance may be critical, it may be safer to permit such an infringement nearthe runway end rather than displace the threshold.
3.3 RESTRICTIONS FOR PRECISION APPROACH RUNWAYS
3.3.1 Precisionapproachninwayscategory ZZZ. ICAO Circular 148, entitled SurfaceMovementGuidance and ControlSystems,details what special procedures should be followedto ensure safetywhenoperations are taking placeunder low visibilityconditions. The restrictions concerning the movement of vehicles and personnel detailed therein should be observed. In particular, no work should be permitted on any part of the movement areawhen the runwayisbeingused.All equipment and all personnel should be outside the obstacle-free zone should be withdrawn from the movementarea. The restrictions concerning the height of piles and debris in 3.2.3 and 3.2.8 are equally applicable to precision approach runwayscategory 111.
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to meet well in advance of the start traffic control exists) of construction. This meetingcan then consider such matters as discussed above, and agree on:
3.3.2 Precision approach runways category ZandZZ.No work should be permittedwithin the OFZ when the runway is in use. All equipment and personnel should be outside the obstacle-free zone. The restrictions concerning the height ofpiles and debris in 3.2.3 and 3.2.8 are equally applicable t o these runways.
3.4 PRE-CONSTRUCTION MEETING
3.4.1 It is an excellentpracticefor the contractor, airport operator and traffic control authority (where
a) means of control of constructionvehicles so as to minimize interference with aircraft operations; b) scheduling of constructionactivities to conform as much as possible to periods of minimum aircraft activity; c) disposal of excavated material, storage of construction materials and equipment, and conditions of work site at the end of the period of work.
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Chapter 4 Obstacle Surveys

4.1
AUSTRALUN PRACTICE
4.1.1 This section deafs with the survey of the approach area and surface, take-offclimbarea and : surface, transitional, horizontat and conical surfaces at i both proposed and existing airports, for the ' determination of the location and elevation of objects that may constitute infringements of these surfaces. In the case of a precision approach runway or a runway on which aprecisionapproachaidislikelyto be installed, the survey should cover the additionalhorizontal 'surface associated with this aid. This horizontal surface, which is located 30 m above the aerodrome reference point, is rectangular in shape. The width ofthis surface is 1.75 km symmetrically situated about the runway centre line, and its length extends from a distanceof 1 050 m prior to the precision approach threshold t o the end of the runway strip remote from this threshold.
:
be necessary for the clearance surface plans f o include ground contours and features in critical areas. This information may be available from plans compiled by -localgovernment authorities,.etc.; otherwise itwill be necessary to obtain the information by normal survey methods.
4.1.3 The clearance surface survey should normally be carried out with a theodolite capableof reading both i horizontal and vertical angles to at least 5".
I
Clearance surface characteristics
4.1.4 The approach area and surface, the take-off climb area and surface and the tranditional surface characteristics vary with the nature and type of aircraft operations conductedor proposed at the airport. 4.1.5 Prior to commencing the survey, it is necessary to ascertain the nature and type of aircraft operations conducted or proposed at theairport, then determine the physical characteristics of the clearance surfaces. 4.1.6 If a topographical map of the area is available, the survey can be assisted materiallyby plotting the limits of the clearance surfaces on the map for use in the field.
Survey procedures
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as a result of t h i s survey, showing the aerial contours of the clearance surfaces in conjunction with the location and reduced level of objects which constitute obstacles, will enable: a) the assessment of the extent of infringement of the clearance surfaces and thepracticability of reducing or removing the obstacles causing infringement; b) the determination of the extent to which marking of obstacles is necessary; c) the determination of operational procedures, such as critical heightsfor aircraft circling,and procedures for use in the event of an emergency during .take-off and Ianding; d) the compilation of the height limitation plans Control) associatedwith the Air Navigation (Buildings Regulations. For the compilation of these plans it will
4.1.2 Clearance surface' plans produced
4.1.7 The survey procedure shall consist of determining:
1. The term 'clearance surface' used in this section is synonymous with 'obstacle limitation surface'.
a) the location and reduced level of runway centre lines at the ends of existing and/or proposed runwaystrips, the ends of any approved clearway beyond the ends of the runway strips and, where future extension is contemplated, the ends of the future extension; b) the location and reducedlevel of the aerodrome reference point; c) the location and reduced levelof the highest points of all objects which may constitute obstacles to the
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clearance surfaces. Ground levels should also be obtained forany obstacles which, in the opinion the of surveying officer, can be removed; d) the location and reduced level of the highest object between adjacent take-off climb areas within the horizontal and conical surfaces, irrespective of whether this object infringes the surfaces; e) the location and spot levels at changes in grade of any roads and railways within the approach area and less than 600 m from the inner end of this area; f) the magnetic bearing of the runway centre lines and the magneticdeclinationto the nearest degree.
Airport Services Manual b) objects which mayconstitute obstacles to the clearance surfaces shall be located horizontally within 4.5 m plus 0.30 m for every 150 m from the origin of the surface. Reduced levels shall be determined to within 23 cm in the fist 300 m from the origin of the surface, increasing at the rate of 15 cm per 300 m thereafter.
Note. - For the purposes of accuraqy the origin of the conical surface shall be the aerodrome reference point.
Take-of climb area and surface
be determined to the nearest 0.30 m and related to mean sea level if possible. If this is not possible, the assumed datum shall be clearly indicated. Any procedure used for determining reduced levels must take account of the curvature of the earth and refraction as necessary to meet the order of accuracy as specified in4.1.13.
4.1.8 Reducedlevelsshould 4.1.9 Obstaclesshall be designated,e.g. tree, hill, pole, tower, spire, vent, chimney, mast, post, antenna, building, house, etc. 4.1.10 The vertical and horizontal limits of penetration by obstacles oflarge extent, such as hills, mountain ranges, etc., shall be determined by obtaining criticalspotreducedleveisand the horizontalarea of penetration. 4.1.1 1 The field work associated with 4.1.7, with the exception of c) and dl, involves normal survey procedures and will not be dealt with further. In many cases this information is availablefrom existing contour and feature plans. 4.1.12 The field work associated with4.1.7 c) and d) involves, firstly, a preliminary procedure to identify objects which may constitute obstacles and, secondly, a procedure to determine the location and reduced level of these objects. In certaincases it may be possible to combine these two procedures.
4.1.14 An accuratelymeasuredbaseline should be established at the end of the runway strip or at the end of any approved clearway beyond the end of the runway strip. This baseline should be equal in length to the inner end of the take-off climb area, and it should be set outin such a manner that it isat right angles to and symmetrical about the runway strip centre line. Pegs should be established at the ends of this baseline, and these pegs should be coincident with the inner corners of the takeoff climb area. The reduced levelof these pegs should be determined by normal levelling methods for later use in computing the reduced level of obstacles. 4.1.15 The outside edges of the take-off climb area should be established by positioning the theodolite on the corner pegs (ends of the baseline) and turning out a horizontal angle with reference to the baseline, equal to the splay angle plus90'. Sighting poles positionedon the alignment of the outside edges, some distance from the corner pegs, will materially assist visual inspection of the extent of the take-off climb area. 4.1.16 With the theodolite set up over a corner peg, the take-off climb surface maybe examined through the telescope ofthe instrument by setting out a vertical angle equal to the gradient of the surface and rotating the telescope from the outside edge of the area towards the extended centre line. This process is repeated from the opposite corner peg. 4.1.17 Anyobject that projects through the surface constitutes an obstacle, and as this method of identifying obstacles is not precise, any object closely approaching the surface should also be tentatively identified as an obstacle. This method of identifyingobstaclesis not precise due to the following factors:
Accuracy
4.1.13 The order of accuracy of the field work shall be such that the resulting data will be within the maximum deviations indicated hereunder:
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a) the horizontal dimensions of runway strip ends, the ends of any approved clearway beyond the ends of the runwaystrips, ends of future extensions,shall be determined to the nearest 0.30 m;
a) no brrection is made for the instrument telescope being not coincident with ground level at the centre point of the inner edge of the surface;
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b) no correction is made for curvature and refraction; c) the gradient of the surface is.no_t necessarilyread in a vertical planeat right angles to the surface.
4.1.18 The location and reduced level of objects which constitute obstacles, which or have been tentatively identified as possible obstacles, may be determined accurately by:
4.1-23 The survey procedurefor a precision approach area and surface- is. the same as set out for the take-off climb area and surface, except that the physical characferistics for an international or domestic precision approach area and surface (whichever is applicable) are used.
Transitional surface
4.1.24 The survey of the transitional surfaces, as far as identification of objects which constitute obstacles k concerned, can best be carriedout in two parts. One part consists of the survey of the transitional surfaces associated with the approach surface, and the second part, the the survey of the transitional surfaces associated with runway strip. The reference lines or the purposeof transitional surfaces associated withthe runway strip are lines coincident with ground level originating at the ends of the inner edge of the approach areas drawn parallel to the runway centre line. 4.1.25 The identification survey for transitional surfaces associated withthe approach surface can best be carried out with a theodolite or modified level'in which n 7 have been incorporated. cross-hairsat a gradient of 1 i 4.1.26 For this part of the survey the instrument is positioned along the tine representing the edge of the approach area and at such a distance outward alongthis line that the telescope is in the plane of the approach surface. The telescope is then elevated to the gradient of the approach surface, sighted along the line representing the edge and clamped both vertically and horizontally. The cross-haus in the telescope at a gradient of 1 in 7 will then be in the plane of the transitional surface associated with the approach surface, and any objects which project through this plane constitute obstacles. The process is repeated for the opposite sideof the approach surface. 4.1.27 If an instrument with cross-haus at a gradient of 1 in 7 is not available, it is necessary todetermine the location and reduced level of a number of objects suspected of being obstacles in the area under
1. A modifiedlevelis
a) triangulation and the reading of vertical angles from the ends of the baseline or other control stations established for the purpose; b) traverse and levelling from the baseline or other control stations. It would be necessary to employ this method where objects suspected of being obstacles are shielded by other obstacles.
4.1.19 As a general rule theprinciple of triangulation should not be employed where the apex angle (the angle at the object) is less than 2' 15', or where the distance to the abjectis greater than 25 times the length of the baseline. For distant objects, this rule will- entail lengthening the baseline by establishing other control stations or employing the principleof traversing ora combination of both traversing and triangulation. 4.1.20 In cases where future runway andlor strip extension is contemplated, the survey should be extended to include:
ground a) the location and reduced level of objects above level between the ends of the existingrunway strip and the ends of the ultimate extension for the full width of of the existing the take-off climb area based on the end runway strip; b) the location and reduced level of objects which mnstituk obstacles to a take-off climb surface from the endof the ultimate extension for the full width of the take-off climb area based on the end of the existing runway strip.
Approach area and surface
4.1.21 The physicalcharacteristics of the approach area and surface are less criticalthan those of the take-off climb area and surface, except in the case of runways associated with precision approach landings. 4.1.22 The survey associated withthe take-off climb area and surface will therefore fuIfil the requirements of the approach area and surface except for the precision approach landing case.
a standard surveyor's levelwhich has been especiallymodified for surveys of this nature. The modification consists of a rearrangement of the telescope optics to widen the field of view to permitthe installation of a graticule on which percentage gradients have been engraved. This enables the telescope bubbIeto be retained in the centre of its run while the gradient is being read, and simplifies the instrument work to levelling the instrument, pointing and reading the percentage gradient direct. To facilitate the survey of transitional surfaces, lines at gradients of 1 in 7 have also been incorporated in fhe graticule.
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examination by precise methods such as those indicated in 4.1.18. Other objects can be compared with these by visual inspection, and the identification of possible obstacles can proceed.
4.1.28 The location and reduced level of objects which constitute obstacles, or which have been tentatively identified as possible obstacles, may be determined as indicated in 4.1.18. 4.1.29 For the identification survey of the transitional surface associated with the runway strip, the theodolite is positioned on a line joining the object suspected of constituting an obstacle and the runway strip centre line (the line being at rightanglesto the strip centre line), and also at some distance outwards from the reference line (see 4.1.24), so that the telescope of the instrument is in the plane of the transitional surface. 4.1.30 The telescope is elevated to a gradient of 1 in 7 and clamped vertically,then sighted at the object.
visual inspection, and the identification of possible obstacles can proceed.

4.1.35 The location and reduced level of objects which constitute obstacles, or which have been tentatively identified as possible obstacles, may be determined as indicated in 4.1.18.
Application of aerial photogrammetry to clearance surface surveys

4.1.36 Where extensive and complex clearance surface surveys are involved, it may be expedient and economical to use the principle of aerial photogrammetry to produce a plan of the area showing the location and elevation of objects likely toconstitute obstacles. On this plan the limits together with the aerial contour of the various clearance surfaces can be plotted, and the objectives as set out in 4.1.2 can be achieved.
The telescopeis then in the planeof the transitional surface and if the object projects through this plane it constitutes an obstacle.
4.1.31 When a number of objects have been treated similarly, other objects can be compared with these by visual inspection and the identification of possible obstacles can proceed. 4.1.32 The location and reduced level of objects which constitute obstacles, or which have been tentatively identified as possible obstacles, may be determined as indicated in 4.1.18.
Application of terrestrial photogrammetry to approach, take-oflclimb and transitional surfacesurveys

4.1.37 Where it is desired to produce a pictorial representation of the approach, take-off climb and transitional surfaces showing the extent of infringement of these surfaces, the method of taking terrestrial photographs described below may be employed. Such a pictorial representation is an ideal means of detailing requirements approach, for take-off climb and transitional surface clearing, particularly where the obstacles consist of heavily timbered areas. Such a pictorial representation is also an excellent checkthat all objects whichconstitute obstacles have been picked upby any previous survey using normal survey procedures.
Horizontal and conical surfaces Adiitional horizontal surface associated with a precision approachrun way
4.1.33 The identification of objects which constitute obstacles to these clearance surfaces can best be carried out by reference to a topographical map on which the limits of the surfaceshavebeenplotted.Since these objects will be at least 30 m above the aerodrome reference point, they will be tall, easily seen objects or objectsonhighground, the location ofwhichcanbe determined froman inspection of the topographical map. 4.1.34 If a topographical map is not available, it is necessary to determine the location and reduced level of a number of objects suspectedof being obstacles to these surfaces by precise methods such as those indicated i n 4.1.18. Otherobjectscan be comparedwith these by
Note. The transitional surface referred to is the transitionalsurfaceassociatedwiththeapproachsurface on&.

4.1.38 While it is possible to extend this photographic method to produce a plan showing the location and reducedlevel of obstacles,it has been found in practice that the additional photographs and field work required for this purpose make this aspect of the method too cumbersome.
Theory
4.1.39 If a camera is set up in a plane, the plane will project as a straight line on the negative. Further, if the camera is'level and pointed inthe direction of the steepest
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slope of the plane, the projection of the plane will be parallel to the projection of the horizontal plane through the camera.
4.1.40 Since the approach surface, take-off climb surface and transitional surface are planes, they will be projected on the negative as straight lines, provided the camera lens is in the plane under consideration when the photograph is taken. 4.1.41 In the case of a camera set on the edge of the
the additional photographs and field work required for this purpose make this aspect of the method too cumbersome.
Equipment
4-1.48 The camera should be a good quality camera with a 90 mm lens, or its equivalent. 4.1.49 The vertical control shall be established with a level similar to.a Watts Microptic or its equivalent. The level shall have a small platform attached to the telescope barrel and the metal coversurrounding the main bubble. This platform forms a stable mount for the camera, and the vertical axis the weight of the camera is directly above of the level. Small ridges should be provided on the front and back edges of the platform to hold the camera in the same position at each mounting. A captive screw should be provided on the camera tripod fitting. The horizontal control should be established with a theodolite. 4.1.50 Targets should be circular and consist of any rigid material with a tube and clamp screw on the rear side. They should be painted in quadrants, and should have a radius equal to the measurement between the axes of the telescope of the level and the camera. 4.1.51 The pole up and downwhich the target is adjusted for height may be the normal survey ranging rod, but should be capable of being extended to 3 to 3.5 m high.
splay, i.e.the intersectionof the approach surface and the transitional surface, both planes will project on the negative as straight lines.
4.1.42 However, these planes cannot be drawn on the photograph unless they can be related to some datum available on the photograph. This datum can be supplied by setting out targets the reduced level of which is equal to that of the camera. A line drawn through these targets on the photograph will be the projection of the horizontal plane through the camera.
. -
4.1.43 If the targets are set out so that the centre one is in the vertical plane through the axis of symmetry of the :equIred plane and the others are set out on either it is possible to construct side at a certain horizontal angle, an angular scale from the three targets in the photograph. 4.1.44 Using this scale, distances can be set out on the photograph abovethe centre target equalto the angle of elevation of the surface under consideration. A line drawn through this point parallel to the horizontal plane would be the projection of the surface. 4.1.45 In the case of a camera set up on the edge of the splay and in the approach or take-off climb surface, targets are set as before, except that the outer target is set at an angle from the centre target equal to the angle of splay. 4.1.46 On the resultant photograph, the surface under consideration is &awn on to apoint perpendicularly above the outer target. At this poinE, in the case of the approach surface, a line at a 1 in 7 slope can be drawn towards the edge of the photograph, since . we are loking across the slope of the transitional surface. 4.1.47 Since the bearing of any point on the photographs canbe measured, it follows that the position of any object may be calculated or plotted, providing it appears in more than one photograph and the positions of the camera stations have been fmed by survey. However, as mentioned in 4.1.38, it has been found in practice that
Field procedure
4.1S 2 Camera positions are selected on the extended centre line of the runway and on the outer edge of each splay, so that the camera, when set up, will in each case be in either-the approach surface or the take-off climb surface. The camera in the splays, when associated with the approach surface, will also be in the transitional surface, since the outer edge of the splay is the intersection of the two planes. The camera positions are established, both in position and elevation, with respect to the end of the runway strip.
Note. - To obviate the necessiv for hvo sets of photographs, one for the take-oflclimb surface and onefor the approach and transitional surface, the fransitional surfaces may be applied to the edges of the take-ofl climb of the approachsurface in cases surface rather than the edges other fhan internationalprecisionapproachsurfaces.This may be done provided no sign8cant economic penalty as regar& cIearing qf transitional surfaces is involved.
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4.2
4.1.53 When the cameraposition on the extended centre line is determined, the theodolite is set up over this point and target positions are established. One target is set on the extended centre line of the runway and one on each side at equal angles, selected to suit the camera usually 200. Targets need not be at any fixed distance from the camera.
UNITED KINGDOM PRACTICE
4.1.54 The theodolite is replaced by the level andthe bottom edges of the targets are levelled. The camera is then attached to the level. Sincethe radius of the target is equal to the vertical separation of the axes of the level telescope and the camera, the centres of the targets are level with the camera lens. 4.1.55 The camera i s directedtowards the centre target and the photograph taken. 4.1.56 A similar process is followed at the splay camera points. The centre target is set out on a bearing parallel to the extended centre line of the runway, the inner target 20' off this line, but the outer target is set out at the splay angle. The camera is directed at the centre target. It should be noted that the camera axis is always horizontal.
.. .
4.2.1 Aeronautical airport surveys are undertaken to determine the location and height of various objects in defined areas around an airport. This information is necessary for the production of aeronautical charts required for international aircraft operations, and for determining which of the objects constitute obstacles in the aeronautical sense. Those objects which are found to be obstacles can then be removed or, if this is not possible, they can be marked and/or lit.
Type A obstruction chart survey
- _. --
O@ce procedure
4.1.57 The resultant negatives are enlarged so that the 20" interval between targets measures 125 mm (this is approximately a four diameter enlargement). 4.1.58 A straight line drawn through the centre of the targets represents the horizontal plane through the camera. 4.1.59 Using a positive-negative transparent scale on which 20" equals 125 mm, a distance equal to the angle of
4.2.3 For runways used by large jet a h @ . The area to be surveyed commences at the inner edge of the takeoff climb area, where it is 180 m wide. It is symmetrical about the extended centre line and increases uniformly in width from 180 m to 3 930 m at a distance of 15 000 m from origin. The significance of obstacleswithin this area is related to a profile which has an upward slope 1.0 per cent from the origin out to 9 000 m from the origin, where the plane continues horizontally at 90 m. Where this survey plane touches no obstacle, it is to be reduced until it touches the first frangible obstacle or reaches 0.5 per cent.
4.2.4 In the Fist 900 m, obstacles are considered to cast a horizontal shadow forwards; from 900 m to 9 000 m, the shadow has an upward slope of 1 per cent; from 9 OOO m outwards, the shadow is again horizontal. Obstacles lying whollybeneath such shadows need not be shown on the chart (but see 4.2.5 for selective shadowing procedure). In addition, in the outer sector from 9 000 m to 15 000 m,obstacles may be considered to cast a backward shadow of slope of 10 per cent. All obstacles lying wholly beneath such shadows need not be shown (but see 4.2.5 for selective shadowingprocedure).
elevation of the take-off climb or approach surface (whichever is applicable) may be marked up above the targets, and a line drawn parallel to the horizontal line through the targets. This line represents the required surface, and clearly indicates whetherthe surface is clear or obstructed.
4.1.60 With regard to the splay photographs, the surface can be similarly drawn, but is terminated immediately above the splay target. From here, a line at 1 in 7 isdrawnoutward,and this line represents the transitional surface. 4.1.61 The three photographstogether represent a complete section of the take-off climb or approach and transitional surface.
4.2.5 Current UK legislation allows the pilots of smaller aircraft to consider an obstacle-accountable takeoff flight path area (TOFPA) of lesser total width than that defined in 4.2.3. In order to ensure thatobstacles in this area are not eliminated from the Type A chart by use of an obstacle shadowingtechnique universally applicable
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4.2.2 The following airport survey specifications are used to obtain the obstacle data necessary to comply with the ICAO Standards and Recommended Practices contained in the relevant Annexes and the requirements in the United Kingdom document CAP 168 which deals with the physical requirements for United Kingdom licensed airports.
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over the whole area, a selective obstacle shadowing procedure is adopted. For obstacle shadowing purposes, the take-off flight path area (TOFPA) described in 4 . 2 . 3 is initially surveyed for all accountable obstacles. It is then divided into three sections. Each of the two outermost sections consists of a strip 25 m wide, running parallel to its respective outer edge ofthe TOFPA. The accountable obstacles in the central section are permitted to shadow obstacles in the two outermost sections. Accountable obstaclesin the two outermost sections are not permitted to shadow obstacles in the central section. Accountable obstacles in either of the outermost sections obstacles in the other are not permitted to shadow outermost section.
4.2.6 The order of accuracy required is that given in , Chapter 3, 3 . 9 . Annex 4 4.2.7 If a turned take-offclimbareaisconsidered necessary, the area to be surveyed shall be determined by consultation between the appropriate aerodrome authority and the operators. 4.2.8 Other runwwys. These will conform to the specifications ofAnnex 4 .
AGA suryey
demanding of the requirements for these procedures, the ILScategory I profile andthe planarea of the SRA procedure, are used as the basis of the survey. All obstructions in the plan area which penetrate or come within 3 m of the obstacle clearance surfaces must be included in a schedule of measured heights. A computer is used to accept the data in the form described in 4.2.21 and 4.2.22, and is programmed to calculate the obstacle clearance limit (OCL)and dominant obstacle allowance (used only in the United Kingdom) for all categories of ILS. For safeguarding purposes, sample checkingof the computer ICs output and manual calculation of 1 /2NM o scale of 1 : 5 000 will also be SRA OCLs, a survey plan t or 1 : l O 000 may be required. Alternative scales of 1:2 500 acceptable for certain aerodromes. Surveys are required to be updated annually and completely renewed every three years.
4.2.9 All obstacles are to be penetrate:

a) b) c) d) e) the runway strips; the taxiway strips; the approach surface; the take-off surfaces; the transitional surfaces; f) the horizontal surfaces; g) the conical surfaces.
determined which
4.2.10 The dimensions and slopes of obstacleaccountable surfaces are to be determined by a combined study of Annex 14 and CAP 168. Where differences occur, the more demanding specification is to be selected. 4 . 2 . 11 Accuracy of survey is to be in accordance with Annex 4, Chapter 4, 4.9.
RA C s u ~ e y Vor precision approach procedures)
4.2.12 A detailed surveyis required for all categories of ILS procedures and surveillanceradarapproaches (SRA) to a terminationrange of 112 NM. The most
4.2.14 The survey requirements detailedin 4.2.12 and 4.2.13were devised tomeet the obstacle assessment UK precision approach requirements for all existing procedures, for which the height above aerodrome elevation below which the minimum prescribed vertical as the obstacle clearance cannot be maintained is defmed i.e. in accordance withthe criteria clearance limit(OCL), in PANS-OPS, Third Edition, 1971. The survey requirements for all new precision approach procedures and all existing proceduresare being amendedto ensure that the obstacle assessment surfaces (OAS) comply with the requirements of PANS-OPS, Volume 11, First Edition, 1979, and all subsequent amendments to that document as approved by the Air Navigation Commission. From 25 November 1982, the applicability date of the new PANS-OPS, the minimum permissible aircraft height criteria for each precision approach procedure have been referred to as obstacle clearance altitude/height (OCA/H).
Not for Resale
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4.2.13 The approach funnel hasitsorigin at the landing theshold where it is 600 m wide; 660 m downwind of the threshold, it diverges at the rate of 15 per cent on each side until it (equivalent to an angle of 8* 32) reaches a width of 4 NM,and then remains at this width out to 15 NM from the threshold. The profileof the approach funnel is horizontal for the first 790 m, and : 3 2 . The missed beyond this it has an upward slope of 1 approach begins at the threshold, where itis 600 m wide, n width until 875 m upwind of the and remains constant i threshold, where it diverges at an angle of 15 on each side. The profile of the missed approachis horizontal for the fist 1 800 m upwind of the threshold, and then has an 4 0 .The area terminateswhen the slope upward slope of 1 : intersects the minimum sector altitude.
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Airport survey procedures
Airport Services Manual Ofice work

4.2.19 Alternatively, surveys may be carried out by aerial photography and the results verified by field survey sampling.
4.2.20 The points heighted are plotted on a dimensionallystableplastictransparency of the appropriate 1:2 500 national grid planand are identified by a unique number. As many as possible of these points are also plotted on a 1:lO 000 compilation of the 1:10 000 or 1 : l O 560 nationalgrid plans covering the airport and various approach, take-off and circling areas. Each plan is givena reference number and the survey authority responsible for the information is stated.
4.2.15 Within the United Kingdom the fullest use is made of national plans. The whole of the United Kingdom, including Northern Ireland, is mapped on the transverse Mercator projection.A national grid system is superimposedonthemaps of England,Scotland and Wales; Northern Irelandisincluded in the Irish grid system, the central meridianof the projection being8'W of Greenwich as opposedto the 2'W value used for the remainder of the United Kingdom. 4.2.16 Complete map coverage at a scale of 1:lO 000
or 1:lO 560 is available. The majority of airports being surveyed are in areas where national plans at a scale of
1:2 500 are published.Theseplansgivebenchmark positionandelevationabove datum, with spotlevels along public highways. It is against this backgroundthat the United Kingdom surveys are carried out. 4.2.17 Airport obstacle surveysare designed to cover the requirements stated in ICAO Annexes 4 and 14 and the criteria in CAP 168 wherethese are applicable to obstacle surveys.
4.2.21 A schedule of measured heights, form, is prepared. The title page states:
in book
Field work
4.2.18 Field work is usually carried out on copies of the 1:2 500 national plans where they exist. In remote areas not mapped at 1:2 5 0 0 scale, the 1:lO 000 or 1 : l O 560 plans are used. The surveyisaimed at the production of plans and schedules of measured heights. This requires:
a) a check on the alignmentandlength of runways, threshold elevations, and the general layout of the aerodrome as appearingon the plan being used; b) marking of the zones and permissible heights for takeoff, landing and circling operations on the field copies of the plans; c) location on the plan of the points to be heighted; d) heighting. Height differences are obtained by multiplying the tangent of the vertical angle, measured by theodolite observation, by the scaled distance between the plan positionsof the instrument and the object being heighted. This difference is applied tothe elevation of the instrument station to obtain the height above datum for the particularobject.Atleast two determinations of height, each from a different instrument station, must be obtained for each point - .heighted.
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a) name of airport; b) area covered by survey; c) the national grid co-ordinateof each runway threshold correct to -+ 1 m; d) the elevation above ordnance datum of each runway threshoid to f 0.03 m; e) date of survey and any revision; f) a record number; g) the name of the survey authority responsible for the information.
4.2.22 Each page of the schedule contains following information:
the
a) the record number of the plan on which the heighted point is plotted; b) the plan number of the point; c) height of point above datum 2 0.3 m; d) the 1 m national grid reference of each point, normally obtained by scaling from the 1:2 500 nationalgrid plan; e) brief description (limited to eight digits for computer input requirements).
4.2.23 Transparent positive copies of these plans are produced on dimensionallystableplasticmaterial and issued to the appropriateauthority together with copiesof the schedule. From the information they contain, aviation officials can then decide which objects constitute an obstacle.
4.2.24 The field survey and subsequent office procedures ensure that the data supplied is more than adequate for the production of Type A and Type B charts, and allows for-a more'detailed study of approaches.
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4.2.25 The surveys are, in general, carried out from highways and.by-ways, and arrangements for land entry are not normally necessary. In all cases, the surveyor is informed as to the type of survey required in the following terms:
a) Comprehensivi survey: this is a first survey or a resurveyshowingallobstaclesand contours. Land entry is essential; b) Limited survey: this is first surveyor a resurvey showingonly representative obstacles in groupsof closely clustered objects. It is carried out from highways and by-ways, and land entry is not normally necessary; c) Revision survey: this is a checksurveycarried out where airports have previously been accurately surveyed and where only limited new constructionand obstacle clearance programmes have taken place.
4.2.26 For each airport an indication is given as to whether the runways and strips are instrument or visual, and the exact dimensions and slopes of the approach areas related to these are also defined. The require-ments for AGA surveys include the transitional, horizontal and conical surfacesas given in Annex 14 and CAP 168. o f 4.2.27 If examination of the PlanandSchedule Measured Heights shows the need for a clearance programme, a resurvey is carried out of the particular area involved, usually requiring land entry to be arranged, and a 1:2 500 scale plan is prepared to show in detail those objects to be removed and to allowcosts tobe estimated.
4.3.2 The complexity of each survey and the number of charts maintained will vary greatlyfrom State to State. The survey methods, equipment and support required for the field survey personnel will also vary. The range of field procedures described herein is sufficiently wide to provide a choice of methods suitable for the very complex as well as for the simpler survey situation. In this respect, many of the methods assume the use of aerial photographs during the survey, followed by office photogrammetriccompilationprocesses.Wherephotogrammetricprocedures are not consideredpracticable, field methods may be selected which do not depend on such procedures. Compilationand reproduction facilities among the States, also, vary so much that no comments on these bhases are included.
4.3.3 For ease of reference, the field survey considered in a series of steps or processes:
a) original surveys; b) revision surveys; c) planning and reconnaissance; d) levelling; e) horizontal control; f) landing area survey; g) obstacle detection and selection; h) obstacle locationsand elevations; i) air navigational aids (ILS, Rbn, Radar, etc).
-
is
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Original suryeys
4.3 UNITEDSTATES OF AMERICA PRACTICE

4.3.1 The airport obstacle survey principally:
must supply,
a) the airport elevation; b) runway profile elevations; c) the latitude andlongitude of the airport reference point CARP); d) the width and length of eachrunway; e) the azimuth of each runway; f) the planimetry at the airport; and g) the location and elevation of each obstacle in the area covered by the chart. Where additional information may be required by some States, the procedures described b e b w for obtaining the principaldatacan be appliedtoprovide the additional data.
4.3.4 An original survey is defined as the first obstacle survey made at an airport, This survey must provide allthe principal data, including any supplemental data required, Moreover, the original survey should provide a basic net of horizontal and verticalcontrol stations described and monumented to ensure their recovery and use on future revision surveys. Provided the extra expense is warranted, the control should be of an order ofaccuracy useful toairportofficials and local engineers for their surveying requirements.
Revision surveys
4.3.5 During each revision survey, the field party must make a thorough field examination of the existing obstacle chart, and supply all the field survey data required to update the chart whereby it conforms with the current requirements. The kind and volume of field work required for a revisionsurvey willvary considerably, depending upon the age of the chart. A field examination of the charted obstacles is mandatory. For this purpose, the existing chart may be used as a plane-table sheet. On a new or relatively new obstacle chart, this may be
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Not for Resale
practically all that is required of a revision survey. Onan older obstacle chart, additional work will often be necessary, such as re-establishing the airport reference point (ARP), new runway levelling, revision of the horizontal and vertical control scheme, andso on.
rod. During the levelling the instrument should be kept in good adjustment, and the length of the foresights and backsights should be kept in balance.
Horizontal control
4.3.10 A correct relationship must be shown on the chart between the airport runways, the obstacles and other details. It is the purpose of the horizontal control survey to determine this relationship. This isusually accomplished by taping a baselinealong one of the runways and expandingfrom this base by a small net of triangulation or traverse until the positions, with respect to the base line, havek e n determined for as many local control stations as are required. 4.3.11 The number of local control stations that are required will depend on whether or not photographs are to be usedduring the obstaclelocationand elevation survey. Where this will be done by the use of aerial photographs and photogrammetric processes about three stations at the ends of the runways, a station at the airport reference point and an outlying station just beyond the limifs of the obstacles in each direction from the airport will suffice. Where aerial photographs will not be used, one local control station will be required at the airport referencepoint and one at the end of eachrunway. Enough additional outlying stations also wili be required to permit the location, from these stations, of each obstacle, or other detail, by plane-table, or theodolite intersection, or traverse. 4.3.12 Plane co-ordinates for each local control station can be computed by assuming starting coordinates at one end of the base line and an azimuth for the base line.An improvementwould be to observe a sun azimuth for the base line, as this would orient the coordinate system forthe chart to true north. An additional improvement would be to connect the scheme of local control stations to a national systemof horizontal control by photogrammetric methods, triangulation, or traverse. This will place the co-ordinate system of the chart on a geodetic datum and make it possible to determine the geographic position of the airport reference point, since this is one of the local control stations, or of any other point on the chart. Where it is not practicable to determine the geographic position of the airport reference pointin this manner, it willbe necessarytoscaleits position from the best map available.
Planning and reconnaissance

4.3.6 Planning of the individual survey should start with a study of the best available maps of the area andof the existing horizontal and vertical control in the area. It is always helpful to plot the approach surfaces, etc., on the maps during this study. The study should be followed by preliminaryconferenceswith the airportmanager, control tower personnel, and airport engineer regarding the survey,proposedconstruction or clearing,critical obstacles, and existing control. Following the preliminary conferences, a general reconnaissance should be made to gain familiarity with the airport and vicinity.
'
Levelling
4.3.7 Tc establish the required airport elevation, includingrunwayprofileelevationsandbenchmarks from which obstacle elevations will be determined, spirit levelling of third-order or higher accuracy shouldbe run to the airport. This levelling should be run forward and backward from two existing bench marks between which a satisfactory check is obtained and which are based on mean sea level elevations. Whereit is not practicable to base this levelling on a mean sea level datum,a note to that effect should appear on the chart. During this levelling, at least two monumented and described bench marks shouldbe established at the airport forfuture use. 4.3.8 From these new bench marks, a closed loop of spirit levels should be run around the perimeter of the landing area, and a semi-permanent point, marked and described, should be established near the end of each runway forfuture use. A loop closure of 0.1 ft1 times the square root of the length of the level line in statute miles is satisfactory for this levelling. The runway profile levelling and the elevation of the airport can be determined by levelling from these bench marks. Levelling, also, can be extended from these bench marks outward from the airport to the vicinity of obstacles where previously established bench marks do not exist.
4.3.9 Allof the abovelevellingcan be carried out with any good quality spirit level and an accurate level
1. The material
...measurement in conformity with the United States practice.
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in this section uses
English units of
4.3.13 Sufficient accuracy will be obtained if the base line is tapedin both forwardand backward directions with a good quality steel tape, supported throughout by the runway surface, and if the tape is corrected for
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Part 6.- Control of Obstacles Chapter 4.- Obstacle Surveys

temperature only. Again,the accuracy willbe sufficient if the angles are observed with a transit or theodolite having at least a 2 0 division of the horizontal circle,and if two direct andreverse measurements of each angle are made.
Landing area survey

4.3.14 The purposes of the landing area surveyare to establish the width, length and azimuth of each runway, for the and to provide the survey notes required compilation of the planimetric detailat the airport.
the area from near the runway end with a theodolite telescope. For this purpose, the telescope is set at the verticalangle equivalent to the slope of the approach surface (1'09' for a fifty-to-one slope, or 1'26' for a forty0'41' for a 1.2 per cent slope). Allowance to-one slope, or must be madefor any displacement of the telescope above or below the plane of the approach surface.When this method isused, care must be taken to checkby other methods for the existence of obstacles that may be ; obscured from view at the runway end.
4.3.19 The field detection of obstacles for the remainder of the area will be greatly expeditedby careful study of the existing topographic maps. This map checked by ground reconnaissance must be visually reconnaissance on foot, by truck or by light aircraft.The type(s) of inspection made will depend on the extent of the area, the availability of roads, and the nature of the terrain. 4.3.20 Frequently, an approximate test elevation will be neededto determine whether an object is to be classified as an obstacle for final location and determination of the elevation. Where the test elevation indicates that an object is an obstacle, other objects inthe vicinity may be compared with it by eye or stereoscopic study of photographs to decide whether qr not they also for detection of may be obstacles. Test elevations obstacles may be determined by vertical angles observed from a point of known elevation (elevation from a topographic map or other source) with a distance scaled from a map or photograph. Observation points for these approximate test elevations may be roofs of buildings, high ground, runway en&, and so on. Alertness is required to include mobile objectssuch as trains, trucks, travelling cranes, and, in some cases, even boats, where they cross the flight path closeto the runway ends. 4.3.21 The selection of obstaclesto be charted is the next step. It is often not practicable to chart every obstacte that is detected in the field. A selection must be made to include the most important obstacles, plus those portrayingobstacle nature and distribution throughout the chart area. An effort should be made to portray the density of obstacles ineach area by selecting a few more obstacles in areas where the density is greater than are selected in less congested areas.
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The runway widths are determined readily by be obtained by this method. taping; the lengths, also, can The lengths, alternatively, can be determined by inverse computation between local control stations established at each end of each runway during the horizontal control work. Where this method is used, the computation will also provide the runway azimuths. A third method, where photogrammetric methods are used to connect the local control stations to a national horizontal control system, is to identify each runway end on a photograph, determine co-ordinates for these points by photogrammetric methods, and then compute length and azimuth from these co-ordinates. Finally, where lengths are determined by taping, a sun azimuth observation can be observed to determine the azimuth of one runway, and an angular traverse run to each of the other runways for the determination of their azimuths.
4.3.15 4.3.16 Photogrammetric detailing is ideal for the compilation of planimetric detail at theairport, that is, the detailing on the chart of runways, taxiways, buildings, etc. Where this process is used, the field work may be limited to notes on the photograph indicating to the office compiler any changes that have occurred since the date of the photography. The required detail is best determined by plane-table methods where photogrammetric detailing will not be used.
Obstacle detection and selection4.3.17 The lodtions and the elevations of obstacles comprise the most important information shown on an obstacle chart. The party personnel must be thoroughly familiar with the imaginary surfaces that define obstacles, The validity of the published obstaclechart depends upon the care and judgement exercised by field partypersonnel in the detection and selection of obstacles, and in the subsequent work of locating them and determining their elevations. 4.3.18 Obstacleswithin an approacharea that are visible fromthe runway end may be detected by sweeping
Obsracle locations and elevations
4.3.22 The location (horizontal position) must be determined for each obstacle selected for charting. The location may be determined by field identification on an aerialphotographfor subsequent positioning by office
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may be determined by triangulation intersection methods, by traverse, or by plane-table, or by a combination of these.
4.3.24 Obstacle elevations can be very satisfactorily determined by stadia-trigonometric levelling, or by horizontal and vertical angles observed to the top of the obstacle from a minimum of two points of known elevation. and horizontal position.
photogrammetric methods, or by ground survey methods by triangulation, traverse, or a combination thereof.
4.3.23 The photogrammetric method very is satisfactory. It limits the field location work to the identification on the photographs of the image of each obstacle and of a suficient number of horizontal control stations to control the photogrammetric bridge or plot. Where this method is not available, obstacle locations
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ICAO 91137 PART*b
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4 8 4 1 4 1 b 0011BbLb 5 7 T
Chapter 5 Airport Equipment and Installations Which May Constitute Obstacles

5.1 INTRODUCTION
5.1.1 All fixed and mobile objects, or parts thereof, thatare located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight, are obstacles. Certain airport equipment and installations, because of their airnavigation functions, must inevitably be so located and/or constructed that. they are obstacles. Equipment or installations other than these should not be permittedto be obstacles. This Chapter discusses the siting and construction of airport equipment and installations which of necessity must be located on: a runway strip; a runway end safety area; a taxiway strip, or within the taxiway clearancedistancespecified in Annex 14, Table 3-1, columns 5 and 6; or on a clearway, if it wauld endangeran aeroplane in the air. 5.1.2 When airport equipment, such as a vehicle or plant, is an obstacle, it is generally a temporary obstacle. However, when airport installations, such as visual aids, radio aidsand meteorological installations, are obstacles, they are generally permanent obstacles. 5.1.3 Any equipment or installationwhich is situated on an airport and which is an obstacle should be of minimum practicable mass and height and be sited in such a manner as to reduce the hazard to aircraft to a minimum. Additionally, any such equipment or installation which is fixed at its base should incorporate frangible mountings (see 5.2). ..
.
5.1.5 Many factors must be considered in the selection of aid fixtures and their mounting devices to ensure that the reliability of the aids is maintained and that thehazard toaircraft in flight or manoeuvring on the ground is minimal. It is therefore important that appropriate structural characteristics of all aids which may be obstacles be specified and published as guidance material for designers. To this end, some guidance on the frangibility requirements of airport equipment and installations i s included in 5.3,
.
__
5.2 FRANGIBILITY
5.2.1 The frangibility of an object is its abilityto retain its structural integrity and stiffness up to a desired o maximum load, but on impact from a greater load, t break, distort or yield in such a manner as to present the minimum hazard to aircraft.
5.2.2 An object whichmeets the above requirements is said to be frangible.
5.3 TYPES OF AIRPORT EQUIPMENT AND INSTALLATIONS WHICH MAY CONSTITUTE OBSTACLES
5.3.1 General
5.3.1.1 There are manytypes of airport equipment and installations which, because of their particular air navigation functions, must be so located that they constitute obstacles. Such airport equipment and installations include:
5.1.4 The degree which to equipment and installationscan be madetoconformto the desired constructioncharacteristics is often dependent on the performance requirements of the equipment or installation concerned. For example, frangibility and low-mass construction characterisfics may have an adverse effect on the rigidity of a transmissometer support.
a) ILSglide path antennas; b)ILS innermarkerbeacons; c) ILS localizer antennas; d) wind directionindicators; 35
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Airport Services Manual sections of the structure. The calculated direct failure load is 492 kgf applied at the top of the mast.
36
e) landingdirectionindicators; f) anemometers; g) ceilometers; h) transmissometers; i) elevated runway edge,threshold,end and stopway lights; j) elevated taxiway edgelights; k) approach lights; 1) visual approach slope indicator system (VASIS) lights; m) signs and markers; n) components of the microwave landing system (MLS); 01 certainradarand other electronicinstallations and other devices not itemized above; p> VOR or VOR/DME when located on aerodromes; q) precision approach radar systems or elements; r) VHF direction fiiders; and s) airport maintenance equipment, e.g. trucks, tractors.
5.3.1.2 There is wide variation in the structural characteristics of these aids currently use. in Nevertheless, it is necessary that States develop material on appropriate structural characteristics of these aids for the guidance of designers. Details of the structural nature of ILS antennas andtransmissometersemployed by certain States are given below (5.3.2 through 5.3.41, together with guidance material developedby the Visual Aids Panel on the structural requirements of runway, taxiway and approach lights, and other aids (5.3.5 through 5.3.7).
5.3.3 ILS localizerantennas

5.3.3.1 United Kingdom. One of the localizer antennas in use within the United Kingdom is the horn type. The horn antenna system is constructed of lowmass, low-impact strength materials. The major support brackets are mechanically fused to shear on impact, and the truncated corner reflector consists of closely spaced stainless steel wires stretched horizontally between the end spars of the mainframe. The main frame is mounted on support brackets which are secured to a concrete base to produce an array of approximately 5.5 m in height. The antennas are 25 to 50 m in length. In the event of an aircraft Overrunning the runway and colliding with the antenna, the fuse pins in the front support brackets shear, and the entire frame folds back to the ground causing minimal damage to the aircraft.Similarly, on collision from the rear, say on a low approach, the array will fold forward.
5.3.3.2 Federal Republic o f Germany. ILS localizer antenna supports used in the Federal .Republic of Germany consist of thin-walled tubes made from fibreglass material with short glass fibres. The maximum height of the installation is about 3 m (see Figure 5-3). The reflectors of the localizer antennas are rods approximately 2.5 m long, whichare held by springs only. When exposed to loadsin excess of the design load, .they jump out of their supports and thus minimize the hazard to an aircraft overrunning the runway. 5.3.3.3 Australia. One type of localizer antenna employedinAustraliacomprisesaluminium-cladbalsa wood spars supported by aluminium tubing. The supporting structure incorporatesshearpins at critical points to allow the structure to collapse under impact. 5.3.3.4 France. Localizer antepas used in France are parabolic reflectorswith a span of 35 m, made up of 19 vertical steel tubes connected by copper wire.These steel tubes have a diameter of 70 mm, and are 3.75 mm thick. They are braced by a strut at an angle of 45"secured at the mid-point of the antenna height. The reflecting surface consists of 56 horizontal copperwires of 2.5 mm diameter. The reflector is designed to withstand dynamic pressure resulting from a non-icing wind at 125 km/h, and to resist elastic deformation likely to interfere with radiation at wind speeds suitable for landingoperations. The central tubes are weakened at a point 1.5 m from the top by drilling a ring'of twelve9 mm holes. The calculated.
5.3.2 ILS glide path antennas 5.3.2.1 Federal Republic o f Germany. ILS glide path antenna masts used in the Federal Republicof Germany consist of thin-walledlarge-diametertubeswhich are slightly ccme-shaped and made from fibreglass material with short glass fibres(see Figure 5-1). These masts can resist considerable wind loadings but they will break with the application of a load such as would be imposed in the event of impact by an aircraft (see Figure5-2). 5.3.2.2 France. In France, the masts of ILS glide path antennas are made of steel angle members. Their crosssection is an equilateral trianglewith 1 m sides, and they have welded bracesat 0.7 m vertical intervals. Depending on the type of glide path,the mast height varies between 15 and 17.5 m. A compromise between strength (wind resistance) and frangibility is made by a weakening in the uppersection of the tower, 10 m from the ground, obtained by saw cutsin the gusset platesconnecting
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Part 6.- Control of Obstacles Chapter 5.- AirportEqrripment and Installations Which Constitute May
Obstacles
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Figure 5-1. I LS glide path antenna mast used in the Federal Republic of Germany.
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I C A O 9137 P A R T t b t t m 4 8 4 1 4 1 b 0018b19 289 m

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Figure 5-2. Fractured ILS-glide path antenna mast used in the Federal Republic of Germany.
Not for Resale
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I C A O 9137 PARTMb
Part 6.- Control of Obstacles Chapter 5.- Airport Equipment
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4B41416 001Bb20 T T O
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and Iitstallaiiorts Which May Constifute Obstacles
Figure 5-3. ILS localizer antenna array used in the Federal Republic of Germany.
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I C A O 7337 PART*b
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Sewices
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= 4843436
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Manual
direct loadsat fracture are:108 kgf applied in the normal landing direction; and 44 kgf in the opposite direction. (These loads vary according to the angle of application associatedwith curvature of the reflectorandtension exerted by the wires.)
5.3.4 Transmissometers 5.3.4.1 United Kingdom. In the United Kingdom, transmissometers and reflectors are each contained in a brittle glass fibre housing having the following physical characteristics:
Height Diameter Maximum mass Greatest mass concentration
5.3.5.2 These aids should be mounted on frangible mountingdevices. The impactloadrequired to cause failure at the break point shouldnot exceed 5 kg.m and a static load required to cause failure should not exceed 230 kg applied horizontally 30 cm above the break point of the mounting device. The desirable maximum height of lightunits and frangiblecouplingis 36 cmabove ground. Units exceeding this height limitation may require higher breaking characteristics for the frangible mounting device, but the frangibility should be such that, should a unit be hit by an aircraft, the impact would result in minimum damage tothe aircraft. 5.3.5.3 In addition,allelevatedlightsinstalled on runways of code letters A and B should be capable of withstanding a jet engine exhaust velocity of 300 kt, and lights on runways of code letters C , D and E, a lower velocity of 200 kt. Elevatedtaxiway edge lights shouldbe able to withstand an exhaust velocity of 200 kt.
The units are held in position by a single-necked bolt to produce a structure that will break off under a lateral load of 227 kgf.
5.3.4.2 Federal Republic o f Germany. On airports within the Federal Republic of Germany, transmissometers are mounted on a base constructed of asbestos cement, glass-reinforced polyester or aluminium cast pipes. The manufacturers claim that these transmissometermountings will rupture at a bending moment of 400 N.m. 5.3.4.3 Kingdom o f the Netherlands. In the Kingdom of the Netherlands, the structure on which the transmissometer is placed is constructed of hollow aluminium tubes that, although suficiently strong by themselves, bend or break easilyshould an aircraft collide with them.The structure is attached to a sunken concrete foundation by means of breakable bolts.
Note. The guidance material on the structural requirementsof certain visualaids in 5 . 3 . 5through 5.3.7was developed by the Visual Aids Panel.
5.3.5 Elevated runway edge, threshold, end, stopway and taxiway edge lighting
5.3.5.1 The height of these lights should be sufficiently low to ensure propeller and engine pod clearance. Wing flex and strut compression under dynamic loads can bring the engine pods of some aircraft to near ground level. Only a small height can be tolerated, and a maximum height of 36 cm is advocated.
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1.83 m 0.74 m 89 kg 34 kg at a height of approximately 1.5 m
5.3.6 Approachlightingsystem
5.3.6.1 Guidance on the frangibility of approach lights is more difficult to develop, as there is a greater variationintheirinstallation.Conditions surrounding installations closeto the threshold are different from thosenear the beginningof the system; for example, lights within 90 m of the theshold or runway end are required to withstand a 200 kt blast effect, whereas lights further out need only withstand a 100 kt blast or the naturaf environmental wind load. Also, the terrain close to the threshold can be expected tobenear the same elevation asthe threshold, thus permitting the lights to be mounted on short structures. Farther from the threshold, support structures of considerable height may be required. 5.3.6.2 To minimize the hazard to aircraft that may strike them, approach lights should have a frangible device, or their supports be of a frangible design. 5.3.6.3 Where the terrain requires light fittings and their supporting structure to be taller than approximately 1.8 m and they constitute the critical hazard, it is considered that itis not practicable to require that the frangible mounting device be at the base of the structure. The frangible portion may be limited to the top 1.8 m of the structure, except if the structure itself is frangible. Though there is some question of the need to provide frangibility for approach lights installed beyond 300 m before the threshold (as these lights are required to be
Not for Resale
I C A O 9137 PART*b
**
m 4843436 0038622 873
=
41
Part 6;- Control of Obstacles Chapter 5.- Airport Equipment and Installations Which May Constitute Obstacles below the approach surface), . it is recognized that protection needs to be provided for aircraft that might descend below the approachortake-offsurfaces. A frangibletop portion of 1.8 m isconsidered fo be a minimum specification,and a longer frangible top portion should be provided where possible.
5.3.7 Other aids @or example, VAS& signs and markers) 5 . 3 . 7 . 1 These aids should be located as far as practicable from the edges of runways,taxiways and aprons as is compatible with theirfunction. Every effort should be made to ensure that the aids will retain their structural integrity when subjected to the most severe environmental conditions. However, when subjected to aircraft impact in excess of the foregoing conditions,the aids will break or distort in a manner which will cause minimum or no damage to the aircraft. 5.3.7.2 Caution should be taken, when installing light visual aids in the movement area, to ensure that the support base does not protrude above ground, but rather terminates below ground as required by environmental conditions so as to cause minimum or no damage to the aircraft overrunning them. However, the frangible I coupling should always be above ground level.
5 . 3 . 6 . 4 In allcases, the unit andsupports of the approach lightingsystem should fail whenan impact load of not more than 5 kg.m and a staticload of not less than 230 kg is applied horizontallyat 30 cm above the break point of the structure. 5 . 3 . 6 . 5 Where itis necessary for approach lights to be installed in stopways, the lights should be inset in the surface when the stopway is paved. Whenthe stopway is not paved, they should either be inset or, if elevated, meet the criteria for frangibility agreedfor lights installed beyond the runway end.
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Not for Resale
I C A O 9 1 3 7 PART*b X 1
= 4843436
0 0 3 8 6 2 3 70T
Appendix 1 Illustrations of Obstacle Limitation Surfaces Other Than Those Constituting an Obstacle-Free Zone
43
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I C A O 7337 P A R T * b
4843436 0038624 646
44
**
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,...
Not for Resale
I C A O 9337 PART*b H 48414Lb 0038b25 582 H Part 6.- Control ofObstacles Appendix 1.- Illustration of Obstacle Limitation Surfices other than thoseconstituting an Obstacle-FreeZone
**
45
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TAKE-OFF CLIMB SURFACES
Not for Resale
I C A O 9337 P A R T * b
46
f t
4 8 4 3 4 3 b 0038b2b 919
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Figure A-1-5
Not for Resale
Appendix 2 Model Zoning Ordinance to Limit Height of Objects Around an Airport L'
Note. Thefollowing model zoning ordinance to limif the is important to note that in several instances the ordinance uses terms and dimensionsdlperentfrom those usedlspecified height of objects aroundan airport was extractedfrom the US been in Annex 14. Furthermore, it does not employ the new FAA Advisoty Circular No. 150/5190-4. It has Aerodrome Reference Code which has been used in the reproducedhere to illustratebroadly the essentialelements of a zoningordinance. It is notintended that all zoning laws remainder of the manual. It shouldfoilow the sameformat or include similar provisions.
AN ORDINANCE REGULATING AND RESTRICTINS THE HEIGHT OF STRUCTURES AND OBJECTS OF NATURAL GROWTH, AND OTHERWISE REGULATIhV; THE USE OF PROPERTY, I N THE VICINITY O F THE 2/ BY CREATING THE APPROPRIATE ZONES AND ESTABLISHING THE BOUNDARIES THERTOF ; PROVIDING FOR CHAXGES IN THE RESTRICTIONS AND BOUNDARIES O F SUCH ZONES; DEFINING CERTAIN TERMS USED H E R E I N ; ReFERRING M THE 2 / ZONING MAP WHICH I S INCORPORATED IN AND MADE A PART OF T H I S ORDINANCE; PROVIDIXG FOR ENFORCEMENT; ESTABLISHING A BOARD OF ADJUSTMENT; AND IMPOSING PENALTIES.
L/.
This Ordinance is adopted pursuant t o the authority conferred by 3/ * It is herebyfound t h a t a n o b s t r u c t i o n h a s t h e p o t e n t i a l for endangering property of u s e r s of 2/, and property or occupants of t h e l i v e s and land i n its v i c i n i t y ; t h a t a n o b s t r u c t i o n m y a f f e c t e x i s t i n g a n d f u t u r e 2 / ; and t h a t a n o b s t r u c t i o n may reduce instrument approach minimums of t h e s i z e of areas a v a i l a b l e f o r t h e l a n d i n g , t a k e o f f , and maneuvering of aircraft, t h u s tending to destroy or impair t h eu t i l i t y . o f 2/ a n d the p u b l i ci n v e s t m e n t therein. Accordingly, it is d e c l a r e d :
(1) t h a t t h e c r e a t i o n or e s t a b l i s h m e n t of a n o b s t r u c t i o n h a s t h e p o t e n t i a l of being a public nuisance and may i n j u r e the region served by ( 2 ) t h a t i t is n e c e s s a r y i n t h e i n t e r e s t of t h e p u b l i c h e a l t h , p u b l i c safety a,n d general welfare 4 / t h at thc er e a L i o n or e s t a b l i s h m e n t of o b s t r u c t i o n s t h a t are a hazard t o a i r n a v i g a t i o n be preventgd;and
( 3 ) t h a tt h ep r e v e n t i o no ft h e s eo b s t r u c t i o n ss h o u l d b e accomplished, t o t h e extent l e g a l l y p o s s i b l e , by t h e exercise o f t h e p o l i c e power without compensation,
2/;
This t i t l e should be written
t o meet t h e usages and legal r e q u i r e m e n t s of your s t a t e , a n d t h e p o l i t i c a l s u b d i v i s i o n .

zoned by t h e O r d i n a n c e . method of c i t i n g
Insert t h e name of t h e a i r p o r t b e i n g
This citation should your s t a t e laws.
be made t o conform t o t h e u s u a l
I f o t h e r terms are commonly used by t h e c o u r t s ofyour state i n d e f i n i n g power, such as or " p r o s p e r i t y , It t h e y t h e limits of police should be addedhere.
47
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Not for Resale
48
l _ l l _ -
It is f u r t h e r d e c l a r e d t h a t t h e p r e v e n t i o n o f t h e c r e a t i o n or esf;ablishl!:erlt o fh a z a r d st o a i r n a v i g a t i o n ,t h ee l i m i n a t i o n ,r e m o v a l ,a l t e r a t i o n a r mi:.igationofhazards to a i r n a v i g a t i o n , or the markingand 1 i g h t i . X of obstrLic{;iuis are p u b l i c p u r p o s e s f o r w h i c h a p o l i t i c a l s u b d i v i s i o n may r a i s e asci experd p u b l i cf u n d sa n da c q u i r el a n d or i n t e r e s t s i n l a n d .

I T IS HEREBY ORDAINED BY
SECTION I:
5/ -
a s foilows:
SHORT TITLE
This Ordinance shall
be known and may be c i t e d as
-- 2/
Zoning Orciinance.
SECTION 11: DEFINITIONS
A s used i n t h i s O r d i n a n c e , u n l e s s t h e c o n t e x t o t h e r w i s e r e q u i r e s :
1. AIRPORT
2.
21.
AIRPORT ELEVATION - The h i g h e s t p o i n t o f a n a i r p o r t ' s u s a b l e l a n d i n g area measured i n feet from sea l e v e l .
3.
4.
APPROACH, TRANSITIONAL, HORIZONTAL, AND CONICAL ZONES
are s e t f o r t h i n S e c t i o n I11 o f t h i s O r d i n a n c e .
a p p o i n t e d by t h e
Thesezones
5. BOARD OF ADJUSTMENT
-A
Board c o n s i s t i n o gf
6 / as p r o v i d e in d
--
--
-- 6 / . 6 /
members
6.
A surface extendingoutwardandupwardfrom the peripheryofthehorizontalsurface a t a s i o p e of 2 0 t o 1 f o r a h o r i z o n t a l d i s t a n c e o f 4,060 Teet.
CONICAL SURFACE
7.
HAZARD TO AIR NAVIGATION An o b s t r u c t i o n d e t e r m i n e d t o have a s u b s t a n t i a l a d v e r s e e f f e c t o nt h e safe a n d e f f i c i e n t u t i i i z a t i o n thenavigableairspace.
o f '
5/ 6/
A forni of e n a c t i n g c l a u s e a d o p t i n go r d i n a n c e ss h o u l d
commonly used by t h e p o l i t i c a l s u P c i v i s i o n b e followed.
I n s e r t t h e number o f members a p p o i n t e d t o t h e B o a r d of Adjustment, t h ea p p o i n t i n gb o d y ,a n dt h ee n a b l i n gl e g i s l a t i o na u t h o r i z i n g same.
Not for Resale
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A.surface l o n g i t u d i n a l l y c e n t e r e d on t h e e x t e n d e d APPROACH SURFACE runway c e n t e r l i n e , e x t e n d i n g o u t w a r d a n d upward from t h e endof the primary surface and a t t h e same s l o p e as t h e approach zone height l i n i i t a t i o ns l o p e s e t f o r t h i n S e c t i o n I V of t h i sO r d i n a n c e . I n plan t h e perimeter of t h e a p p r o a c h s u r f a c e c o i n c i d e s w i t h t h e perimeter of theapproachzone,
Part 6.- Control of Obstacles Appendk 2.- Model Ordinance to Limit Height of ObiectsAround an Ailport
49
8,
HEIGHT
zones
9.
-set For the purpose of determining forth in this Ordinance and

sea level
datum shall be mean
the height limits in all; shown on the zoning -map,the elevation unless otherwise specified.
. .
. .
HEtIPORT PRIMARY SURFACE - The area of the primary surface coincides w i t h the designated-takeoff and landing of area a in size and shape heliport. This surface isa horizontal plane at the. elevation of-the .. established heliport elevation.
HORIZONTAL SURFACE
A'horizontal plane 150 feet above the established airport elevation, the perimeter of in which plan-cdincides with the perimeter-of the horizontal zone.
LARGER THAN UTILZkY RUNWAY A runway that is constructed f o r and irlbended to be used by propeller -driven aircraft of greater than 12,500 pounds maximum gross weight and jet powered aircraft.
NONCONFORMCNG USE
.~
- Any pre-existing structure, object of naturkl of land which is inconsistent 'the provisions with of this Ordinance or an amendment thereto.
growth, or use
.
NONPRECISION I N S T F t U M E W T RUNWAY
- A runway having an existing instrument approach procedure utilizing air navigation facilities with for a horizontal &dance, or area type naviga-tion equipment,wUch has been straight-in nonprecision instrument approach procedure approved or planned,
only
14
OBSTRUCTION Any structure, growth, or other object, including a mobile object, which exceeds a limiting height set forth in.SeCtiOn IV of this Ordinance. PERSON
15
An individual, firm, partnership, corporation, company, or govermmenta1 entity; includes association, joint stock association, a trustee, a receiver, an assignee, o r a similar .representative any of of t h e m .
PRECISION INSTRUMENT RUNWAY
16.
A & w a y having an existing instrument an Instrument Landing System (ILS) or a approach procedure utilizing Precision Approach Radar (PAR). It also means'-a -way for which a is so indicated on a i precision approach system is planned and approved airport layout plan or any o t h e r planning document.
. . . .
17
..
Not for Resale
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PRIMARY SURFACE - A surface longitudinally beniered a on runway. When the runway a has specially prepared hard .surface, primary the surface extends 200 feet beyond each end-oft h a t *way; . f o r klirtary runways or when the runway has no specially prepared'hard surface, or planned hard surface, the primary surface ends at that each end m w a y . The width of the primary surface is set forth in Section I11 . of this Ordinance. The elevation.of any point on the primary surface
of
I C A O 9337 PART*b
**
484141b 0018b30 7 4 T
=
.
so
is t h e same as t h ee l e v a t i o n centerline.
of thenearestpoint
on t h e runway
18, RUNWAY A defined area on a n a i r p o r t prepared f o r 'landing and takeoff of aircraft along its l e n g t h ,
19. STRUCTURE
A n obSect including a mobile o b j e c t , constructed or . i n s t a l l e d by man, including but without limitation, buildings, towers, c r a n e s , smokebtacks, earth formation, andoverhead transmission lines.
20.
.
TRANSITIONAL SURFACES These surfaces extendoutward a t 90 degree angles t o t h e runway c e n t e r l i n e and t h e runway centerline extended a t a slope of .seven ( 7 ) feet h o r i z o n t a l l y f o r each f o o t v e r t i c a l l y from t h e s i d e s o f " t h e primaryandapproach s u r f a c e s t o where they intersect t h e h o r i z o n t a l and conical surfaces. T r a n s i t i o n a l s u r f a c e s for those portions of the precision approach surfaces, which project throughandbeyond. t h e limits of t h e conical surface, extend a d i s t a n c e of 5,000.feet measured h o r i z o n t a l l y from t h e edge of t h e approach surface and a t 90 degree angles t o t h e extended runway c e n t e r l i n e . TREE
21,
22.
- Any object
-
of natural growth.
UTILITY RUNWAY A runway t h a t is constructed for and intended t o be used by propeller driven aircraft of 12,500 pounds maximum gross weight and less.
23.
VISUAL RUNWAY A runway i n t e n d e d s o l e l y f o r t h e o p e r a t i o n aircraft using visual approach procedures. SECTION.111: AIRPORT ZONES
of
I n o r d e r t o c a r r y o u t t h e provisions of t h i s Ordinance, there are hereby created and established certain zones which include a l l of the land lying beneath the approach surfaces, t r a n s i t i o n a l surfaces, h o r i z o n t a l s u r f a c e s , and concical surfaces as they apply t o 2 / . Such zones are shown on 2/ Zoning map c o n s i s t i n g of s h e e t s prepared by and dated lT-,-which is a t t a c h e d t o t h i s Ordinance and made a part hereof. A n area located i n more than one (1) of the following zones is considered t o be only i n t h e zone with t h e more r e s t r i c t i v e h e i g h t l i m i t a t i o n . The various zones are hereby established and defined as follows:
,,
The inner edge of t h i s approach '1 , U t i l i t y Runway Visual Approach Zone zone coincides with the width Of Che primary surface and is 71 f e e t wide, The approachzoneexpandsoutwarduniformly t o a wld& of 1,250 feet a t a h o r i z o n t a l d i s t a n c e of 5,000 feet .from t h e primary s u r f a c e . Its c e n t e r l i n e is t h ec o n t i n u a t i o n of t h e c e n t e r l i n e of t h e runway. '
-. 71
I n s e r t dimension as set f o r t h i n F A R Part 77. Wheremore than one dimension is a p p l i c a b l e , i n s e r t d i m e n s i o n i d e n t i f i e d t o t h e a p p r o p r i a t e runway

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involved.
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I C A O 9337 P A R T t b t t
484343b 0038633 88b
Part 6:- Control of Obstacles Appendix 2.- Model Ordinance to Limit Height of Objects Around an Airport
51
2.
U t i l i t y Runway Nonprecision Instrument Approach Zone - The i n n e r edge of t h i s approach zone coincides with t h e w i d t h of t h e primary surface and is 500 f e e t wide. The approachzoneexpandsoutwarduniformly to a width of 2,000 feet a t a h o r i z o n t a l d i s t a n c e 5 , 0 0 0 . f e e t f r o m t h e p r i m a r ys u r f a c e . Its c'ehterline is t h ec o n t i n u a t i o no f the c e n t e r l i n e oftherunway. Runway Larger Than U t i l i t y V i s u a l Approach Zone The i n n e r edge of ' t h i s approachzonecoincideswiththewidthof t h e primary surface and is 7/ fee't wide. The approachzoneexpandsoutwarduniformly to a width OF 1 , 5 0 0 feet a t a h o r i z o n t a l d i s t a n c e of 5,000 feet from t h e primary surface. Its c e n t e r l i n e is the c o n t i n u a t i o n of t h e c e n t e r l i n e of t h e runway. Runway Larger Than U t i l i t y With A V i s i b i l i t y Minimum Greater Than 3 / 4 Mile NonprecisionInstrumentApproach Zone The i n n e r edge of t h i s approach zone coincides with t h e width of t h e primary surface and is 7/ feet wide. The approachzoneexpandsoutwarduniformly to a width OF 3,500 feet a t a h o r i z o n t a l d i s t a n c e o f 10,000 feet from t h e primary surface. Its c e n t e r l i n e is t h e c o n t i n u a t i o n of t h e c e n t e r l i n e of the runway.
3.
4.
5.
Runway Larger Than U t i l i t y - W i t h A V i s i b i l i t y Minimum A s Low A s 3 / 4 Mile NonprecisionInstrumentApproach Zone The i n n e r edge of t h i s approach z o n e c o i n c i d e s with t h e width of the primary surface and is 1,000 feet wide. The approachzoneexpandsoutwarduniformly t o a w i d t h of 4,000 feet at a horizontal distance of 10,000 feet f r o m t h e primary s u r f a c e . Its c e n t e r l i n e is the c o n t i n u a t i o n o f t h e c e n t e r l i n e of t h e runway.
6. P r e c i s i o n I n s t r u m e n t Runway Approach Zone The i n n e r edge of t h i s approach zone cbincides w i t h t h e width of the primary surface and is 1,000 f e e t wide. The approachzoneexpandsoutwarduniformly to a width of 16,000 f e e t a t a h o r i z o n t a l d i s t a n c e of 50,000 f e e t from t h e p r i m a r ys u r f a c e . Its c e n t e r l i n e is t h e c o n t i n u a t i o n of t h e c e n t e r l i n e of t h e runway.
7. H e l i p o r t A p p r m c h Zone
The i n n e r edge of t h i s approach zone coincides with the width of the primary surface and is %/ feet wide. The approach zone expands outward uniformly t o a w i d t h of 500 feet a t a h o r i z o n t a l d i s t a n c e o f 4 , 0 0 0 feet. f r om the primary surface. -
--
a.
8/
TransitionalZones The t r a n s l t i o n a l z o n e s are t h e areas beneath t h e t r a n s i t i o n a l surfaces, The s i z e o ft h eh e l i p o r tp r i m a r y andfutureheliportoperations.
surface must bebasedonpresent
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Not for Resale
52
9.
H e l i p o r t T r a n s i t i o n a l Zones These zonesextendoutwardfrom the s i d e s of the primary surface and the heliport approach zones a h o r i z o n t a l d i s t a n c e of 250 feet ' f r o m t h e p r i m a r y s u r f a c e c e n t e r l i n e and t h e h e l i p o r t a p p r o a c h z o n e c e n t e r l i n e .
10, Horizontal. Zone The h o r i z o n t a l z o n e .is e s t a b l i s h e d by swirxging arcs of 9 / feet r a d i f irom the center of each end o f the primary surface ofeach runwayand connecting t h e a d j a c e n t arcs by drawing. l i n e s t a n g e n t . t o those arcs. The h o r i z o n t a l z o n e d o e s notinclude t h e approach and transitional zones,
11, Conical Zone The c o n i c a l zone is e s t a b l i s h e d as the area that commences a t the periphery of the horizontal. zone and extends outward therefrom a h o r i z o n t a l d i s t a n c e of 4,000 feet.
SECTION I V :
AIRPORT ZONE HEIGHT LIMITATIONS
Except as otherwise provided i n t h i s O r d i n a n c e , n o s t r u c t u r e s h a l l be erected, a l t e r e d , or maintained, and no tree s h a l l be allowed t o grow i n anyzone crea t e d by t h i s Ordinance t o a h e i g h t i n excess o f t h e a p p l i c a b l e h e i g h t l i m i t h e r e i n e s t a b l i s h e d f o r . s u c hz o n e .S u c ha p p l i c a b l eh e i g h tl i m i t a t i o n s are hereby established for each of the zones in question as follows:
1, U t i l i t y Runway Visual Approach Zone
Slopes twenty (20)f e e t outward a t t h e endofand a t the same e l e v a t i o n foreachfootupJardbeginning as t h e ppimary surface and extending t o a h o r i z o n t a l d i s t a n c e o f 5,000 feet along the extended runway c e n t e r l i n e .
Zone - Slopes twenty 2. U t i l i t y Runway NonprecisionInstrumentApproach (20) feet outward f o r each f o o t upward beginning a t the end of and a t t h e same e l e v a t i o n as t h e pri&ry surface and extending t o a h o r i z o n t a l d i s t a n c e of 5,000 f e e t . along the extended runway c e n t e r l i n e .
3.
Runway Larffer Than U t i l i t y V i s u a l Approach Zone Slopes twenty ( 2 0 ) f e e t outward f o r each f o o t upward beginning a t t h e endofand at the same e l e v a t i o n as the primary surface and e x t e n d i n g t o a h o r i z o n t a l d i s t a n c e of 5,000 feet along t h e extended runway centerline,
4. Runway Larger Than U t i l i t y With A V i s i b i l i t y Minimum Greater Than 3 / 4 Mile NonprecisionInstrumentApproach Zone Slopesthirty-four ( 3 4 ) f e e t outward f o r e a c h f o o t upward beginning a t the endofand at the same e l e v a t i o n as t h e p r i + r y s u r f a c e a n d e x t e n d i n g t o a horizontal d i s t a n c e of 10,000 feet along the extended runway c e n t e r l i n e ,
9/
The radius of arc is: a ) 5,000 feet f o r a l l runways designated u t i l i t y or v i s u a l , b 1 10,000 feet for a l l others. The r a d i u s of t h e arcs f o r each end of the runway s h a l l be t h e same. The radius used s h a l l be t h e longest d e t e r m i n e d f o r either end
Not for Resale
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I C A O 9337 PART*b
**
m 484341b
0038633 659
m
53
Part 6.-. Control of Obstacles Appendix 2.- Model Ordinance to Limit Height of Objects Around
an Airport
5.
Runway Larger Than Utility With A Visibility Minimum As Low As 3/4 file NQnprecision Instrument Approach Zone Slopes thirty-four (34) feet at the end of andt h eat same outward for each foot upward beginning elevation as the primary surface and extending -to a.horizonta1 distance of 10,000 feet along the extended runway centerline.
Runway Approach Zone - Slopes fifty( 5 0 ) feet 6. Precision Instrument
. outward for each foot upward beginning at the end of and at the same elevation as the primary surface and extending to a horizontal distance or" 10,000 feet along the extended runway centerline; thence (40) feet horizontally for each foot vertically to slopes upward forty an additional horizontal.distance of 40,000feet along the extended runway centerline.
for each foot 7. Heliport Approach ZoneSlopes eight(8) feet outward

primary upward beginning at the end of and at the same elevation surface and extending to a distance of 4 , 0 0 0 feet along tbheliport approach zone centerline.
as
the
0. Transitional Zones - Slope seven(7) feet outward for each f o o t upward
and at the same elevation as the primary beginning at the sides of .extending 150 feet surface and the approach surface, and to a height of above mean sea level. above the airport elevation which feet is In addition to the foregaing, there are established height limits sloping seven (7) feet outward for each foot upward beginning at the sides of and at the same elevation as the-approach surface, and extending to where thef intersect the conical surface. Where the precision instrument runway approach zone projects beyond the conical zone, are established height limits sloping (7) seven feet outward for each same at elevat-ion as the foot upward beginning at the sides of and the approach surface, and extending a horizontal distance of 5,000 feet measured at 90 degree angles to the extended runway centerline.
$here
9.
Heliport Transitional ZonesSlope two (2) feet outward for each foot upward beginning at the sides of and at the same elevation as zones extending a the primary surface and the heliport approach and distance of 250 feet measured horizontally from and 90 degree at angles to the primary surface centerline and heliport approach zones centerline. Zone - Established at 150 feet above the or at a height of feet above mean sea level.
1 0 . Horizontal
airport
elevation
(20) feet outward for each foot upward 1 1 . Conical Zone Slopes twenty and at 150 feet beginning at the periphery of the horizontal zone to a height of 350 feet above above the airport elevation and extending the airport elevation.
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54
12.ExceptedHeightLimitations Nothing i n t h i s Ordinance shall be con-'. s t r u e d as p r o h i b i t i n g t h e constr.uction or maintenance of any structure, or growth of any tree t o a height up t o 10/ f e e t above the s u r f a c e of the land.
SECTION V: USE RESTRICTIONS
Notwithstanding any otner provisions of this Ordinance, nouse may b e made ofland or water within any zone established by t h i s Ordinance i n s u c h a manner as t o create electrical i n t e r f e r e n c e w i t h n a v i g a t i o n a l s i g n a l s or r a d i o communicationbetween t h e a i r p o r t a n d aircraft, make i t d i f f i c u l t f o r pilots t o distinguish between airport lights and others, result in glare t h e a i r p o r t , impair v i s i b i l i t y i n t h e v i c i n i t y i n tfie e y e s o f p i l o t s u s i n g of t h e a i r p o r t , create"bird s t r i k e hazards, or o t h e r w i s e i n a n y way endanger or i n t e r f e r e w i t h the l a n d i n g , t a k e o f f , or maneuveringof a i r c r a f t i n t e n d i n g t o u s e the a i r p o r t .
SECTION V I : NONCONFORMING USES
1. Regulations Not R e t r o a c t i v e The r e g u l a t i o n s prescribed .by t h i s Ordinance s h a l l not be construed t o r e q u i r e t h e removal,lowering, or o t h e r change or a l t e r a t i o n o f a n y structure or tree not conforming t o t h e r e g u l a t i o n s . a s o f t h e e f f e c t i v e date o f t h i s Ordinance, or o t h e r w i s e i n t e r f e r e w i t h the continuance of nonconforming use. Nothing contained herein shall. r e q u i r e a n y c h a n g e i n t h e c o n s t r u c t i o n , a l t e r a t i o n , or intendeduse of a n y s t r u c t u r e , the c o n s t r u c t i o n or a l t e r a t i o n o f which was begun prior t o t h e e f f e c t i v e date of t h i s Ordinance,and is d i l i g e n t l y p r o s e c u t e d .
2.
Marking and L i g h t i n g Notwithstandin&the preceding p r o v i s i o n of t h i s S e c t i o n , t h e Owner of a n y e x i s t i n g n o n c o n f o r m i n g s t r u c t u r e or
tree i s - h e r e ' b y r e q u i r e d t o permit t h e i n s t a l l a t i o n , o p e r a t i o n , a n d maintenance thereon of such markers and lights a s s h a l l be deemed necessary by t h e -11/ t o i n d i c a t e t o t h e o p e r a t o r s o f a i r c r a f t . i n the v i c i n i t y o f t h e a i r p o r t t h e p r e s e n c e o f s u c h a i r p o r t obstruction.Such markers and l i g h t s s h a l l be i n s t a l l e d ,o p e r a t e d , andmaintained a t t h e expense of the . 121. u -
1 0 /
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The adoption of height limits should be reasonableandbased on l a n d use considerations in the vicinity of t h e a i r p o r t a n d the natureofthe area t o be zoned. The adoptionofheight limits shouldnot be s o low as t o constitute a takingofprivatepropertywithoutdue process of law.
&/
&/
I n s e r t the t i t l e of t h e a p p r o p r i a t e o f f i c i a l who hasbeencharged the responsibility for determining the necessity for marking and lighting. I n s e r tt h e name of t h e a p p r o p r i a t e p o l i t i c a l body or s u b d i v i s i o n .
with
Not for Resale
Part 6.--Control of Obstacles AppendLx 2.- Model Ordinance to Limit Height of ObjectsAround an Airport
55
SECTION VII:
1. Future
PERMTTS
Uses - Except as specifically provided in a, b, and c hereunder, no structure shall no material change shall be made in the use of land, or otherwise established,and no tree shall be planted anyin be erected zone hereby.created unless a permit therefor shall have been,applied for and granted. Each application a for permit shall indicate the purpose f o r which the permit is desired, with sufficient particularity pepit to or tree would it to .be determined whether the resulting use, structure, conform 4 x 1 the regulations herein prescribed. If such determination is the permit shall be granted. No permit f o r a use in the affirmative, inconsistent with the provisions of -this Ordinance shall be granted unless a variance has been approved in accordance with Section V I I , 4 . a .
In the arealying w m i -t h e limits of the horizontal zone and conical zone, no permit shall be required any for tree or structure less than seventy-five feet of vertical height above ground, the except when, because of terrain, land contour, or topographic or structure would extend above t h e ! height features, such tree limits prescribed for such zones.
In areas lying within the limits of.the approach zones, buta at horizontal distance of not lees than 4,200 feet from each end of the runway, no permit shall be required for or structure any tree less than seventy-five feet of vertical height above the ground, except when such tree or structure would extend above the height limit prescribed for such approach zones.
b .
c.
I n the areaslying within the limits of the transition zones beyond no permit shall be required the perheter of the horizonkl zone, -than seventy-five feet of vertical for any tree or structure less ground, except when such tree or structure, height above the or topographic features, would because of terrain, land contour, limit prescribed for such transition zones. extend above the height
Nothing cone'ained in any of
as
the foregoing exceptions shall be construed or intending to pe-dt any construction, o r alteration of permitting any struc-hme, or growth of any tree i n excess of any of the height in Section limits established by this Ordinance except as set forth IV, 12.
2 . Existing
Uses - No permit shall be granted that would allow the establishment o r creation of an obstruction or permit a nonconforming use, structure, or tree to become a greater hazard to air navigation or Ordinance any amendments than it was on the effective date of this a permit for is made. thereto OY? than it is when the application Except as indicated, all applications for asuch permit shall be granted.
Not for Resale
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56
Airporr Services Manual
3.
Nonconforming Uses Abandoned or Destroyed Whenever t h e 13/ d e t e r m i n e s t h a t a nonconforming tree or s t r u c t u r e has beenabandoned or more than 80 percent t o r n down, p h y s i c a l l y d e t e r i o r a t e d , o r d e c a y e d , no permit s h a l l be g r a n t e d t h a t would allaw s u c h s t r u c t u r e or tree t o exceed the applicable height l i m i t or o t h e r w i s e d e v i a t e f r o m t h e zoning r e g u l a t i o n s .
--
4.Variances Any p e r s o n d e s i r i n g t o erect or i n c r e a s e t h e h e i g h t o f a n y tree, o r u s e p r o p e r t y , n o t i n s t r u c t u r e , or permit t h e growthofany accordance with the regulations prescribed in t h i s Ordinance, may apply t o t h e Boardof Adjustment for a v a r i a n c e f r o m s u c h r e g u l a t i o n s . The a p p l i c a t i o n for variance s h a l l beaccompanied by a determination from the Federal. Aviation Administration as t o t h e e f f e c t of t h e p r o p o s a l on t h e operation OPa i r navigation f a c i l i t i e s and t h e safe, e f f i c i e n t use of navigable airspace. S u c h v a r i a n c e s s h a l l be allowedwhere it is d u l y found t h a t a l i t e r a l application or enforcement of the regulations w i l l r e s u l t i n unnecessary hardship and relief g r a n t e d , w i l l n o t be c o n t r a r y t o the public interest, w i l l not create a hazard t o a i r n a v i g a t i o n , w i l l d o s u b s t a n t i a l j u s t i c e , a n d will be i n accordance w i t h t h e s p i r i t of t h i s O r d i n a n c e .A d d i t i o n a l l y ,n oa p p l i c a t i o nf o rv a r i a n c et ot h er e q u i r e m e n t s of t h i s Ordinance my be considered by t h e Board of Adjustment unless a copy of t h e application has been furnished to the 14/ for advice as t o the aeronautical effects o tfh e variance. If t h e 14/ d o e s not respond t o the a p p l i c a t i o n w i t h i n f i f t e e n (15) days a f t e r r e c e i p t , the Board of Adjustment may a c t on its own t o g r a n t or d e n y s a i d a p p l i c a tion.
--
5.
Obstruction Markingand Lighting - Any permit or variancegranted m y , if s u c h a c t i o n i s deemed a d v i s a b l e t o effectuate the purpose of this Ordinanceand be r e a s o n a b l e i n t h e circumstances, be so conditioned as t o r e q u i r e th'e Owner o f t h e s t r u c t u r e or tree i n q u e s t i o n t o i n s t a l l , operate, and maintain, at the owner's expense , such markings and lights as may be necessary. If deemed proper by t h e Board of Adjustment , t h i s condition may be modified t or e q u i r et h e Owner t o permit t h e l 2 / a t its own expense, t o i n s t a l l , o p e r a t e , .and maintain t h e necessary markings and l i g h t s .
13/ -
I n s e r t h e r e the t i t l e of the a p p r o p r i a t e o f f i c i a l charged w i t h making

t h i s determination.
14/ -
I n s e r th e r et h eo f f i c i a l or body r e s p o n s i b l e f o r o p e r a t i o n a n d maintenance of t h e a i r p o r t t o be zoned.
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Not for Resale
ICAO
9 3 3 7 PART*b
**
4 8 4 3 4 3 6 0038637 2 ~ m 4
an Airport
57
Part 6 ; - Control of Obstacles Arotrnd Appendix 2.- Model Ordinance to Limit Height of Objects
SECTION VIII:
ENFORCEMENT
15/ t o administer and enforce the regulations permits andvariances s h a l l be made t a prescribedherein.Applications.for the 15/ upon a form published for t h a t purpose. Applications required 15/ shall be promptly considered by t h i s Ordinance t o be submitted t o the and granted or denied. Application for action by t h e Board of Adjustment s h a l l be f o r t h w i t h transmitted by t h e 15/.
It s h a l l be t h e duty of t h e
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--
--
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SECTION IX:
BOARD OF ADJUSTMENT
1. There is hereby created a Board of Adjustment t o haveandexercise t h e following pcrwers : (1)t o hear .and decide appeals from any order, or determination made by .the 15/ i n t h e requirement., decision, enforcement of t h i s Ordinance; (2) t o hear a n d d e c i d e s p e c i a l exceptions t o t h e terms of t h i s Ordinance upon which such B q r d of Adjustment under such regulations &y be required t o pass; and ( 3 ) t o hear and decide specific variances
2.
--
The Board of Adjustment s h a l l c o n s i s t of 1 members appointed by t h e 12/ and each shall s e r v e f o r a term of until'a years successor is duly appointed and qualified. O f the members first appointed, one shall be appointed for a term of year, for a term of years, and f o r a term. of y e a r s . Members s h a l l be removable by t h e a p p o i n t i n g a u t h o r i t y f o r c a u s e , upon. w r i t t e n c h a r g e s , a f t e r a public hearing.
3.
The Board of Ad j u s t m n t s h a l l a d o p t r u l e s f o r its governanceandan harmony withtheprovisions of t h i s Ordinance. Meetings of t h e Board ofAdjustment shall be held a t the c a l l of t h e Chairperson and a t such o t h e r times as t h e Board of Adjustment may determine. The Chairperson or , i n the absence of t h e Chairperson, the Acting Chairperson may administer oaths andcompel t h e attendanceofwitnesses. A l l hearings of t h e Board of Adjustment s h a l l be public. The Board of. Adjustment s h a l l keep minutes of its proceedingsshowing t h e vote of each member upon each question; or if absent or failing t o v o t e , i n d i c a t i n g ' s u c h f a c t , and s h a l l keep r e c o r d s of its examinations and other official a c t i o n s , a l l of which s h a l l immediately be f i l e d i n t h e o f f i c e of 151and on due cause shown.
-4.
The Board of Adjustment s h a l l make w r i t t e n f i n d i n g s of f a c t s and conclusions of law g i v i n g t h e facts upon which it acted and its legal conclusions from such facts i n r e v e r s i n g , affirming, or m o d i f y i n g . any order, requirement, decision, or determination which comes before it under t h e provisions -of t h i s Ordinance.
here t h e t i t l e of t h e appropriate 15/Insert DepartmentofPublic Works, etc.
o f f i c i a l , such a s Director
Not for Resale
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5,
The concurring vote of a majority of the members of t h e Board of Adjustment s h a l l be s u f f i c i e n t t o r e v e r s e a n y o r d e r , r e q u i r e m e n t , d e c i s i o n , or d e t e r h i n a t i o n of the' 15/ or d e c i d e in favor of t h e a p p l i c a n t on any matter uponwhich it is r e q u i r e d . t o pass under t h i s Ordinance, or t o effect v a r i a t i o n t o t h i s Ordinance.
--
SECT-ION X:
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APPEALS
1. Any person aggrieved, or a n y t a x p a y e r a f f e c t e d , b y a n y d e c i s i o n of the 15/ made i n the. a d m i n i s t r a t i o n o f t h e Ordinance, may a p p e a l t o the Board of Ad j w t m e n t
7-
2, A l l appeals hereunder must be t a k e n w i t h i n a reasonable t i m e as provided by t h e rul$s of t h e Boardof Adjustment , by filing w i t h the 15/ a - n o t i c e o f a p p e a l s p e c i f y i n g t h e , g r o u n d s t h e r e o f . The 15/ s h a l l f o r t h w i t h t r a n s m i t t o t h e Board of Adjustment a l l the papers c o n s t i t u t i n g t h e r e c o r d uponwhich t h e a c t i o n a p p e a l e d .from was taken.
--
--
3. An a p p e a l s h a l l s t a y a l l p r o c e e d i n g s i n fb$herance of the a c t i o n appealed from unless the 15/ certifies t o t h e Board of Adjustment, after t h e n o t i c e of appeal has been f i l e d w i t h i t , t h a t by r e a s o n of t h e facts s t a t e d i n t h e certificate a s t a y would i n the opinion of 15/ cause imminent peril t o l i f e o rp r o p e r t y .I ns u c h case, p r o c e e d i n g s s h a l l n o t be s t a y e d e x c e p t by t h e o r d e r o f t h e Board of Adjustment on. n o t i c e t o t h e 15/ and on duecauseshown.
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--
4. The Board of Adjustment s h a l l f i x a reasonable time for hearing a p p e a l s ,

givepublicnoticeand-duenoticetothe parties i n i n t e r e s t , and decide t h e same w i t h i n a reasonabletime. Upon t h e h e a r i n g ,a n yp a r t y may appear i n person or by agent or by a t t o r n e y ,
5.
The Board of-Adjustment may, i n c o n f o r m i t y w i t h t h e provisions of t h i sO r d i n a n c e ,r e v e r s e or affirm, i n whole or i n part, or modify t h e order, r e q u i r e m e n t , d e c i s i o n , or determination appealed from and may make.such order, requirement, decision, or determination as may be a p p r o p r i a t e - u n d e r t h e c i r c u m s t a n c e s .
SECTION XI:
JUDICIAL REVIEW
Any person aggrieved, or a n y t a x p a y e r a f f e c t e d , b y a n y d e c i s i o n of t h e Board of Adjustment, may a p p e a l t o the Court of as provided i n Section Chapter of of P th ue blic Laws of 16/.
16/
Insert t h e j u r i s d i c t i o n . C o n s i d e r a t i o n s h o u l d be g i v e n the d e s i r a b i l i t y of setting f o r t h t h i s procedure here, o r as a n a l t e r n a t i v e attaching t o a l l c o p i e s of t h i s O r d i n a n c e , a copy of e x c e r p t s f r o m the s t a t u t e cited.
Not for Resale
E a c hv i o l a t i o no ft h i sO r d i n a n c e or of a n y r e g u l a t i o n , o r d e r , or r u l i n g a misdemeanorand s h a l l be p u n i s t - ~ b i e p r o m u l g a t e dh e r e u n d e rs h a l lc o n s t i t u t e dollars or imprisonment f o r n o t more t h a n by a f i n e of n o t more t h a n a violation continues t o e x i s t shall days.orboth;andeachday c o n s t i t u t e a separate o f f e n s e .
SECTION XIII:
CONFLICTING REGULATIONS
or l i m i t a t i o n s Where t h e r e e x i s t s a c o n f l i c t b e t w e e n a n y o f t h e r e g u l a t i o n s prescribedinthisOrdinanceandanyotherregulationsapplicable t o the same a r e a , w h e t h e r t h e c o n f l i c t be w i t h respect t o t h e h e i g h t cf s t r u c t u r e s or t r e e s , a n dt h eu s eo fl a n d , or a n y o t h e r m a t t e r , t h e more s t r i n g e n t l i m i t a t i o n or r e q u i r e m e n t s h a l l g o v e r n a n d p r e v a i l .

SECTION X I V :
SEVERABILITY
If a n y of t h e p r o v i s i o n s of t h i s O r d i n a n c e or t h e a p p l i c a t i o n t h e r e o f t o a n y person or c i r c u m s t a n c e s are h e l d i n v a l i d , s u c h i n . , , r a l i d i t , y s h a l l not a f f e c t o t h e r p r o v i s i o n s or a p p l i c a t i o n s of t h eO r d i n a r x ew h i c hc a n and t o b eg i v e n effect w i t h o u t t h e i n v a l i d p r o v i s i o n o r a p p l i c a t i o n , t h i se n d ,t h ep r o v i s i o n so ft h i sO r d i n a n c e a r e declared t o be s e v e r a b l e .
SECTION X V :
EFFECTIVE DATE
WHEREAS, t h e i m m g i a t e o p e r a t i o n of t h e p r o v i s i o n so ft h i sO r d i n a n c e is n e c e s s a r yf o rt h ep r e s e r v a t i o n of t h e p u b l i c h e a l t h , p u b l i c s a f e t y , a n d g e n e r a l welfare, a n EMERGENCY is h e r e b y d e c l a r e d t o e x i s t , a n d t h i s force and e f f e c t from and a f t e r its passage O r d i n a n c es h a l lb ei nf u l l by t h e and p u b l i c a t i o n and posting a s r e q u i r e d by law. Adoptedd a yt h i s t h e of I 19-0
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Not for Resale
I C A O 9337 PART*b
**
464LYlb 0038639 077
MAPS
A-D
Not for Resale
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50
--`,,```,,,,````-`-`,,`,,`,`,,`---
Not for Resale
I C A O 9337 PART*b
**
484L4Lb O O L 8 6 4 L 725
Airport Services M a m a [
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Not for Resale
I C A O 9337 PART*b
**
m 484l4lb O O l B b Y 2
bbl
Appendix 3 States Practices on Shielding
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1. ARGENTINA 1.1 It is felt that the shielding principle which is used to permitthe erection of new permanent obstacles should not be considered when: a)the permanent objects are destined to be erected within the inner 3 000 m from the threshold; b) they penalize the instrument approach areas although they do not exceed the limits defined by the obstacle limitation surfaces; c) though the conditions in b) are satisfied, the available free spaces or areas immediately adjacent to the runway extremities are regarded as extensions of the runway length availableor, where applicable, as future stopways; d) parallel runways are planned and areas common to instrument approach procedures have tobe unified; e) there is a question of installation of high-voltagepower lines, fuel storage facilities, etc.; f) in the case of a frangible object, its height has been designed so as to ensure vertical clearanceby aircraft; g) in case of planned instrument approaches, the type of implementation and probable operating procedure have not been defined.
2. AUSTRALIA
2.1 Take-oflclimb and approachsurfaces. Where the surface is significantly obstructed by other than isolated obstacles; new obstacles are permitted up to the height of the lowest permanent obstacle within 60 m, providedthat the new obstacle issurrounded by exisfing obstaclesand that the new obstacle does not become the critical obstacle. The critical obstacle is that obstacle which subtends the greatest angle when measured from the end of the strip.
2.2 Transitional surfaces.Where permanent obstacles already infringe the transitional surfaces, new obstacles are permitted up tothe same height, provided that they are further away from the edges of the strip or the approach areaand are shielded by the existing obstacles.
2.3 Horizontaland conical surfaces.Where permanent obstacles already infringe the horizontal or conical surfaces, newobstacles are permitted up to the same height,provided that they are further away from the aerodrome reference point, and are shielded by existing obstacles.
1.2 As a corollary it may be added that the shielding principle should only operate in relation to the highest permanent obstacle in the area. Anynew installation that may be erected in its vicinity should be related to that obstacle and in no case to permanent obstacles of minor height in the area. The only exceptions to this principle, when other criteria should be considered, are cases where associatedtopographical features exist in the area. In these cases account must be taken not only the of obstacle limitation surfaces described in Annex 14, but also of the height limitations established for instrument approach procedures.
3. FRANCE
3.1 Shieldingofnarrowobjectsbybulky objects. The potential hazard of a narrow obstacle is lessened when it is shielded by a bulkyobstacle. As regards such narrow obstacles, they shall be considered to be shielded when they remain below the enveloping surface of the semiplanes tangential to the top of the bulky obstaclecovering them, with a 15 per cent descending slope situated around that obstacle. The shielded obstacles, in particular partsof lines or cables, do not need to be removed or modified.
Not for Resale
I C A O 9137 PART*b
**
484343 0b 038643
5T8
62
Manual
Airport Seruices existing buildings/structures causing obstruction, when projected towards the runway, and on a horizontal plane when projected away from the runway.
3.2 Aaacent electric lines. The provisions in the above paragraph may also be less stringent in the particular case of adjacent electric lines, i.e. those that are within the corridor of another line. The corridor of an electric line is determined by the vertical planes parallel to the median planes of the successive parts of the cable, situated respectively on either side of these parts at a distance of 150 m for daytime marking and 300 m for night-time marking. The segment of a first line is shielded by a second electric line when: a) this segment is adjacentto the second electric line; b) this segment is lower than the segment of the second cable delineatedby the same planes. Ontake-offareas,electriclines,althoughadjacent, shall be marked as if theywereisolatedwhentheir median planes are at a distance of over 50 m. For all other locations, no marking is required for the segment of an electric line which is shielded by another electric line.In cases where there are more than two lines close to each other, considerationshould be giventowhether it is necessary to markthe two outside lines, notwithstanding the above shielding provisions. Lastly, special considerationshould be giventocaseswhere a large number of lines which are more or less parallel cover a large area and might consequentlybe a special hazard. 3.3 Application of the foregoing provisions. The following situationscall for more stringent treatment than the above:
5. SPAIN
5.1 The principle of shielding is used in certain cases to authorize the construction of buildings or installations which, although they exceed the obstacle limitation surfaces, can be considered to be shielded by other natura! or artificial obstacles already existing. An object is considered to be shielded when:
a) it is situated below a plane passing through a point of
the obstacle serving as a shield and has a negative slope of 10 per cent in any direction with respect to the aerodrome, except in the direction opposite thereto, and at a horizontal distancenot exceeding 150 m; and b) it is located within the volume created by the horizontal translation of the contours of the obstacle serving as a shield, in the opposite direction to the aerodrome, and at a horizontal distance of not more than 150m from that obstacle.
5.2 In general, power and communication lines are not considered as shielding obstacles.
6. UNITED STATES OF AMERICA
a) the lines or cables meet the clearance requirements but are hazardous to air navigationa s a result of local conditionsor the type. of air traffic involved, and must consequently be modified or removed; b) the lines or cables are not located within one of the zones where marking is required, but are a possible danger to air navigation, and can be tolerated only if they are marked. 4. INDIA
4.1 In India, the principle of shielding is not applied in the areas coveredby the transitional surface, the inner horizontal surface up to a distance of 2 500 m from the aerodrome reference point (ARP), or the approach/ take-off climb area up to a distance of 3 000 m from its inner edge.
6.1 The principle of shieIding as applied to obstacles toairnavigationmayminimize the requirements for marking and lighting such shielded obstacles, and may reduce the necessity for removing obstacles or prohibiting the construction of new constructions. 6.2 An object should not be considered an obstacle if its locationwithrespecttoobstacles of a permanent
character is such that there results no material increase in the aeronautical hazard.In the determination of whether an object is shielded, each obstacle of a permanent character, located in the runway approach-departure area, is regarded as casting a shadow plane outward away from the runway end. Thus, an object shielded by the shadow plane of a governing obstacle will not be considered as an obstacle.
6.3 Marking and lighting. Portions of obstacles that are shielded by surrounding objects need not be marked or lighted, butthe surrounding objects should be marked and lighted.
the principle of shieldingwill be appliedusing a negative slope of 10 per cent from the top of the authorized
4.2 In areas other than thosedescribedabove,
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Not for Resale
I C A O 9337. PART*b
Part 6 . - Control of Obstacles Appendix 3.- StatesPractices on Shielding
**
4 8 4 1 4 3 6 0038644 4 3 4
63
c) Shielding of obstacle marking#ighting by another objecr.
a) Extensiveobstacles. When the upperpart ofonly a portion of a buildingorsimilar extensive obstacle projects above an obstacle-determining surface, that part only need be obstacle-marked, and the point or edge of it highest in relation to the obstacledetermining surface should be regarded as the top of the obstacle. In certain cases, however, such as when the obstacle-determining surface concerned is a sloping surface (as the approach surface, or transitional surface), this pointoredge highest- in relation to the obstacle-determining surface may not be the highest point or edge above a horizontal plane passing through the base of the object. In such cases, those portions of the object, the upper parts of which are higher above a horizontal plane passing through the base of the object than the upper part considered-as the top of the obstacle, should also be obstaclemarked. b) Group o f obstacles. In the event the individual objects of a group of obstacles are approximately the same overall height above the terrain and are located not more than 45 m apart, the group of obstacles may be considered an extensive obstacle and so obstaclemarkedllighted. Towers, poles, tanks, smoke-stacks and similar obstacles, which are so grouped as to present a common hazard toair navigation, should be marked/lighted as an extensive obstacle of if approximately the same overall height. Where spacing between individual structures. is not less than 45 m, whether of the same or different overall height, each prominent object within the group should be marked/lighted. E n addition, at the top of a prominent. centre obstacle, at least one rotating beacon should be installed, providinga red flashing light.
Another feature of shielding concerns the blocking out or shielding ofan obstacle lightby another object. If a light which is installed on an obstacle is shielded in any direction by an adjacent object, additional lights should be mounted on that object in such a way as to retain the generaldefinition of the obstacle, the shielded light being omitted if it does not contribute to the definition of the obstacle.
6.4 Removal or restriction o f construction o f obstacles. The national aviation authority must be notified when certain proposed structures are tobeconstructed or existing structures are to be altered, so that the effect of such structures on air navigationcan be determined. Among the structures excepted from this requirement are shielded objects.
a) Shieldedobjects. No notification is required for any object that would be shielded by existing structures of a permanent and substantial character or by natural terrain or topographic features of equal or greater height, and would be located in the congested area of a city, town, Qrsettlement where it isevident beyond all reasonable doubt that the structure so shielded will not adversely affect safety in air navigation. b) Antenna farms. An antenna farm area consists of a specified geographical location with established dimensions of area and height, where antenna towers with a common impact on aviation may be grouped. The use of antenna farms is an applicationof the shielding principle. Usage of antenna farms and the single-structure/multiple-antennaconcept for radio and television towers, wherever possible, is to be encouraged.
-END -
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I C A O 9137 P A R T * b
**
M 4 8 4 3 4 3 6 0038645 3 7 0
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ICAO TECHNICAL PUBLICATIONS

The following ssummmygives the status, and also describes in general terms the contents of the vm'ous series of technical publications issued by the International Civil Aviation Organization. I t doesnot include specialized publications that donot fall specificalily within one of the series, such as the Aeronautical Chart Catalogue or the Meteorological Tables for International Air Navigation.
regarded as not yet having attained a sufficient degree of maturity for adoption as International Standards and Recommended Practices, as well as material of a more permanent character which is considered too detailed for incorporation in an Annex, or is susceptible to frequent amendment, for which the processes of the Convention would be too.cumbersome. Regional Supplementary Procedures (SUPPS) have astatus similar t o thatof PANS in that they are approved by the Council, but only for application in the respective regions. They are prepared in consolidated form, since certain of the procedures apply to overlapping regions or are common to two or more regions.
International Standards and Recommended REtices are adopted by the Council in accordance with Articles 54, 37 and 90 of the Convention on International Civil Aviation and are designated, for I convenience, as Annexes tothe Convention. The 1uniform .application by Contracting Statesof the Stanspecifications contained in the International I dards is recognized as necessary for the safety or 1regularity of international air navigation while the 1uniform application of the specifications in the Recommended Practices is regarded as desirable in 1the interest of safety, regularity or efficiency of iinternational air navigation. Knowledge of any differt:nces between the national regulations or practices of ia State and those established by an International Standard is essential to the safety or regularity of iinternational air navigation. In the event of non:ompliance with an International standard, aState Ihas,in fact, an obligation, under Article 38 of the Zonvention, to notify the Council of any differences. IKnowledgeof differences from Recommended Pracair 1!ices may also be important for thesafetyof aavigation and, although the Convention does not 1 i:mpose any obligation with regard thereto, the Zouncil has invited Contracting States to notify such jifferences in addition to those relating to Interna1rional Standards.
.
The following publications are prepared by authority of the Secretary General in accordance with the principles and policies approved by the Council.
Technical Manualsprovideguidance and information in amplification of the International Standards, Recommended Practices and PANS, the implementation of which they are designed to facilitate.
Air Navigation Plans detail requirements for facilities and services for international air navigation in the respective ICAO Air NavigationRegions. They are prepared on the authority of the Secretary General on the basis of recommendations of regional air navigation meetings and of the Council action thereon. The plans are amended perigdically to reflect changes in requirements and in the status of implementation of the recommended facilities and services.
iipproved
r ser~ices(PANS) are pr~cedutesfor ~ i Navigation by the Council for world-wide application. I'hey contain, for the most part, operating procedures
ICAO Circulars make available specialized information of interest to Contracting States. This includes studies on technical subjects.
Not for Resale
PRICE: U.S.$3.75
(or equivalent in other currencies)
@ ICAO 1983 4/83, /PI I3000

DOC9137, Part 6 Order No. 804603
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Manual Servicios Aeropuertos Parte6

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I C A O 9337 PART*b

DOC 9137-AN/898 Part 6

AIRPORT SERVICES MANUAL

PART 6 CONTROL OF OBSTACLES

Approved by the Secretary General and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

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Do you receive the ICAO BULLETIN?

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Airport Services .Manual

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limitation a) information on obstacle precisionapproachrunwayscategory

surfaces for I and on the

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4843436 0038583 420

Page Chapter 4. Obstacle Surveys. . .

Chapter 1. Surfaces.. . 1.1 1.2 1.3 1.4

... . .... . . . ... . .. .. . .. . .. . General . . .. . . ... . .. . . . . . ... . .. . . . . . .. . Annex 14 - obstaclelimitation surfaces. . .

. ... . . . .. . .. . . . .. . 23 Australian practice.. . . .. . .. . . . . . . .. . , . . . 23 United Kingdom practice. .. . . .. . . . . . . . . 28

United States of America practice . .. . . . . . . 31

Chapter 5. Airport Equipment and Installations Which May Constitute Obsfacles.. . . . .. .. . . .

Chapter 2. Controlling obstacles at an airport..

5.1 5.2 5.3

Chapter 3. Temporary Hazards , , . . . .

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ICAO 9337 PART*b

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Airport Services Manual

Inner horizontal surface

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484343b 0038586 TO2

Part 6.- Control of Obstacles Chapter 1.- Surfaces

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ICAO 9337 PART*b

48414Lb 001,8587 949 m

(Minimum Obstacle Clearance)

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Part 6.-Control of Obstacles Chapter 1.- Surfaces

4.6 km (2.5 NM)/NDB

to be calculated which would protect the aeroplane from

1.4 INNER TRANSITIONAL AND

BALKED LANDING SURFACES VERSUS Y SURFACES AND MISSED APPROACH SURFACE

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ICAO 9137 PART*b

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Part 6.-Control of Obstacles Chapter 1.- Surfaces

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4843436 0038573 37T

Airport Services Manual

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ICAO 9337 PART*b

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ICAO 91137 PART*b

Chapter 2 Controlling Obstacles at an Airport

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484343b 0038574 089

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