I ,',-" 􀁾􀀧􀀭􀀭 􀁾 􀁉''􀀭'', -􀀧-"􀁾􀁾.􀀢􀀺•􀀢􀀭􀀬􀀮􀀢􀀭􀀬􀀧􀀢􀀬􀁾􀀭􀀭􀀬􀁪􀁾􀁾􀀮􀁩􀀧􀀧􀁾􀀢􀀭 􀁬􀁲􀀮􀁾􀁜􀀮􀀢􀀮􀀺__ -_-';;:'",..._...........􀁾 􀀺􀁾 􀀭􀁾􀀮􀀧 􀁾􀀢􀀧􀀴 􀁾􀀬􀁬􀁚􀁾 􀀬􀁜􀀧􀀺􀀢􀀢􀀢􀀭􀁥􀀧􀀻
􀀭􀁜􀀬􀁾 .r;1;::: .-..!Sii':rt.r-"" '\...'.....".''';'"'l'􀁾' .""",//;!IJ'. ;-._.. 􀀧􀀼􀁾􀀭􀀢􀀻􀀧 􀀢􀀧􀀧􀀧􀁬􀀮􀀮􀀬􀁾􀀯 . . //'" /..,/.--" 􀁟􀁾􀁊􀁾 The Federal Aviation Administration
is putting a new process for conducting aeronautical 􀁾􀁉􀁮􀁥􀁲􀁥􀁡􀁳􀁥 the annual number of validated aeronautical surveys conducted surveys into place. There are two critical components
to the FAA's new Airport Surveying-GIS 􀁾􀁦􀀩 • Develop a digital map of the airport Program: -..,... ... __ The near term goal of the new Airport Surveying Progr m is to complete the
necessary tools for • A New Web-Based Aeronautical Survey Process I. I an airport to plan, fund, and implement the infrastructure needed to support an approach for • A New Airport Geographic
Information System (GIS) Website any given runway, independent of ground-based navigational equipment. With the development of Satellite Navigation (SATNAV) technology, the need for
a highly-:;.... Included as part of the new Web-Based Aeronautical Survey Process will be the Airport Geaaccurate digital representa)ion of an airport has become a critical element in
the implementa!.< graphic Information System (GIS) webSite, also known as the eALP. The GIS site will prOVide a lion of that technology, both in support of vertically-guided approaches,
or in the movement central warehouse for airport survey and layout data. The goal of this system is to prOVide a of aircraft in poor visibility. For the first time in history, the movement
of aircraft isn't tied to L web-based spatial database to publiC airports through a f1e;<ible and easy-ta-use interface for ground-based navigation. With this new 􀁦􀁲􀁥􀁥􀁾􀁯􀁭 comes
the need to know the surfaces and the exchange 0 spatial airport i [oJmdtion. This system will become the conduit for publiC obsracles that could hinder aircraft movement, both in the
air and on the ground, with more i airports and consu tants to submit all electronic airport Tayout and general airport survey data to accuracy then ever before. If:-the FAA, as well
as the mechanism for the FAA to publish airport layout-related information for The FAA's new Airport Surveying Program is being put in place to meet the curreot and the 􀁾􀁾 airports.
future needs of airports as we move into the 21 " century. With this-new Survey Process, ..1.... The purpose of the new Airport GIS WebSite is to: airports will have the ability to use
private surveyors 0 􀁰􀁥􀁲􀁦􀁯􀁲􀁭􀁾􀁴􀁡􀁮􀁾􀁡􀁲􀀿􀁾􀁺􀁥􀁤 􀁁􀁾􀁲􀁾􀁡􀁵􀁴􀁩􀁾􀀬􀁡􀁬􀀧􀀢􀁾􀁾􀁟....__ . . . . . Surveys through the Federal Grant Program, State aviation fu dnqrtex..enJ2eahsources,
for .(;f _.,-'.' • PrOVide the necessary tools for private mdustry to perform and mamtam OC and ANA the first time. ThiS process will be a web-based application 􀁴􀁨􀁡􀁾􀁪􀁮􀁾􀁤􀁬􀁬􀀼􀀵􀁗􀀢􀀧􀁳􀁆􀁲􀁰
􀀮􀀹􀁲􀁴 managers 􀁾􀀭 . 􀁾 surveys and independent surveyors access to detailed technical 􀁧􀁕􀁩􀁤􀁡􀁮􀁣􀁥􀀱􀀶􀁮􀁾􀁾􀁴􀁯􀀢􀁰􀁲􀁯􀁣􀁵􀁲􀁥 fun"affig '" •. ---􀂷􀁾􀁐􀁲􀁯􀁶􀁩􀁤􀁥 the means
for airports and surveyors to capture and prOVide survey data in a and contractors, as well as how to conduct standardized surveys. Nationa Geodetic __ di&rral form Survey (NGS), within
the National Oceanic and Atmospheric Administration (NOAA), ha • Provide non-GIS equipped airports with a GIS foundation developed a detailed set of instruction manuals that will guide
private surveyors in conducting • Increase data availability obstruction surveys in accordance with FAA Specification No. 405, Standards for Aeronauti-• Expedite production of FAA charts
and improve response to airport changes cal Survey and Related Products. • Provide publiC airports and consultants with the ability to access electronic Th I f I I I Obstruction Charts
on-line ere are manua s or: Key Features of the new Airport GIS Website include: • Map rendering and viewing of geographic airport information • Obstruction Chart display • Conversion
between major graphical design file formats and the GIS • Multiple configuration/version support for analysis, planning, construction phaSing, and other uses • Analysis with 3D airport
design and Obstruction Identification Surfaces As part of the Airport GIS System effort, the FAA is consolidating all FAA airport data requirements into a new standard for airport layout
data that will be used by FAA and industry. This specification is based upon the Safe Flight 21 specification, FAA #405, RTCA D0272, RTCA D0276, and NGS Volumes. The New Airport Surveying-GIS
Website will be located at: http://airports-gis.faa.gov Please Stay Tuned ... • Establishment of Geodetic Control (PACS/SACS) • Acquisition of Airport Imagery • Airport Ground Surveys
(NAVAIDs, Runways, Obstructions, Movement Areas) • Exchange File Format • Plannimetric Detail -Acquisition and Submission Formats (in development) • GIS Airport Data (in development)
irpor.t managers, survey contractors, and FAA personnel will have access to these manuals, qs well as other relevant survey documentation. Guidance material, template, sample documents,
and manuals_will..all be available to download in PDF format within the FAA's 􀀻􀀻􀁥􀁾􀁁􀁩􀁲􀁰􀁯􀁲􀁴 Surveying-GIS Program websi e. !The new 'g'eb-Based Aeronautical Survey Process is
a move forward because: rts control funding \DOG.UB1entation may be accessed electronically Ie 􀁾􀁵􀁾􀁾 will be electronically delivered to NGS/AVN (FAA organization is 􀁲􀁥􀁳􀁰􀁯􀁮􀁳􀁴􀁢􀁬􀁾􀁯􀁲
procedure development) , Provide a c..61'llr.alized GIS for airports to submit survey and electronic airport layout data : 􀁾􀁮􀁤􀁾􀁾􀁲􀁦􀁮􀁴􀀾􀀮􀁣􀀻􀁊􀀧􀁮􀁴􀁲􀁡􀁣􀁴􀁯􀁲􀁳 will primarily
perform the surveys 􀀢􀁤􀁬􀁦􀁩􀁯􀁮􀁡􀁬􀁬􀁩􀁓􀁥􀁬􀁲􀁾􀁦􀁩􀁴􀁳 of the new Web-Based Aeronautical Survey Process include: :'l ". 􀀬􀀮􀁾􀀮 􀀬􀀢􀀤􀀿􀁾􀁾􀁮􀁤􀁩􀁴􀁴􀀱􀁲􀁥􀁴 .< 􀁾􀁾􀁾􀀧􀀢 􀀧􀁓􀁕􀁾􀀮􀀬
􀀧􀁾􀀨􀀻􀁡􀁴􀁩 a ..II(';;'li-. 􀁾 .. 􀁡􀁲􀁵􀁬􀁲􀁥􀀮􀁾􀁦􀁗􀁾􀁥􀁳􀁳􀁥􀀬
This document has been divided into parts for ease of downloading. Cnk to Table of Contents STANDARDS FOR AEROA7VAUTICAL SURllEYS ALVD RELATED PRODUCTS The Table of Contents for each
section contains links to listed pages and figures. Select "Bookmarks and Page" view to access bookmarks. oU.S. Daparlment of Trenspor:atiorll -.;/Foe•.,•• A\lfadon ad,.lnlstrBUDII Fourth·
EdiJ:iI),,-Septetltber 1996 FAA !'tl(). !lOS ......
\ ) FAA NO. 405 STANDARDS FOR AERONAUTICAL SURVEYS AND RELATED PRODUCTS FOlTRTH EDITION SEPTEMBER 1996
FAA No. 405 United States Government STANDARDS FOR AERONAUTICAL SURVEYS AND RELATED PRODUCTS Fourth Edition, September 1996 The standards contained in this manual have been developed
by the Federal Aviation Administration (FAA) and the National geodetic survey (NGS) for use in the preparation of AERONAUTICAL SURVEYS, AIRPORT OBSTRUCTION CHARTS and RELATED PRODUCTS.
These standards shall be complied with, without deviation, until such time as they are amended by formal FAA specification action. New or revised pages to these standards will be provided
when necessitated by new requirements. Questions on interpretation that arise in the use of this manual shall be referred to the Division Manager, Aeronautical Information Services,
ATA-IOO, Federal Aviation Administration, Washington, DC 20591. APPROVED BY: Division manager, Aeronautical Information Services, ATA-I00 Federal Aviation Administration U.S. Department
ofTransportation
) FAA No. 405 AMENDMENT OF STANDARDS 1. PROCEDURE Recommendations for amendments to standards shall be directed to: DOT/Federal Aviation Administration Aeronautical Information Services,
ATA-l00 800 Independence Ave SW Washington, DC 20591 2. AMENDMENT SYSTEM a. Changes to the standards will be issued in the form of Change Notices. b. Change Notices, which may contain
more than one change, will be identified by th e standards title/number, edition, and effective date, and will be consecutively numbered. Changes conveyed by the Notices shall remain
in effect until revised by a subsequent Change Notice or a new edition of the standards. c. The standards number, change number, and date will be indicated in the lower right corner
of each revised or additional page. d Verticallines in the right margin of the text mark the location of substantive standard s changes. The accompanying cover page explains the intent
of the change and provide s information for proper interpretation. e. "Editorial Change" at the left bottom of the page indicates that revisions have been made that do not change the
intent of the standards; e.g., changes in wording, numbering 0 f paragraphs or pages, or page makeup. This notation will not appear whenever editorial and substantive changes are on
the same page.
) FAA No. 405 STANDARDS FOR AERONAUTICAL SURVEYS AND RELATED PRODUCTS FOURffi EDITION EXPLANATION OF CHANGES CHANGE 1 EFFECTIVE APRIL 15, 1998 PURPOSE: To implement approved changes
to FAA No. 405. DISTRffiUTION: Normal distribution for this document. CHANGED PAGES: NewPage(s) 2.14 TABLE 3.3 3.9 FIGURE 3.5 FIGURE 3.6 A2.1 FIGUREA2.1 A5.6 AS.8 GIl SUMMARY OF CHANGES:
Page 2.14 Replaces Old Page(s) 2.14 TABLE 3.3 3.9 FIGURE 3.5 FIGURE 3.6 A2.1 FIGUREA2.1 AS.2 AS.8 Gll Changes the decimal places reported for the latitude and longitude of runway ends
and displaced thresholds from three decimal places in seconds to four decimal places in seconds. Four decimal places are required when computing geodetic azimuths to match published
azimuths. Changes the decimal places reported for the latitude and longitude of the Airport Reference Point from three decimal places in seconds to one decimal place in seconds. ARP
is a theoretical point and reporting ARP to more than 0.1 second is not significant.
2 TABLE 3.3 Changes the elevation at 2,566 ft. to read: "51.3 FT. ABOVE THRESHOLD." Changes the elevation at 50,000 ft. to read: "1,446.4 FT. ABOVE THRESHOLD." Page 3.9 Deletes the requirement
for the highest obstruction between the threshold at the runway stop end and the stop end of the primary surface. Obstructions in this area are covered by other survey requirements.
Deletes the requirement for the highest man-made object that is within the first 2,566 feet of an approach area and also higher than the threshold. This object frequently does not obstruct
the approach surface. This change eliminates the expensive requirement to survey fence posts, guard rails, sheds, and other insignificant man-made objects that are often embedded in
much higher obstructions. These objects are frequently difficult for surveyors to measure and the process of determining the highest among them can be very time consuming. FIGURE 3.5
Makes FIGURE 3.5 consistent with text changes. FIGURE 3.6 Makes FIGURE 3.6 consistent with text changes. Page A2.1 Changes "RUNWAY CENTER POINT" in description of the Airport Reference
Point (ARP) computation to"APPROXIMATE RUNWAY CENTER POINT" and defines approximate runway center point as the mean of the latitudes and mean of the longitudes of the ends. This change
eliminates the need to use complex geodetic formulas to determine the precise runway center point position for the ARP computation. By using the mean method, ARP positions can be easily
computed using only a four function, handheld calculator, allowing simple and consistent ARP computations.
.\/3 For airports below 70 degrees latitude, the difference in the ARP position as computed by the ''precise'' or "mean" method is less than 0.02 seconds in latitude and no difference
in longitude. FIGUREA2.1 Makes FIGURE A2.1 consistent with text changes. Page A5.6 Changes vertical accuracy requirements (orthometric and ellipsoidal) for Airport Obstruction Chart
surveys from 20 feet to 50 feet for the areas indicated in the table on this page. Page A5.8 Changes vertical accuracy requirements (orthometric and ellipsoidal) for Area Navigation
Approach (ANA) obstruction surveys from 20 feet to 50 feet for the areas indicated in the table on this page. Richard V. Powell Division Manager, Aeronautical Information Services, ATA-lOO
9/1/96 SUBJECT TABLE OF CONTENTS FAA No. 405 SECTION INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . 1 AIRPORT OBSTRUCTION CHART SURVEYS 2 AREANAVIGATION APPROACH (CONVENTIONAL LANDING) SURVEYS 3 AREANAVIGATION APPROACH (VERTICAL LANDING) SURVEYS 4 SPECIAL PURPOSE SURVEyS
5 AIRPORT LAYOUT SURVEYS 6 WIDE AREA AUGMENTATION SYSTEM SURVEYS 7 AERIAL PHOTOGRAPHY 8 APPENDIX 1-UNIVERSAL DATA DELIVERY FORMAT Al APPENDIX 2 -COMPUTATION OF AIRPORT REFERENCE POINT
A2 APPENDIX 3 -DATUM TIE AND LOCAL CONTROL ..... . . . . . . . . . . . . . . . . . . . . . . . . . . .. A3 APPENDIX 4 -NAVAID SURVEY POINTS . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . .. A4 APPENDIX 5 -ACCURACIES AS APPENDIX 6 -CONTRACTIONS " A6 APPENDIX 7 -SAMPLE AIRPORT OBSTRUCTION CHART A7 GLOSSARy GLOSSARY
9/1/96 · ") SECTION 1 INTRODUCTION FAA No.405
9/1/96 SECTION 1: INTRODUCTION The aeronautical surveys and related products covered in this doctnnent provide information critical to the operation of the National Airspace System (NAS).
Most of this information is somce data, being acquired by field survey and/or photogrannnetric methods. Information furnished under these standards includes: -Geodetic control data for
permanent survey monuments established in the airport vicinity. These monuments and their accurate connections to the National Spatial Reference System (NSRS), assure accurate relativity
between surveyed points on an airport and between these points and other surveyed points and facilities in the NAS, including the navigation satellites. -Runway and stopway data, including
runway end, stopway end, and displaced threshold positions and elevations, runway geodetic azimuths, touchdown zone elevations, and runway/stopway profiles -Navigational aid (NAVAID)
data, including NAVAID position and elevation, type, and distance from runway end and runway centerline -Obstruction data, including obstruction description, position and elevation,
and amount penetrating an Obstruction Identification Smface emS) -Planimetric detail, including taxiways and aprons, and delineations offeatures oflandmark value, such as, rivers, lakes,
tidal shorelines, and major highways -Aerial photograph coverage ofthe airport vicinity FAA No. 405 This information is used to: -Develop instrument approach and departure procedures
-Certify airports for certain types of operations, including those conducted under Federal Aviation Regulations Part 139 -Determine maximum takeoff weights for civil aircraft -Update
official U.S. Government aeronautical publications -Provide geodetic control for engineering projects related to runway/taxiway construction, NAVAID siting, obstruction clearing, road
building, and other airport improvement activities -Assist in airport planning and land use studies in the airport vicinity -Support miscellaneous activities, such as, aircraft accident
investigations and special purpose one time projects The precise meaning of terms is always important to a clear understanding of spoken or written information. This understanding is
especially critical in technical areas where safety is involved. Certain terms and expressions used in this document have specific meanings that must not be misconstrued or applied incorrectly.
Critical terms are defined in the glossary located at the end of this publication. Many of these definitions have come from the "Aeronautical Information Manual" published by FAAand
the "Geodetic Glossary" published by the National Geodetic Survey. Other definitions have been developed as needed. 1.1
, ) FAA No. 405 In addition to the word usage as defined in the glossary, the following conventions have been adopted: -The term "should" implies a first choice or preference but does
not imply mandatory compliance. The term "shall" means that compliance is mandatory. -The contraction 'N/A" means not applicable. -The term "position" means latitude and longitude unless
otherwise specified. -The term "mean sea level" (MSL) implies orthometric height. MSL is used throughout the NAS when reporting altitude values. In actuality, these altitudes are relative
to a vertical datum that approximates mean sea level and are correctly refuTed to as "orthometric heights." While the mean sea level elevation phraseology is retained in this document,
the more technically correct orthometric height is implied. Because of the position and elevation uncertainties implied in horizontal and vertical accuracy standards (no position or
elevation determined through measurement is error free), users of data provided under these standards nrost allow for these position and elevation uncertainties in the operational use
ofthis information. Future aviation will be heavily dependent on satellite navigation systems, such as, the Global Positioning System (GPS). GPS navigation requires that both the aircraft
and destination coordinates be accurately known. This concept differs from conventional navigation which requires accurate tracking ofa ground based signal, with coordinates of secondary
importance. With GPS navigation, coordinates and geodetic datums become extremely important. Ideally, coordinates should be referenced to a high accuracy global datum, such as, the International
Earth Rotation Service (IERS) Terrestrial Reference Frame 1.2. ) 9/1/96 (lTRF). However, surveys, whether accomplished using classical or GPS methods, are conducted relative to control
stations, including Continuously Operating Reference Stations (CaRS). Therefore, it is impractical to deliver aeronautical data with global datum coordinate until these global coordinates
become available to the surveyor. Eventually, regional datums, such as, the North American Datum of 1983 (NAD 83) and the European Terrestrial Frame 1989 (ETRF89), will probably be replaced
by a global system, such as, ITRF. However, as long as regional datums are used, they should meet the following three criteria: 1 -the datum, or more specifically, the positions and!or
elevations of control stations that physically represent the datum, must be sufficiently accurate to support required surveys. 2 -the datum must be represented on the ground by a control
station network that is readily available to the surveyor. 3 -the datum should be consistent (at about the two meter or better level) with a global datum, such as, ITRF, thereby ensuring
smooth flight transitions between datums. NAD 83 fully meets these criteria and has been selected as the FAA No. 405 standard for positions and ellipsoid heights in the United States.
This datum has been developed by the National Geodetic Survey, United States Department of Commerce, and implemented to support virtually all surveying, charting, and navigation requirements.
In addition, NAD 83 has been adopted by the Federal Geodetic Control Subconnnittee as the official geodetic datum for the United States. (See Federal RegisterNo154 No 113).
9/1/96 SECTION 2 AIRPORT OBSTRUCTION CHART SURVEYS FAANo. 405
9/1196 SECTION 2 TABLE OF CONTENTS AIRPORT OBSTRUCTION CHART SURVEYS SUBSECTION FAA No. 405 PAGE 1. DESCRIPTION , 2.1. 2. DATUM TIE AND LOCAL CONTROL 2.1. 3. ACCURACIES. . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.2. 4. RUNWAYAND STOPWAYPOINTS 2.2. 5. NAVIGATIONAL AIDS 2.3.
5.1. ELECTRONIC 2.3. 5.2. VISUAL 2.3. 6. OBSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.4. 6.1.
DEFINITION 2.4. 6.2. OBSTRUCTION IDENTIFICATION SURFACES 2.4. 6.3. SPECIAL CASES 2.4. 6.3.1. CATEN"ARIES 2.4. 6.3.2. VEHICULAR TRAVERSE WAYS 2.4. 6.3.3. MOBILE OBJECTS 2.4. 6.3.4. OBSTRUCTIONS
UNDER CONSTRUCTION 2.4. 6.3.5. VESSELS 2.4. 6.3.6. MANMADE OBJECTS EQUAL TO OR GREATER THAN 200 FEET ABOVE GROUND LEVEL 2.5.
9/1/96 SUBSECTION .)TABLE OF CONTENTS CONT. .) FAANo. 405 PAGE 6.3.7. SUPPLEMENTAL OBSTRUCTIONS ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.5. 6.3.8.
OBSTRUCTION EXEMPTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.5. 6.4. SELECTION.................................................................
2.5. 7. METEOROLOGICAL APPARATUS 2.7. 8. PLANIMETRIC DETAIL 2.7. 9. MISCELLANEOUS 2.7. 10. DATA DELIVERY 2.8. 10.1. AIRPORT OBSTRUCTION CHART 2.8. 10.1.1. DESCRIPTION 2.8. 10.1.2. MATERIALS
AND FORMAT " 2.8. 10.1.3. AIRPORT PLAN 2.8. 10.1.3.1. RUNWAYS/STOPWAYS/BLAST PADS 2.8. 10.1.3.2. OBSTRUCTIONS 2.10. 10.1.3.3. NAVIGATIONAL AIDS 2.11. 10.1.3.4. METEOROLOGICAL APPARATUS.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2.11. 10.1.3.5. PLANIMETRIC DETAIL 2.11. 10.1.3.6. MISCELLANEOUS 2.12. 10.1.4. RUNWAY PLANS AND PROFILES 2.12. 10.1.5.
TABULATED OPERATIONAL DATA 2.14.
9/1196 SUBSECTION TABLE OF CONTENTS CONT. ) FAA No. 405 PAGE 10.1.6. NOTES AND LEGEND 2.14. 10.2. UNIVERSAL DATA DELIVERY FORMAT 2.15. FIGURES FIGURE 2.1. RUNWAY NUMBERS AND REQUIRED
POINTS FOR SPECIALLY PREPARED HARD SURFACE RUNWAYS/STOPWAYS FIGURE 2.2. OBSTRUCTION IDENTIFICATION SURFACES -FEDERAL AVIATION REGULATIONS PART 77 FIGURE 2.3. OBSTRUCTION REPRESENTATION
IN THE PRIMARY AREA FIGURE 2.4. OBJECT REPRESENTATION IN THE FIRST 2,000 FEET OF AN APPROACH AREA FIGURE 2.5. OBSTRUCTION REPRESENTATION IN AN APPROACH AREA FIGURE 2.6. OBSTRUCTION REPRESENTATION
IN TRANSITION AREAS FIGURE 2.7. OBSTRUCTION REPRESENTATION IN OBSTRUCTING AREAS ON THE AIRPORT PLAN FIGURE 2.8. OBSTRUCTING VESSEL AND MOBILE OBJECT AREA DEPICTIONS AND ASSOCIATED NOTES
ON THE AIRPORT PLAN FIGURE 2.9. OBSTRUCTING VESSEL NOTE AND OBSTRUCTING MOBILE OBJECT AREA ESTIMATED MAXIMUM ELEVATION (EME) POINTS FOR RUNWAY PLANS AND PROFILES AND DIGITAL PRODUCTS
FIGURE 2.10. THRESHOLD, STOPWAY, BLAST PAD, AND RUNWAY NUMBER DEPICTIONS ON THE AIRPORT PLAN FIGURE 2.11. RUNWAY LENGTH AND SURFACE TYPE DEPICTION ON THE AIRPORT PLAN
9/1/96 FAANo. 405 SECTION 2: AIRPORT OBSTRUCTION CHART SURVEYS AOC survey data is used to: 1. DESCRIPTION The Airport Obstruction Chart (AOe) survey is an extensive fieldlpbotogrannnetric
operation which provides aeronautical and other information to support a wide range ofNational Airspace System (NAS) activities. AGC surveys provide source infonnation on: -Runways/stopways
-Navigational aids (NAVAID) -Federal Aviation Regulations Part 77 (FAR-77) obstructions -Aircraft movement and apron areas -Prominent airport buildings -Selected roads and other traverse
ways -Cultural and natural features of landmark value -Miscellaneous and special request items AOC surveys also establish (ifit does not exist) geodetic control in the airport vicinity
consisting of pennanent survey marks accurately connected to the National Spatial Reference System (NSRS). This control and the NSRS connection assures accurate relativity between surveyed
points on the airport and between these points and other surveyed points in the NAS, including the navigation satellites. In addition, this control supports not only AGC surveys, but
also future engineering activities, such as, runway/taxiway construction, NAVAID siting, obstruction clearing, road building, and other airport 􀁲􀁥􀁬􀁡􀁴􀁥􀁤􀁰􀁲􀁾􀁥􀁣􀁴􀁳􀀮 . -Develop
instnnnent approach and departure procedures -Determine maximwn takeoff weights for civil aircraft -Certify airports for certain types of operations, including Federal Aviation Regulations
Part 139 -Update official U.S. Govermnent aeronautical publications -Provide geodetic control for engineering projects related to runway/taxiway construction, NAVAID siting, obstruction
clearing, road building, and other airport improvement activities -Assist in airport planning and land use studies in the airport vicinity -Support miscellaneous activities, such as,
aircraft accident investigations and special purpose one time projects Standards for AOC survey products are described in detail in Subsection 10 of this section. Unless otherwise otherwise
stated, all data provided in accordance with this section is current as of the time ofthe AGC field survey. 2. DATUM TIE AND LOCAL CONTROL Datum tie and local control requirements for
all surveys accomplished in accordance with FAA No. 405 standards are identified in Appendix 3. 2.1.
FAA No. 405 3. ACCURACIES Accuracy requirements for all data provided in accordance with FAA No. 405 standards are identified in Appendix 5. ) 9/1/96 TABLE 2.1 REQUIRED RUNWAY/STOPWAY
DATA RWY/STWY POINT REQUIRED DATA SPHS RWY NON-SPHS RWY 4. RUNWAY ANDSTOPWAYPOINTS Runway/stopway data shall be provided for all runways AIRPORT ELEV' DIE DIE and stopways with a specially
prepared hard surface RUNWAY ENDS PIE P/E* (SPHS) existing at the time ofthe field survey. Data shall be provi<hl for non-SPHS runways/stopways existing at INTERSECTION OF the time ofthe
field survey if: (1) they are depieted in the SPHSRWYS DIE NIN United States Government flight information publication ''U.S. Terminal Procedures" current at the time ofthe field DISPLACED
THLDS PIE PIN survey, (2) the runway/stopway survey was specifically TOUCHDOWNZONE NIE NIN requested by appropriate Federal Aviation Administration authorities, or (3) the stopway was
officially designated a STOPWAYENDS DIE DIE stopway by appropriate airport authorities. SUPPLEMENTAL Unless otherwise stated, all runway/stopway points shall PROFILE POINTS DIE NIN be
on the runway/stopway centerline. POINT ABEAM GS PIE NIN Runways shall be identified by the number painted on the nmway at the time ofthe field survey. If a number is not POINT ABEAM
painted on the runway, the runway number published in MLSEL PIE NIN the ''U.S. Tenninal Procedures" current at the time of the POINT ABEAM field survey shall be used. OFFSETLOC PIN NIN
POINT ABEAM 4.1. REQUIRED DATA FOR RUNWAYS OFFSETLDA PIN NIN AND STOPWAYS POINT ABEAM Required data for SPHS and Non-SPHS runways and OFFSET SDF PIN NIN stopways are presented in Table
2.1. (Also see POINT ABEAM Figure 2.1) OFFSET MLSAZ PIN NIN ELEVATION REQUIRED ONLY IF AN OBSTRUCTION SURVEY WAS PERFORMED D= DISTANCE FROM RUNWAY'S: (1) NEAR END FOR AIRPORT ELEVATION,
(2) APPROACH END FOR RUNWAY INTERSECTIONS AND SUPPLEMENTAL PROFILE POINTS, AND (3) STOP END FOR SrOPWAYS E = ELEVATION N = POSITION, DISTANCE, OR ELEVATION IS NOT REQUIRED P = LATITUDE
AND LONGITUDE A FACILITY IS CONSIDERED OFFSET IF LOCATED MORE THAN 10 FEET FROM THE RUNWAY CENTERLINE/CENTERLINE EXTENDED. 2.2.
){ 911196 5. NAVIGATIONAL AIDS 5.1. ELECTRONIC NAVAIDS A position, and sometimes an elevation, depending on the navigational aid (NAVAID), shall be determined for selected electronicNAVAIDS
associated with the airport. The horizontal and vertical survey points for electronic NAVAIDS are listed in Appendix 4. Survey data is required for NAVAIDS meeting all of the following
three criteria: -The NAVAID is listed in Appendix 4. -TheNAVAID is located within 10 nautical miles of the Airport Reference Point. -The NAVAID is associated with an instrument approach
procedure for the airport being surveyed and the procedure is published in the United States Government flight information publication 'US. Terminal Procedures" current at the time of
the field survey. This requirement also applies to Airport Surveillance Radars. In 􀁡􀁤􀁾􀁴􀁩􀁯􀁮 to the NAVAIDS identified above, Airport Surveillance Radars and Air Route Surveillance
Radars located within FAR-77 limits for the airport being surveyed, and not located on a military aerodrome, shall be routinely surveyed. If the NAVAID is also an obstruction, the obstruction
requirements of Subsection 6 ofthis section also apply. 5.2. VISUAL NAVAIDS The position of a "plot point" or points shall be determined for certain visual NAVAIDS. The "plot point"
may be the center of the NAVAID, or when the NAVAID is composed of more than one unit, the center ofthe twit array, or in the case ofapproach light systems, the first and last lights.
A plot point is required if and only if, the NAVAID is associated with the airport being surveyed. FAA No. 405 Elevations are not required for visual NAVAIDS. However, if the NAVAID
is also an obstruction, the obstruction requirements of Subsection 6 of this section also apply. Required visual NAVAIDS and their plot points are identified below: -Visual Glideslope
Indicators (the most common types are listed below). Note that data is not required for "Alignment of Elements" systems. Precision Approach Path Indicator (PAPI) Plot point is the center
of the lightarray. Since PAPI systems usually have two or four light units installed in a row aligned perpendicular to the runway centerline, the array center (plot point) will be between units.
Pulsating Visual Approach Slope Indicator (PVASI) -Plot point is the center of the projecting unit. Visual Approach Slope Indicator (VASI) -Plot points are the center of the near, middle
(if present), and far VASI bars. Where two light units exist in a bar, the plot point shall be midway between the two units. . Tri-Color Visual Approach Slope Indicator (TRCV) -Plot
point is the center of the projecting unit. "T"-VlSual Approach Slope Indicator (TVAS!) -Plot point is center of light array. -Approach Light Systems -Plot points are the first and last
lights. Omnidirectional Approach Lighting System (ODALS) lights that function as RWlway End Identifier Lights (REIL) shall be treated as REILs. Other ODALS lights shall be treated as
approach lights. -RWlway End Identifier Lights (REIL) -Plot point is the center ofeach light. -Airport Beacon -Plot point is the axis of light rotation. 2.3.
FAA No. 405 6. OBSTRUCTIONS ) 9/1/96 Vehicle Height Allowances follow: 6.3.3. Mobile Obstructions Representative obstructions that are mobile within a defined area (except vehicles on
roads and railroads, and vessels, which are treated under separate headings) shall have their obstructing travel limits determined. An estimated maximum elevation (EME) shall be furnished
for each ofthese obstructing mobile object areas. 6.1. DEFINITION An obstruction, for purposes of this section, is any object that penetrates an obstruction identification surface (OIS)
as defined in Federal Aviation Regulations Part 77 (FAR77). A supplemental obstruction is any object that penetrates an OIS that has been defined as a supplemental OIS by appropriate
FAA authorities. 6.2. OBSTRUCTION IDENTIFICATION SURFACES Noninterstate roads Interstate roads Railroads 15 feet 17 feet 23 feet OIS dimensions for AOC surveys are defined in FAR-77
for civil airports. (See Figure 2.2). 6.3. SPECIAL CASES 6.3.1. Catenaries In most cases, the position and elevation of supporting towers will adequately represent catenaries. These
towers shall be treated as any other potential obstruction However, if one, or both towers are outside the limits of the OIS, the catenary itself may become a significant obstruction
In these cases, a position and elevation shall be provided on the imaginary straight line connecting the tops of the two adjacent catenary support towers at the highest point within
the OIS. The elevation of this point shall be carried as an estimated maximum elevation (EME). 6.3.2. Vehicular Traverse Ways In general, a vehicular traverse way shall be treated as
any other potential obstruction, except that the appropriate vehicle height allowance must be included in the elevation. (See "Obstruction Exemptions" in this subsection for possible
exemptions that may apply to vehicular traverse ways and Subsection 10. for additional requirements concerning vehicular traverse ways as planimetric detail). 2.4. If a nonobstructing
mobile object is outward from the runway end, is the highest object in the primary area or first 2,000 feet of an approach, and is higher than the runway end, an EME point shall be provided
at the point nearest to the runway centerline end Travel limits need not be determined. The word "MOBILE," which always implies an EME, shall be included in the object name, such as,
"MOBILE CRANE". (See Subsection 10. and Figure 2.7 and Figure 2.8 for proper depiction of mobile objects on AOC survey products). 6.3.4. Obstructions Under Construction Representative
objects that are under construction should be identified as being under construction, such as, "BUILDING UNDER CONSTRUCTION." The elevation at the time of the survey shall be carried.
However, if a construction crane extends above the feature under construction, it is necessary and sufficient to carry the elevation and position of the crane. 6.3.5. Vessels Because
of uncertainties in determining maximum. vessel heights, travel limits, and frequency of passage,
9/1196 vessel heights and locations shall not be provided. However, ifa possible obstructing condition exists, a note shall be entered on AOC survey products cautioning that vessels
may obstruct certain OIS's at certain times and that further investigation by the data user regarding maximum vessel height, travel limits, and frequency of passage is advised. (See
Subsection 10. for proper depiction onAOC survey products). 6.3.6. Manmade Objects Equal to or Greater than 200 Feet Above Ground Level (AGL) The AGL elevation shall be determined for
manmade objects equal to, or greater than, 200 feet AGL. The AGL shall be measured from the highest point ofground in contact with either the object or the structure on which the object
rests. This AGL requirement applies only to representative objects that normally would be carried on AOC survey products and does not necessarily require measuring all mamnade objects
in the survey area that are equal to or greater than 200 feet AGL. 6.3.7. Supplemental Obstructions An obstruction survey of a supplemental OIS shall be accomplished when specifically
requested by appropriate FAA authorities. This survey shall be accomplished in addition to the survey specified in FAR-77 for existing conditions. Penetrations of the supplemental OIS
are supplemental obstructions. The supplemental OIS shall conform to one ofthe OIS standards defined in FAR-77. Criteria for the selection of supplemental obstructions shall be the same
as the criteria for the selection of other obstructions. 6.3.8. Obstruction Exemptions The following obstructions are not required to be measured or carried on AOC products: -Vegetation
that is both obstructing by less than three feet and with a maximum cross sectional diameter no greater than one-half inch where transected by an obstruction surface. -Annual vegetation,
such as annual weeds, com, millet, and sugar cane. ) FAA No. 405 -Frangible objects under the control of airport authorities with locations fixed by function Examples are runway and
taxiway signs, and and many approach light structures. -Roads with restricted public access that are intended for airport/facility maintenance only. This exemption does not apply to
airport service roads associated with other airport operations, such as, food, fuel, and freight transportation -Construction equipment and debris, including dirt piles and batch plants,
that are: (l) temporary in nature, (2) under the control of airport authorities, and (3) located on airport property. -Vessels. However, if a possible obstructing condition exists, a
note shall be entered on AOC survey products cautioning that vessels may obstruct certain FAR-77 surfaces at certain times and that further investigation by the product user regarding
maximumvessel height, travel limits, and frequency of passage is advised. This exemption does not apply to vessels that are permanently moored. -Parked aircraft. The AOC shall show paved
aircraft movement and apron areas and approximate locations of unpaved tiedown areas. However, the location and maximum elevation of individual parked aircraft cannot be determined and
shall not be provided under AOC surveys. This exemption does not apply to aircraft permanently parked for display purposes. 6.4. SELECTION Obstruction selection shall include a representation
of objects that penetrated the FAR-77 OIS's at the time of the field survey. These surfaces shall be identified for the survey by appropriate FAA authorities. In addition, certain nonobstructing
objects may be required in the first 2,000 feet ofan approach area. 2.5.
FAA No. 405 The special cases that apply to obstructions (see Subsection 6.3) also apply to these required nonobstructing objects. Required objects/obstructions include: -Primary Surface
(See Figure 2.3) The highest obstruction outward from the runway end. The highest obstruction and the highest non man-made obstruction in each 3,000 foot (approximately) section of the
primary area on each side of the runway. -Approach Surface (See Figure 2.4 and Figure 2.5) The highest object that is both within the first 2,000 feet ofan approach area and higher than
the runway approach end. This object mayor may not penetrate the approach surface and may be a nonobstructing EME point. The most penetrating obstruction in the first 2,000 feet ofan
approach area. The highest approach obstruction in: (l) first 10,000 feet, (2) first 20,000 feet, (3) first 30,000 feet, (4) first 40,000 feet, and (5) the approach area. -Transition
Surfaces (See Figure 2.6) The highest obstruction in each 3,000 feet (approximately) of each primary transition to the horizontal surface. The highest obstruction in each approach transition
to the horizontal surface. The highest obstruction in each approach transition in the first 20,000 feet beyond the horizontal surface. 2.6. 9/1/96 The highest obstruction in each approach
transition beyond the horizontal surface. -Horizontal and Conical Surfaces The highest obstruction in either the horizontal or conical area in each quadrant ofthe FAR-77 survey area
as defined by the meridian and parallel intersecting at the Airport Reference Point. -Obstructing Areas (See Figure 2.7) An obstruction representation within the limits of each obstructing
area to be compiled on the AOC. This representation shall include the following: The highest obstruction within each obstructing area. The highest obstruction within that portion of
an obstructing area that penetrates an approach surface. The highest obstruction within that portion of an obstructing area that penetrates a primary surface. Note that required objects
may may be EME points for mobile object areas. In some cases, strict adherence to the object selection criteria listed above may result in congestion or inadequate obstruction representation.
To minimize these situations, the following guidelines shall be followed in object selection: -If objects that are required in the primary area or first 10,000 feet of an approach area
are located within 100 feet of each other, the lower object may be omitted. -Ifobjects that are required outside the primary or fIrst 10,000 of an approach area are located within 500
feet of each other, the lower object may be omitted. (Note: Required primary or
9/1/96 approach objects shall not be omitted because ofthe close proximity of higher objects outside of the primary or approach areas). -When a required object is omitted because of
congestion, a replacement object/objects shall be selected ifpossible that meets the spacing criteria. -Occasionally, additional obstruction information may be useful in representing
certain obstructing conditions. While rigorous selection criteria is not practical, information useful to obstruction clearing activities should be considered in the selection. 7. METEOROLOGICAL
APPARATUS Meteorological apparatus is not required unless it is to be carried for its elevation value. 8. PLANIMETRIC DETAIL Planimetric detail to be provided by AOC surveys includes
the following: -All usable runways located on the AOC airport. -Runways with specially prepared bard surfaces that are not located on the AOC airport but fall within the AP limits on
the published AOC. -Seaplane landing areas when associated with the AOC airport. -Paved helipads helipads that are isolated from other apron areas. These helipads mayor may not be painted
as helipads. Helipads on other apron areas need not be identified. -Closed runways if they are sufficiently prominent to be ofvalue to a pilot in airport identification. -Aprons and
taxiways with specially prepared hard surfaces. FAA No. 405 -Approximate limits ofnon-SPHS tiedown areas if permanent tiedown fixtures are present and any portion of the area is located
within 200 feet of a primary or approach obstruction identification surface. If any portion of the area meets these criteria, the entire tiedown area will be delineated. -Traverse ways,
dikes, transmission lines, fence lines, or other linear features having obstruction or landmark value. -A selection of roads, especially in the airport vicinity, to assist the AOC user
in geographic orientation. -The terminal building complex, plus hangars, maintenance facilities, and other buildings directly associated with aircraft operations and directly connected
to the apron -Approximate limits ofobstructing areas. -Coastlines, lakes, rivers, major highways and buildings, or other features of landmark value that aid in geographic orientation.
Elevation information is not required for planimetric detail charted only for its planimetric value. Features selected for their elevation as well as their planimetric value, such as,
transmission lines, shall carry a representative spot elevation. See Subsection 10. for proper depiction of planimetric detail on AOC survey products. 9. MISCELLANEOUS AIRPORT REFERENCE
POINT· The Airport Reference Point (ARP) shall be computed using the centerline end positions of all usable runways. However, since runways without specially prepared hard surfaces are
often not required to be surveyed, the ARP position for these airports will be approximate. The ARP will be tagged with the year ofthe most recent runway end survey used in the ARP computation,
such as, "ARP (1995)." 2.7.
FAA No. 405 Procedures for computing ARP are presented in Appendix 2. 10. DATA DELIVERY AOC survey data shall be furnished on the Airport Obstruction Chart or in ASCII files in the Universal
Data Delivery Format (UDDF) The content, portrayal, and format for each of these products is presented in this subsection. 10.1. AIRPORT OBSTRUCTION CHART (AOC) 10.1.1. DESCRIPTION The
AOC is a 1:12,000 scale graphic depicting Federal Aviation Regulations Part 77 (FAR-77) Obstruction Identification Surfaces (OIS), a representation of objects that penetrate these surfaces,
aircraft movement and apron areas, navigational aids, prominent airport buildings, and a selection of roads and other planimetric detail in the airport vicinity. Also included, are tabulations
of runway and otm-operational data. AOC data is current as of the date of the field survey. The AOC consists offour sections: -Airport Plan (AP) -Runway Plans and Profiles (RPP) -Tabulated
Operational Data (TOD) -Notes and Legends (NL) Contents, portrayal, and general format shall confonn to the style sheet (OC 000) presented in Appendix 7. 10.1.2. MATERIALS AND FORMAT
The AOC shall be published on E50 chart paper, or equivalent, as defined by the Joint Committee on Printing. Border dimensions in inches for the 2.8. ) 9/1/96 published chart shall be
either 3Ox42 or 30x48. The long dimension in each case may be either in the north/south or east/west direction, depending on individual charting requirements. In addition, approximately
3/4 of an inch should exist between the border am the paper trim line. In those cases where the AP and the RPP will not fit on the front of the chart, the RPP shall be printed on the
chart back. When this frontlback format is used, a 1:12,000 scale runway layout diagram showing runway nwnbers and north arrow shall be included on the chart back. 10.1.3. AIRPORT PLAN
(AP) Unless specifically modified because of special charting requirements, the AP shall be published at a horizontal scale of 1: 12,000. Contents, portrayal, and general format shall
confonn to the style sheet (OC 000) presented in Appendix 7. The following items further define or clarify certain AP requirements. 10.1.3.1. RUNWAYS/STOPWAYSIBLAST PADS This subsection
lists the requirements for the graphic depiction of runway data on the AP. Depiction on the AP depends on surface type and whether an obstruction survey was accomplished. Depiction shall
comply with the following conventions: A. Specially Prepared Hard Surface (SPHS) Runways with an Obstruction Survey (see Figure 2.10 and Figure 2.11)-Outline solid. -Length and width
labeled in whole feet. -Surface type labeled "PAVED" if paved and labeled ''UNPAVED'' for all other surface types. -Displaced Threshold (DTHLD) Solid line perpendicular to runway centerline
at the DTHLD but not touching runway outline.
) 9/1/96 Elevation depicted by 1nnn filled circle placed tangent to touchdown side ofDTHLD line and labeled to one decimal place in feet. Labeled "DISPLACED THRESHOLD" with length labeled
to whole feet. Use leader pointing to DTHLD with label, such as, "400 FT. DISPLACED THRESHOLD." -Physical End Elevation Depicted by a 1mmfilled circle placed tangent to touchdown side
ofrunway end line Elevation labeled to one decimal place in feet. -Airport Elevation Depicted by a 1 mm filled circle placed at airport elevation location. Labeled to one decimal place
in feet Elevation enclosed in a solid line box. -Touchdown Zone Elevation (TDZE) The TDZE shall not be depicted on the AP. (The TDZE shall be indicated in the Tabulated Operational Data
section ofthe AP but only for SPHS runways with a landing length equal to, or greater than, 3,000 feet). -Supplemental Profile Points Depicted by a 1 nnn filled circle on runway centerline.
Selected so that a straight line between any two adjacent published runway/stopway points points shall not be greater than one foot from the runway/stopway surface. Labeled to one decimal
place in feet. FAA No. 405 -Magnetic Bearing Shown in whole degrees with direction arrow near each runway end -Runway Numbers Shown in their true locations as painted on runway at the
time of the field survey. If no number is painted on runway, runway number published in the United States Government flight information publication 'U.S. Terminal Procedures" current
at the time of the field survey shall be shown on runway with the base ofthe nwnber approximately 100 feet from the threshold B. SPHS Runways Without an Obstruction Survey Depiction
shall be the same as for SPHS runways with an obstruction survey. C. Non-Specially Prepared Hard Surface (nonSPHS) Runways with an Obstruction Survey Depiction shall be the same as for
SPHS runways with an obstruction survey except outline shall be dashed and runway always labeled "UNPAVEDfI • D. Non-SPHS Runways Without an Obstruction Survey Depiction shall be the
same as as for SPHS runways with an obstruction survey except outline shall be dashed, runway always labeled ''UNPAVED,'' and airport elevation shall be only elevation point shown. E.
Blast Pads Outline dashed. Labeled "BLAST PAD." Leader used as required in congested areas. 2.9.
FAA No. 405 F. Stopways Outline dashed Labeled "PAVED STOPWAY" if paved and ''UNPAVED STOPWAY" for all other surface types. Length labeled to whole feet. End elevation depicted with
a I nnn filled circle placed tangent to runway side of stopway end line and labeled to one decimal place in feet. Leader used as required in congested areas. Supplemental profile points
selected so that a straight line between any two adjacent runwayl stopway points shall not be greater than one foot from the runway/stopway surface and labeled to one decimal place in
feet. The FAR-77 primary surface terminates at the runway end for non-SPHS runways and 200 feet beyond the physical runway end for SPHS runways. Short Takeoff and Landing (STOL) runways
shall be treated as other runways except that they shall be labeled "STOL" on the AP. 10.1.3.2. OBSTRUCTIONS This subsection lists the requirements for the graphic depiction ofobstructions
on the AP. Obstructions to be depicted on the AP and special considerations regarding obstructions are identified in Subsection 6. . Obstructions to a FAR-77 specified OIS shall be depicted
with a I nnn filled circle. Obstructions to a supplemental OIS only shall be depicted with an 2 nun open circle and superimposed cross. Nonobstruetions and objects with no elevation
information shall be depicted with a I nnn open circle. 2.10. ) 911196 Estimated Maximum Elevations Objects with estimated nnximum elevations (EME), such as, catenaries, mobile objects,
and some cranes, shall be shown with its EME, as in the following example: "CATENARY EME344" See Subsection 10.1.3.5. for delineation of linear features as planimetric detail. Obstructing
Areas (See Figure 2.7) In areas of scattered obstructions, a representation of individual obstructions shall be shown. However, in areas considered to be continuously obstructing, such
as, wooded areas, congested building areas, or ground, the entire obstructing area shall be indicated by an obstructing area symbol and a representation ofindividual obstructions within
the area shall be shown. Obstructing Mobile Objects (See Figures 2.8 and 2.9) The obstructing travel limits ofmobile obstructions shall be delineated by a dashed line and labeled with
the EME ofthe area, as in the following example: "OBSTRUCTING MOBILE CRANE AREA EME219" Ifdifferent EME's apply to different parts ofthe area, the area shall be subdivided with the appropriate
EME note applied to each subarea. If a nonobstructing mobile object is outward from the runway end, is higher than the runway end, and is the highest object in the primary surface or
first 2,000 feet of an approach surface, anEME point, without an area limit, shall be provided on the AP at the point nearest to the runway centerline end. This EME point for nonobstructing
mobile objects shall be a I nnn open circle. Obstructing travel limits ofvessels shall not be delineated However, the following note shall be
) 9/1/96 compicuously placed on the AP cautioning the AOC user ofpossible obstructing vessels: "POSSffiLE OBSTRUCTING VESSEL AREA CONTACT LOCAL AUTHORITIES FOR VESSEL INFORMATION" (See
Figure 2.8 and Figure 2.9) Leadered Obstructions Obstructions located beyond the AP limits on the published AOC shall be leadered. Obstructions penetrating a FAR-77 approach surface,
including a supplemental surface, and obstructions penetrating the horizontal or conical surface only but located within the limits of the approach area, shall be leadered from the approach
physical end of that runway. All other obstructions shall be leadered from the Airport Reference Point (ARP). Leadered distances shall be shown to the nearest whole foot. 10.1.3.3. NAVIGATIONAL
AIDS This subsection lists the requirements for the graphic depiction of electronic and visual navigational aids (NAVAIDS) on the AP. If the NAVAID is also an obstruction, Subsection
6. requirements also apply. Both electronic and visual NAVAIDS identified in Subsection Subsection 5. and located within the limits of the AP on the published AOC shall be depicted on
the AP and labeled with the NAVAID type. NAVAIDS located beyond the limits of the AP on the published AOC shall not be shown. The horizontal survey point for electronic NAVAIDS shall
be plotted. The plot point for visual NAVAIDS shall be plotted In addition, approach light systems shall be symbolized between the plot points. (See Subsection 5 for visual NAVAID plot
points). An elevation shall not be shown unless the NAVAID is also to be carried for its obstruction value. In this case, only the top elevation shall be shown. If no elevation is indicated.,
or the NAVAID does not obstruct, it shall be depicted with a 1mmopen circle. If an elevation is shown and theNAVAID obstructs, it shall be depicted with a 1 mmfilled circle. FAA No.
405 10.1.3.4. METEOROLOGICAL APPARATUS Meteorological apparatus is not required unless it is to be depicted for its elevation value. In this case, it shall be treated as other objects.
objects. 10.1.3.5. PLANIMETRIC DETAIL This subsection lists requirements for the graphic depiction ofplanimetric detail on the AP. See Appendix 7 for samples of these depictions. Planimetric
detail to be depicted in the AP section of the AOC shall include the following: -All usable runways located on the AOC airport. Runways with specially prepared hard surfaces shall be
delineated with a solid line. Runways without specially prepared hard surfaces shall be delineated with a dashed line. Paved runways shall be labeled "PAVED." All other runways shall
be labeled ''UNPAVED.'' -Runways with specially prepared hard surfaces that are not located on the AOC airport but fall within the AP limits on the published AOC. These runways shall
be delineated with a solid line and will include the airport name if available. -Seaplane landing areas when associated with the AOC airport. These areas shall be labeled "SEAPLANE LANDING
AREA" with no delineation. -Paved helipads that are isolated from other apron areas. These areas shall be delineated with a solid line and labeled "HELIPAD." Helipads on other apron
areas need not be identified. -Closed runways if they are sufficiently prominent to be of value to a pilot in airport identification. Closed runways with specially prepared hard surfaces
shall be delineated with a solid line. Closed runways without specially prepared hard surfaces shall be delineated with a dashed line. In both cases the runway shall be labeled "CLOSED
RUNWAY." 2.11.
j, ) FAA No. 405 -Aprons and taxiways with specially prepared hard surfaces. These items shall be delineated with a solid line. -Approximate limits ofnon-SPHS tiedown areas if permanent
tiedown fixtures are present and any portion of the area is located within 200 feet of a primary or approach obstruction identification surface. If any portion of the area meets these
criteria, the entire area shall be delineated with a dashed line and labeled "UNPAVED TIEDOWN AREA." -Traverse ways, dikes, transmission lines, fence lines, or other linear features
having obstruction or landmark value. Feature delineation should be sufficient to allow positive feature identification by the chart user. -A selection of roads, especially in the airport
vicinity, to assist the AOC user in geographic orientation. -The terminal building complex, plus hangars, maintenance facilities, and other prominent buildings directly associated with
aircraft operations and directly connected to the apron. These items shall be hatched. -Approximate limits of obstructing areas. These areas shall be depicted with an obstructing area
symbol. -Coastlines, lakes, rivers, major highways and buildings, or other features of landmark value that aid in geographic orientation. Elevation information is not required fur planimetric
detail charted only for its planimetric value. Features selected for their elevation value as well as their planimetric value, such as, transmission lines, shall carry a representative
spot elevation. 10.1.3.6. MISCELLANEOUS This subsection lists the requirements for the graphic depiction ofmiscellaneous information on the AP. 2.12. 9/1/96 Miscellaneous information
to be depicted in the AP section of the AOC shall include the following: -The latitude, longitude projection. The projection interval for all geographic areas, except Alaska, shall be
one minute. In Alaska, the longitude projection interval shall be two minutes. -The Airport Reference Point -A compass rose oriented to geodetic north showing both geodetic oorth and
magnetic north arrows. The magnetic variation at the time of the field survey shall be labeled along the magnetic arrow to the nearest tenth (0.1) of a degree. The official source for
magnetic variation for the AOC and related products is the U. S. Geological Survey, Branch of Global Seismology and Geomagnetism, Denver CO. -Specified FAR-77 OIS limits dashed -Supplemental
OIS comers ticked and labeled "S." -Runway centerline extended locator depicted. -Elevation offloor of control tower cab shown in whole feet. 10.1.4. RUNWAY PLANS AND PROFILES (RPP)
The RPP content, portrayal, and general format shall conform to the style sheet (OC 000) presented in Appendix 7. The following items further define or clarify certain RPP requirements.
-Orientation The RPP shall be oriented so that for each runway the runway end with the highest longitude shall be to the left on the published AOC. -Scale Horizontal scale shall be the
same as the AP. Vertical scale shall be 1 inch = 100 feet.
9/1/96-Area of Coverage The extent of the RPP shall be limited to the primary and approach surface areas, including supplemental approach surface, as depicted in too AP. The longitudinal
extent ofthe RPP will depend on obstruction locations in the approaches and the available space for the RPP on the published AOC. The following guidelines should be followed, when practical,
to determine RPP longitudinal limits: -Extend the RPP at least 2,000 feet beyond the near runway end. -Extend the RPP to a 1,000 foot multiple + 500 feet, such as, 5,500 feet, 8,500
feet etc. from the opposite runway end. -Extend the RPP at least 500 feet beyond the last obstruction that penetratesthe approach. If this extension is not practical, the RPP should be terminated at a convenient point that meets the criteria above. All approach obstructions located beyond this point
shall be leadered with distances shown to the nearest whole foot. -Content and Portrayal in Plan The Plan portion of the RPP shall include: The runway outline Objects carried on the
AP with a spot elevation EME points for obstructing mobile object areas. (The area but not the EME point is shown onthe AP). EME point(s) shall be selected at: (l) the point nearest
to the runway centerline end for primary surface penetrations, (2) the most penetrating point for approach FAANo. 405 surface penetration, anq (3) as appropriate to represent the area.
(See Figure 2.8 and Figure 2.9) Taxiways and other planimetric detail carried in the AP shall not be shown in the RPP. Objects that penetrate the approach or supplemental approach surface
of the profiled runway and are located beyond the published limits of the RPP shall be leadered from the runway end with distances shown to the nearest whole foot. Objects within the
limits of the approach or supplemental approach areas but penetrating the horizontal or conical surface only, shall not be leadered. A runway centerline extended locator shall be placed
in each approach in the Plan portion of theRPP. -Content and Portrayal in the the Profile The profile shall include all objects carried in the Plan with spot elevations, including leadered
obstructions. If profiling all objects results in congestion in the Profile, lower objects may be omitted. The line portrayal ofobjects in the Profile shall be 0.5 inch in length or
extend to 0.1 inch below the elevation of the runway end, whichever is shorter. The runway, and stopways when present, shall be depicted in the Profile portion of the RPP with the elevation
ofeach profile point labeled. Each Profile shall portray the specified approach surface and supplemental approach surface, if present. In addition, the Profile for specified PIR approaches
shall depict a 34:1 surfu.ce in addition to the specified PIR surface. 2.13.
FAA No. 405 -Object Nwnbering Scheme All profiled objects shall be nwnbered consecutively from left to right in the Profile with matching nwnbers for the corresponding objects in the
Plan. A north arrow shall be placed between each Plan and Profile. When there is insufficient room to print the RPP on the AOC front, the RPP shall be printed on the AOC back. In these
cases, a runway layout diagram, at the scale of the AP, showing runway numbers and a north arrow shall be included on the chart back. 10.1.5. TABULATED OPERATIONAL DATA (TOD) TOD content,
portrayal, and general format conform to the chart sample (OC 000) presented in Appendix 7. The following items further define or clarify certain TOD requirements. TOD shall include:
-Airport Location Point (ALP) ) 4/15/98 CHANGE 1 requirement applies only to runways with specially prepared hard surfaces equal to, or greater than, 3,000 feet in length. Geodetic azimuth
from approach end to stop end, listed to whole seconds. The geodetic azimuth shall be reckoned reckoned from north. Runways with a displaced threshold shall be listed twice, once with
the runway physical end coordinates listed and a second time with the displaced threshold coordinates listed , all carried to four decimal places in seconds. The runway azimuth shall
be carried only with the physical end listing. The TDZE shall be carried only with the displaced threshold listing. 10.1.6. NOTES AND LEGENDS (NL) NL content, portrayal, and general
format shall conform to the chart sample (OC 000) presented in Appendix 7. The following items further define or clarify certain notes and legend requirements. The following information
shall be included in the notes and legend ofthe AOC: Latitude and longitude listed in degrees whole minutes. and -Horizontal datum shown in title box -Vertical datum shown in title box
II -Airport Reference Point (ARP) Latitude and longitude listed in degrees, minutes, and one decimal place in seconds. -A Runway Data Table (RDT) depicting the following information
for each usable usable runway: Runway mnnber Latitude and longitude of the approach end listed in degrees, minutes, and four decimal places in seconds. Touchdown Zone Elevation (TDZE)
listed to one decimal place in feet. This 2.14. -Map projection shown in title box -Airport elevation shown to one decimal place in feet in the upper left comer ofthe chart, inside of
the margin -Legend ofchart symbols -Graphic horizontal scales shown in feet, meters, nautical miles, and statute miles at the bottom center ofchart, outside ofthe margin. -Graphic vertical
scale shown at lower right comer ofchart inside ofthe margin.
9/1/96 -AOC edition number shown at lower left comer of chart, outside ofthe margin -Date ofsurvey shown at lower left comer ofchart, outside ofthe margin. -Date of publication shown
at lower left comer of chart, outside of the margin -Data source paragraph shown at lower left comer of chart, outside of the margin -Amendment data box shown at lower left comer of
chart, inside ofthe margin. -Airport name and associated city and state shown in upper center and lower right of chart, both outside ofthe margin -AOC number shown in upper left and
lower right of chart, outside ofthe margin -Department of Commerce logo shown in upper center of chart, inside of the margin. FAA No. 405 -Publication credit shown at lower center ofchart,
outside ofthe margin. -"National Ocean Service" shown at upper right of chart, outside ofthe margin. 10.2. UNIVERSAL DATA DELIVERY FORMAT 10.2.1. DESCRIPTION The Universal Data Delivery
Format (UDDF) is a digital delivery system which provides aeronautical and other data, including airport, runway, navigational aid, and obstruction information in a standard ASCn format.
This information can be easily read into user data files and data bases. 10.2.2. CONTENT AND FORMAT General UDDF content, portrayal, and format information are presented in Appendix
1. 2.15.
􀀭􀁾􀀮 •rSUPPLEMENTAL PROFILE POINT POINT ABEAM OFFSET NAVAID • I OFFSET NAVAID • 235.2 235.8 237.4 233.1 POSITIONS AND ELEVATIONS SHALL ALSO BE PROVIDED FOR SUPPLEMENTAL PROFILE POINTS,
SELECTED SO THAT A STRAIGHT LINE BETWEEN ANY TWO ADJACENT PUBLISHED RUNWAY/STOPWAY POINTS WILL BE NO GREATER THAN ONE FOOT FROM THE RUNWAY/STOPWAY SURFACE. RUNWAYS SHALL BE IDENTIFIED
BY THE NUMBER PAINTED ON THE RUNWAY AT THE TIME OF THE FIELD SURVEY. IF A NUMBER IS NOT PAINTED ON THE RUNWAY, THE RUNWAY NUMBER PUBLISHED IN THE "U.S. TERMINAL PROCEDURES" CURRENT AT
THE TIME OF THE FIELD SURVEY SHALL BE USED. \• 231.2 SUPPLEMENTAL PROFILE POINT 233.2 I CO • r DISPLACED THRESHOLD 236.0 236.3 234.1 POSITIONS AND/OR ELEVATIONS (SEE TABLE 2.1) SHALL
BE PROVIDED FOR: (1) RUNWAY ENDS, (2) DISPLACED THRESHOLDS, (3) TOUCHDOWN ZONES (ELEV ONLY), (4) RUNWAY INTERSECTIIONS, (5) AIRPORT ELEVATION, (6) POINT ABEAM CERTAIN OFFSET NAVAIDS,
AND (7) STOPWAY ENDS. TOUCHDOWN ZONE ELEVATIONS ARE REQUIRED ONLY FOR SPECIALLY PREPARED HARD SURFACE SURFACE RUNWAYS WITH A USABLE LANDING LENGTH OF AT LEAST 3,000 FEET. SEE TEXT AND
TABLE 2.1 FOR NON-SPECIALLY PREPARED HARD SURFACE RUNWAY/STOPWAY REQUIREMENTS. RUNWAY END AIRPORT ELEVATION INTERSECTION OF SPECIALLY PREPARED HARD SURFACE RUNWAYS RUNWAY END STOPWAYEND
NOT TO SCALE FIGURE 2.1 THIS FIGURE EXPLAINS OR CLARIFIES DIMENSIONSARE IN FEET CERTAIN DATA REQUIREMENTS -SEE TEXTAND STYLE SHEET OC 000 FOR COMPLETE STANDARDS RUNWAY NUMBERS AND REQUIRED
POINTS FOR SPECIALLY 9/1/96 PREPARED HARD SURFACE RUNWAYS/STOPWAYS FAA NO. 405
9/1/96 This figure is currently not available in .pdf format FIGURE 2.2 OBSTRUCTION IDENTIFICATION SURFACES FEDERAL AVIATION REGULATIONS PART 77 FAA NO. 405
OBSTRUCTION REPRESENTATION IN THE PRIMARY AREA SHALL INCLUDE THE: SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS. A-HIGHEST OBSTRUCTION OUTWARD FROM THE RUNWAY END B-HIGHEST OBSTRUCTION
IN EACH 3,000 FOOT (APPROXIMATELY) PRIMARY SECTION ON EACH SIDE OF THE RUNWAY C-HIGHEST NON-MANMADE OBSTRUCTION IN EACH 3,000 FOOT (APPROXIMATELY) PRIMARY SECTION ON EACH SIDE OF THE
RUNWAY SEE TEXT AND FIGURE 2.7 FOR OBSTRUCTING AREA REQUIREMENTS ........􀁾􀀯 [ B, C • TREE • GROUND PRIMARY SURFACE • BUSH BUSH • • 140 B,e 118 a,e 129 122 A A f--co ,...-N BUSH GROUND
BUSH GSANT PRIMARY SURFACE 128 • 121 • B,e C 132 Be .. B.C • 156 3.000 • .. 6,000 • ... 9.000 􀁾 BUSH 120 THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT AND STYLE
SHEET OC 000 FOR COMPLETE STANDARDS DIMENSIONS ARE IN FEET NOT TO SCALE 9/1/96 FIGURE 2.3 OBSTRUCTION REPRESENTATION IN THE PRIMARY AREA FAA NO. 405
OBJECT REPRESENTATION IN THE FIRST 2,000 FEET OF AN APPROACH AREA SHALL INCLUDE THE: A-MOST PENETRATING OBSTRUCTION B-HIGHEST OBJECT ABOVE THE RUNWAY END (THIS OBJECT MAY NOT PENETRATE
APPROACH) SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS '--'-/' 􀁾 At 􀁾.. 􀁾 B 􀁾􀁾.. SEE TEXT AND FIGURE 2.7 FOR OBSTRUCTING AREA REQUIREMENTS PRIMARY SURFACE sURFAce APPROACH
􀁒􀁕􀁎􀁾 ! 􀁾􀁬 􀁡􀁾􀂷 􀁾􀀮 2,000 FEET THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS DIMENSIONSARE IN FEET NOT TO
SCALE 9/1196 FIGURE 2.4 OBJECT REPRESENTATION IN THE FIRST 2,000 FEET OF AN APPROACH AREA FAA NO. 405
OBSTRUCTION REPRESENTATION IN AN APPROACH AREA SHALL INCLUDE THE HIGHEST APPROACH OBSTRUCTION IN THE: A-FIRST 10,000 FEET OF THE APPROACH AREA B-FIRST 20,000 FEET OF THE APPROACH AREA
C-FIRST 30,000 FEET OF THE APPROACH AREA D-FIRST 40,000 FEET OF THE APPROACH AREA E-APPROACH AREA SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS SEE TEXT AND FIGURE 2.7 FOR OBSTRUCTING
AREA REQUIREMENTS D,E 􀁾􀁎􀁏􀁔 REQUIRED· WITHIN 500 FEET OF D, E A RUNWAY 􀁾 APPROACH SURFACE '._---_./.-10,000 ----. I .... 20,000 30.000 40,000 50,000 ... THIS FIGURE EXPLAINS OR CLARIFIES
CERTAIN DATA REQUIREMENTS -SEE TEXT AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS DIMENSIONSARE IN FEET NOT TO SCALE 9/1/96 FIGURE 2.5 OBSTRUCTION REPRESENTATION IN AN APPROACH AREA
FAA NO. 405
A. A. TREE TREE 1361 1357 OBSTRUCTION REPRESENTATION IN TRANSITION AREAS SHALL INCLUDE THE: "---./" ---II • APPROACH SURFACE 20,000 0-+ APP"OACH T"A NSIT/ON SlI""ACE (BEYONO THEHO"/ZONTAl
SlI"PACEJ STACK C,ID. 2089 • TREE 2110 APPROACH TRANSITiON SURFACE IseYONO 􀁔􀁾􀁥 􀁾􀁏􀁒􀁉􀁚􀁏􀁎􀁔􀁁􀁌 sURFACe) I· TREE 1342 A • TREE 1330 A • A-HIGHEST OBSTRUCTION IN EACH 3,000 FEET
(APPROXIMATELY) OF EACH PRIMARY TRANSITION TO THE HORIZONTAL SURFACE B-HIGHEST OBSTRUCTION IN EACH APPROACH THANSITION TO THE HORIZONTAL SURFACE C-HIGHEST OBSTRUCTION IN EACH APPROACH
TRANSITION IN THE FIRST 20,000 FEET BEYOND THE HORIZONTAL SURFACE D-HIGHEST OBSTRUCTION IN EACH APPROACH TRANSITION BEYOND THE HORIZONTAL SURFACE SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION
OCCURS. SEE TEXT AND FIGURE 2.7 FOR OBSTRUCTING AREA REQUIREMENTS APPROACH TRANSITION TO PRIMARY TRANSITION TO THE HORIZONTAL SURFACE THE HORIZONTAL SURFACE DIMENSIONSARE IN FEET THIS
FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT FIGURE 2 6 AND STYLE SHEET DC 000 FOR COMPLETE • STANDARDS OBJECT REPRESENTATION IN 9/1196 • TRANSITION AREAS NOT TO
SCALE FAA NO. 405
TREE C 1489 SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS '----' OBSTRUCTION REPRESENTATION IN AN OBSTRUCTING AREA SHALL INCLUDE THE: • • OBSTRUCTING AREA A-HIGHEST OBSTRUCTION
IN THE PRIMARY AREA B-HIGHEST OBSTRUCTION PENETRATING AN TREE APPROACH SURFACE I __ __ 1373 C-HIGHEST OBSTRUCTION IN THE OBSTRUCTING AREA 􀁾􀁐􀁐􀁒􀁏􀁁CH SURFACE -A TREE 13G3 PRIMARY
SURFAC 􀀭􀀯􀁾􀀭􀀭 TRANSITION SURFAce 􀁾􀁊 DIMENSIONS.ARE IN FEET THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS· SEE TEXT AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS 9/1/96
FIGURE 2.7 OBSTRUCTION REPRESENTATION IN OBSTRUCTING AREAS ON THE AIRPORT PLAN NOT TO SCALE FAA NO. 405
OBSTRUCTING MOBILE CRANE AREA EME 319 (220) POSSIBLE OBSTRUCTING VESSEL AREJ CONTACT LOCAL AUTHORITIES FOR VESSEL INFORMATION APPROACH SURFACE TRANSITION SURFACE r/􀁾􀀩 PRIMARY SURFACE
/"; \ \ -􀀭􀁾􀀭 FAA NO. 405 NOT TO SCALE DIMENSIONS ARE IN FEET FIGURE 2.8 OBSTRUCTING VESSEL AND MOBILE OBffiCT AREA DEPICTIONS AND ASSOCIATED NOTES ON THE AIRPORT PLAN 9/1/96 THIS
FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT .AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS
EME POINTS SHALL BE SELECTED FOR THE RUNWAY PLANS AND PROFILES AND AOC SURVEY DIGITAL PRODUCTS AT THE: A-POINT NEAREST TO THE RUNWAY CENTERLINE END FOR PRIMARY SURFACE PENETRATIONS B-MOST
PENETRATING POINT FOR APPROACH SURFACE PENETRATIONS C-AS APPROPRIATE TO REPRESENT THE AREA AN EME POINT SHALL NOT BE CARRIED ON THE AIRPORT PLAN UNLESS IT IS THE HIGHEST OBJECT OUTWARD
FROM THE RUNWAY END, IS HIGHER THAN THE RUNWAY END, AND IS LOCATED IN THE PRIMARY OR FIRST 2,000 FEET OF AN APPROACH. NOTE: EME POINTS ARE NECESSARY ONLY WHEN REQUIRED AS REPRESENTATIVE
OBJECTS APPROACH SURFA CE (THIS NOTE TO BE APPLIED TO THE RUNWAY PLANS AND PROFILES ONLY) POSSIBLE VESSEL OBSTRUCTING AREA OBSTRUCTING MOBILE SEE AIRPORT PLAN CRANE AREA MOBILE CRANE
EME 319 (220) -EME􀀳(220􀀱) 􀁾􀀹OBSTRUCTING MOBILE --......-CRANE AREA S I A,S -//--PRIMARY SURFAC NOTE: AREA LIMITS ARE NOT SHOWN ON THE RUNWAY PLANS AND PROFILES. THEY ARE ILLUSTRATED
HERE FOR ORIENTATION ONLY. THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS DIMENSIONSARE IN FEET FIGURE 2.9 NOT TO
SCALE 9/1/96 OBSTRUCTING VESSEL AND OBSTRUCTING MOBILE OBJECT AREA ESTIMATED MAXIMUM ELEVATION (EME) FAA NO. 405 POINTS FOR RUNWAY PLANS AND PROFILES AND DIGITAL PRODUCTS
RELOCATED THRESHOLD DISPLACED THRESHOLD I 􀁾 I_CD_ LEADERS MAY BE USED AS REQUIRED WITH BLASTPADSANDSTOPWAYS-ALWAYS LEADER DISPLACED THRESHOLDS t-N I,􀁾􀀭 ) 700 FT. DISPLACED THRESHOLD
'--'" 􀁾􀀢 STOPWAY (ALWAYS DASHED) 􀁾 720 FT. PAVED (UNPAVED) I N i STOPWAY I STOPWAYSURFACETYPESHALLBELABELED "PAVED" FOR PAVED SURFACES AND "UNPAVED" FOR ALL OTHER SURFACE TYPES DISPLACED
THRESHOLD AND STOPWAY LENGTHS SHALL BE LABELED IN WHOLE FEET CD RUNWAY NUMBERS SHALL BE DEPICTED AS PAINTED ON THE RUNWAY AT THE TIME OF THE FIELD SURVEY. IF A NUMBER IS NOT PAINTED
ON THE RUNWAY, THE RUNWAY NUMBER PUBLISHED IN THE "U.S. TERMINAL PROCEDURES" CURRENT THE TIME OF THE FIELD SURVEY WIL BE DEPICTED WITH THE BASE OF THE NUMBER APPROXIMATELY 100 FEET FROM
THE THRESHOLD. BLAS>T PAD BLAST PAD (ALWAYS DASHED) \ I I THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXTAND STYLE SHEET OC 000 FOR COMPLETE STANDARDS FIGURE 2.10
DIMENSIONS ARE IN FEET NOT TO SCALE 9/1/96 THRESHOLD, STOPWAY, BLAST PAD, AND RUNWAY NUMBER DEPICTIONS ON THE AIRPORT PLAN FAA NO. 405
RUNWAY SURFACE TYPE SHALL BE LABELED "PAVED" FOR PAVED SURFACES AND "UNPAVED" FOR OTHER SURFACE TYPES RUNWAY LENGTH AND WIDTH SHALL BE LABELED IN WHOLE FEET 4,500 X 150 PAVED I 􀁾 ,
I I 4,500 X 150 UNPAVED I ( RUNWAY OUTLINE SHALL BE SOLID " FOR SPECIALLY PREPARED HARD SURFACES (SPHS) AND DASHED FOR OTHER SURFACES r----------------------------l L 4,500 X 250 UNPAVED
J FAR -77 PRIMARY SURFACE ENDS 200 FEET BEYOND RUNWAY FOR SPHS RUNWAYS AND AT RUNWAY END FOR NON-SPHS RUNWAYS "--_/THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT
AND STYLE SHEET OC 000 FOR COMPLETE STANDARDS FIGURE 2.11 DIMENSIONSARE IN FEET NOT TO SCALE 9/1/96 RUNWAY LENGTH AND SURFACE TYPE DEPICTIONS ON THE AIRPORT PLAN FAA NO. 405
) This dOCUi11ent has been divided into 2 parts for ease of downloading. Refer to Part 2 to view the rest of this docmnent.
9/1196 SECTION 3 AREA NAVIGATION APPROACH (CONVENTIONAL LANDING) SURVEYS FAANo. 405
9/1196 SUBSECTION SECTION 3 TABLE OF CONTENTS AREA NAVIGATION APPROACH (CONVENTIONAL LANDING) SURVEYS FAA No. 405 PAGE 1. DESCRIPTION 3.1. 2. DATUM TIE AND LOCAL CONTROL 3.1. 3. ACCURACIES
3.1. 4. RUNWAYAND STOPWAY POINTS 3.1. 5. NAVIGATIONAL AIDS 3.2. 6. OBSTRUCTIONS " 3.2. 6.1. DEFINITION 3.2. 6.2. OBSTRUCTION IDENTIFICATION SURFACES 3.3. 6.3. SPECIAL CASES . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3.7. 6.4. SELECTION 3.9. 7. PLANIMETRIC DETAIL 3.10. 8. METEOROLOGICAL
APPARATUS 3.10. 9. MISCELLANEOUS 3.10. 10. DATA DELIVERY 3.10.
9/1196 FIGURES FIGURE 3.1 FIGURE 3.2 FIGURE 3.3 FIGURE 3.4 FIGURE 3.5 FIGURE 3.6 FIGURE 3.7 FIGURE 3.8 FIGURE 3.9 FIGURE 3.10 FAANo. 405 TABLE OF CONTENT CONT. RUNWAY NUMBERS AND REQUIRED
POINTS FOR SPECIALLY PREPARED HARD SURFACE RUNWAYS/STOPWAYS OBSTRUCTION IDENTIFICATION SURFACES -PRECISION APPROACH, PRIMARY, AND TRANSITIONS OBSTRUCTION IDENTIFICATION SURFACE -MISSED
PRECISION APPROACH OBSTRUCTION IDENTIFICATION SURFACE -NONPRECISION APPROACH OBSTRUCTION REPRESENTATION IN THE PRIMARY AREA OBJECT REPRESENTATION IN FIRST 2,566 FEET OF A PRECISION APPROACH
AREA OBSTRUCTION REPRESENTATION IN THE PRECISION APPROACH AREA OBSTRUCTION REPRESENTATION IN THE TRANSITION AREAS OBSTRUCTION REPRESENTATION IN THE MISSED APPROACH AREA OBSTRUCTING MOBILE
OBJECT AREAS AND ESTIMATED MAXIMUM ELEVATION (EME) POINTS
9/1/96 FAA No. 405 SECTION 3: AREA NAVIGATION APPROACH (CONVENTIONAL LANDING) SITRVEYS 1. DESCRIPTION Area Navigation Approach (ANA) surveys for conventional landing provide runway,
obstruction, and other information to support precision and nonprecision instrument approach procedure development for conventional aircraft using area navigation systems, such as, GPS.
In addition, these surveys provide positions and elevations for selected navigational aids (NAVAIDS) associated with the airport. ANA surveys also establish (if it does not exist) geodetic
control in the airport vicinity consisting of permanent survey marks accurately connected to the National Spatial Reference System (NSRS). This control and the NSRS connection assures
accurate relativity between surveyed points on the airport and between these points and other surveyed points in the National Airspace System (NAS), including the navigation satellites.
In addition, this control supports not only ANA surveys, but also future engineering activities, such as, runway/taxiway construction, NAVAID siting, obstruction clearing, road building,
and other airport related projects. 2. DATUM TIE AND LOCAL CONTROL Datmn tie and local control requirements for all surveys accomplished in accordance with FAA No. 405 standards are
identified in Appendix 3. 3. ACCURACIES Accuracy requirements for all data provided in accordance withFAA No. 405 standards are identified in Appendix 5. 4. RUNWAY AND STOPWAY POINTS
Runway/stopway data shall be provided for all runways and stopways with a specially prepared hard surface (SPHS) existing at the time ofthe field survey. Data shall be provided for non-SPHS
runways only if specifically requested by appropriate Federal Aviation Administration authorities. Data shall be provided for non-SPHS stopways if the stopway was officially designated
a stopway by appropriate airport authorities. Unless otherwise stated, all runway/stopway points shall be on the runway/stopway centerline. Runways shall be identified by the number
painted on the runway at the time of the field survey. If a number is not painted on the runway, the runway number published in the "U.S. Terminal Procedures" current at the time of
the field survey shall be used. 4.1. REQUIRED DATA FOR RUNWAYS AND STOPWAYS Required data for SPHS and Non-SPHS runways and stopways are presented in Table 3.1. (Also see Figure 3.1).
3.1.
FAA No. 405 TABLE 3.1 REQUIRED RUNWAY/STOPWAY DATA 9/1/96 5. NAVIGATIONAL AIDS A FACILITY IS CONSIDERED OFFSET IF LOCATED MORE TIIAN 10 FEETFROMTHERUNWAYCENTERLINElCENTERLINEEXTENDED.
ELEVATION REQUIRED ONLYIF AN OBSTRUCTION SURVEY WAS PERFORMED D = DISTANCE FROM RUNWAY'S: (1) NEAR END FOR AIRPORT ELEVATION, (2) APPROACH END FOR RUNWAY IN1ERSECTIONS AND SUPPLEMENTALPRomEPOINTS,
AND (3) STOP END FOR STOPWAYS E = ELEVATION N = POSITION, DISTANCE, OR ELEVATION NOT REQUIRED P = LATfTIJDE AND LONGfTIJDE AIRPORT ELEV DIE DIE RUNWAY ENDS PIE PIN INTERSECTION OF SPHSRWYS
DIE NIN DISPLACED THLDS PIE P/E* TOUCHDOWN ZONE NIE NIN STOPWAY ENDS DIE DIE SUPPLEMENTAL PROFILE POINTS DIE NIN POINT ABEAM GS PIE NIN POINT ABEAM MLSEL PIE NIN POINT ABEAM OFFSETLOC
PIN NIN POINT ABEAM OFFSETLDA PIN NIN POINT ABEAM OFFSET SDF PIN NIN POINT ABEAM OFFSET MLSAZ PIN NIN RWY/STWY POINT REQUIRED DATA SPHS RWY NON-SPHS RWY ELECTRONIC NAVAIDS A position,
and sometimes an elevation, depending on the navigational aid (NAVAID), shall be determined for selected electronicNAVAIDS associated with the airport. The horizontal and vertical survey
points for electronic NAVAIDS are listed in Appendix 4. Survey data is required for NAVAIDS meeting all of the following three criteria: -The NAVAID is listed in Appendix 4. -TheNAVAID
is located within 10 nautical miles of the Airport Reference Point. -The NAVAID is associated with an instrument approach procedure for the airport being surveyed and the procedure is
published in the United States Govermnent flight information publication "U.S. Terminal Procedures" current at the time ofthe field survey. This requirement also applies to Airport Surveillance
Radars. If the NAVAID is also an obstruction, the obstruction requirements of Subsection 6 ofthis section also apply. VISUAL NAVAIDS Visual NAVAIDS are not required. 6. OBSTRUCTIONS
6.1. DEFINITION An obstruction, for purposes ofthis section, is any object that penetrates anANA obstruction identification surface (OIS). 3.2.
) 9/1/96 6.2. OBSTRUCTION IDENTIFICATION SURFACES PRECISION ANA ') FAA No. 405 OIS dimensions for precisionANA surveys are presented in Table 3.2 through Table 3.5. and Figure 3.2 and
Figure 3.3. • TABLE 3.2 PRIMARY SURFACE PRECISION AREA NAVIGATION APPROACH BEGINS LENGTH WIDTH AT THRESHOLD WIDTH AT THRESHOLD PLUS 200 FT. SLOPE ELEVATION 200 FT. ON APPROACH SIDE OF
THRESHOLD DISTANCE BETWEEN RUNWAY THRESHOLDS PLUS 400 FT. 1,000 FT. 1,000 FT. SEE "ELEVATION" BELOW BETWEEN THRESHOLDS -ELEVATION OF NEAREST POINT ON RUNWAY CENTERLINE BEYOND THRESHOLD
-ELEVATION OF RUNWAY CENTERLINE AT THRESHOLD THE PRlMARY SURFACE IS A 1,000 FOOT WIDE RECTANGLE CENTERED ON THE RUNWAY CENTERLINE, BEGINNING 200 FEET ON THE APPROACH SIDE OF A RUNWAY
THRESHOLD AND EXTENDING TO 200 FEET ON THE APPROACH SIDE OF THE OPPOSITE RUNWAY THRESHOLD. 3.3.
FAA No. 405 BEGINS LENGTH BEGINNING WIDTH 4/15/98 CHANGE 1 TABLE 3.3 APPROACH SURFACE PRECISION AREA NAVIGAnON APPROACH 200 FT. ON APPROACH SIDE OF THRESHOLD (AT END OF PRIMARY SURFACE)
50,000 FT. 800 FT. WIDTH AT 50,000 FT. SLOPE ELEVATION AT BEGINNING I ELEVATION AT 2,566 FT. ELEVATION AT 50,000 FT. 4,400 FT. 50: 1FOR FIRST 2,566 FT. THEN 34:1 TO END OF APPROACH SURFACE
ELEVATION OF THRESHOLD 51.3 FT. ABOVE THRESHOLD 1,446.4 FT. ABOVE THRESHOLD THE APPROACH SURFACE IS CENTERED ON THE RUNWAY CENTERLINE/CENTERLINE EXTENDED. 3.4.
9/1/96 BEGINS LENGTH BEGINNING WIDTH ) FAA No. 405 TABLE 3.4 APPROACH TRANSITION SURFACE PRECISION AREA NAVIGATION APPROACH 200 FT. ON APPROACH SIDE OF THRESHOLD 50,000 FT. 600 FT. (EACH
SIDE OF APPROACH SURFACE) WIDTH AT 50,000 FT. SLOPE TOP ELEVATION AT BEGINNING TOP ELEVATION AT 2,566 FT. TOP ELEVATION AT 50,000 FT. 6,376 FT. (EACH SIDE OF APPROACH SURFACE) 7:1 PERPENDICULAR
TO RUNWAY CENTERLINE/CENTERLINE EXTENDED 85.7 FT. ABOVE THRESHOLD 179.4 FT. ABOVE THRESHOLD 2,357.3 FT. ABOVE THRESHOLD TRANSITION SURFACES EXISTS ALONG THE ENTIRE LENGTH, AND ON EACH
SIDE, OF THE APPROACH SURFACE. THE WIDTH AND SLOPE ARE MEASllRED PERPENDICULAR TO THE RUNWAY CENTERLINE/CENTERLINE EXTENDED. 3.5.
FAA No. 405 ) TABLE 3.5 ) 9/1/96 BEGINS LENGTH BEGINNING WIDTH WIDTH AT 7,800 FT. SLOPE MISSED APPROACH SURFACE PRECISION AREA NAVIGATION APPROACH 1,300 FT. ON APPROACH SIDE OF THRESHOLD
7,800 FT. 2,333.3 FT. 6,200 FT. 40:1 ELEVATION AT BEGINNING ELEVATION AT 7,800 FT. 22 FT. ABOVE THRESHOLD 217 FT. ABOVE THRESHOLD THE MISSED APPROACH SURFACE IS CENTERED ON THE RUNWAY
CENTERLINE/CENTERLINE EXTENDED. 3.6
.) NONPRECISION ANA DIS dimensions for nonprecision ANA surveys are presented in Table 3.6 and Figure 3.4. TABLE 3.6 APPROACH SURFACE NONPRECISION AREA NAVIGATION APPROACH BEGINS LENGTH
WIDTH AT BEGINNING WIDTH AT END SLOPE ELEVATION AT BEGINNlNG ELEVATION AT END 6.3. SPECIAL CASES TO BE DEVELOPED TO BE DEVELOPED TO BE DEVELOPED TO BE DEVELOPED TO BE DEVELOPED TO BE
DEVELOPED TO BE DEVELOPED -Vehicular Traverse Ways Vehicle Height Allowances follow: In general, a vehicular traverse way shall be treated as any other obstruction, except that the appropriate
vehicle height allowance must be included in the elevation (See "Obstruction Exemptions" in this subsection for possible exemptions that may apply to vehicular traverse ways). -Catenaries
In most cases, the pOSItIOn and elevation of supporting towers will adequately represent catenaries. These towers shall be treated as any other potential obstruction. However, if one,
or both, towers are outside the limits ofthe obstruction surface, the catenary itself may become a significant obstruction. In these cases, a position and elevation shall be provided
on the imaginary straight line connecting the tops of the two adjacent catenary support towers at the highest point within the obstruction surface. The elevation ofthis point shall be
carried as an estimated maximum elevation (EME). Noninterstate roads Interstate roads Railroads 15 feet 17 feet 23 feet 3.7.
FAA No. 405 -Mobile Obstructions Representative obstructions that are mobile within a defined area (except vehicles on roads and railroads, and vessels which are treated under separate
headings) shall have an estimated maximum elevation (EME) determined for each area. EME points shall be selected at: (l) the point nearest to the runway centerline at the threshold for
primary surface penetrations, (2) the most penetrating point for approach surface penetrations, and (3) as appropriate to represent each mobile object area. (See Figure 3.10) The word
"MOBILE," which always implies an EME, shall be included in the object name, such as, "MOBILE CRANE." -Obstructions Under Construction Representative obstructions that are under construction
shall be identified as being under construction, such as, "BUILDING UNDER CONSTRUCTION." The elevation at the time of the survey shall be carried. However, if a construction crane extends
above the feature under construction, it is necessary and sufficient to carry the elevation and position of the crane. -Vessels Because of uncertainties in determining maximum vessel
heights, travel limits, and frequency of passage, vessel heights and locations shall not be provided. However, if a possible obstructing condition exists, an obstructing vessel caution
shall be provided onANAsurvey products cautioning that vessels may obstruct at certain times and that further investigation by the data user regarding maximum vessel height, travel limits,
and frequency of passage is advised. This exemption does not apply to vessels that are permanently moored. -Manmade Objects Equal to or Greater than 200 Feet Above Ground Level (AGL)
3.8. ) 9/1/96 The AGL elevation sball be determined for manmade objects equal to, or greater than, 200 feet AGL. The AGL shall be measured from the highest point of ground in contact
with either the object or the structure on which the object rests. This AGL requirement applies only to representative objects that normally would be carried on ANA survey products and
does does not necessarily require measuring all 200+ AGL manmade objects in the survey area. -Obstruction Exemptions The following obstructions are not required to be measured or carried
onANA Conventional Landing products: -Vegetation that is both obstructing by less than three feet and with a maximum cross sectional diameter no greater than one-half inch where transected
by an obstruction surface. -Annual vegetation, such as annual weeds, corn, millet, and sugar cane. -Frangible objects under the control of airport authorities with locations fixed by
function. Examples are runway and taxiway signs, and many approach light structures. -Roads with restricted public access that are intended for airport/facility maintenance only. This
exemption does not apply to airport service roads associated with other airport operations, such as, food, fuel, and freight transportation. -Construction equipment and debris, including
dirt piles and batch plants, that are: (l) temporary in nature, (2) under the control of airport authorities, and (3) located on airport property. -Vessels. However, if a possible obstructing
condition exists, an obstructing vessel caution shall be provided on ANA survey products cautioning that vessels may obstruct at certain
I 4/15/98 CHANGE 1 tinrs and that further investigation bythe data user regarding maximum vessel height, travel limits, and frequency of passage is advised. This exemption does not apply to vessels that are permanently moored. -Parked aircraft.
The location and maximum elevation ofindividual parked aircraft cannot be determined and shall not be provided under ANA surveys. This exemption does not apply to aircraft that are permanently
parked for display purposes. 6.4. SELECTION Obstruction selection shall include a representation of objects that penetrated ANA OIS's at the time ofthe field survey. In addition, certain
nonobstructing objects may be required in the first 2,566 feet ofthe approach area. The special cases that apply to obstructions (see Subsection 6.3) also apply to these required nonobstructing
objects. Required objects/obstructions include: -Primary Surface (See Figure 3.5) The highest obstruction on the approach side of the threshold. In addition, for Category II and Category
III approaches, approaches, the highest obstruction on each side ofthe nmway centerline and between thresholds shall be determined. This requirement is in effect only when the approach
has been specifically identified as a Category II or Category III by appropriate FAA authorities. -Precision Approach Surfaces (See Figure 3.6 and Fig. 3.7) The two most penetrating
obstructions and the most penetrating man-made obstruction in the first 2,566 feet of an approach area. :,:) FAA No 405 The two highest objects that are within the first I 2,566 feet
of an approach area and also higher than the threshold These objects mayor may not penetrate the approach surface and may be nonobstructing EME points. The highest obstruction between
2,566 feet and 10,000 feet of an approach area. This area is the first 7,434 feet of the 34:1 slope area. The highest obstruction in the first 20,000 feet, in the first 30,000 feet,
and in the first 40,000 feet ofan approach area. The highest obstruction in the approach area. -Nonprecision Approach Surface (See Figure 3.4) TO BE DEVELOPED -Transition Surfaces (See
Figure 3.8) The two highest obstruction in the first 2,566 feet (as measured along the nmway centerline or centerline extended) ofeach transition area. The highest obstruction in the
first 10,000 feet, in the first 20,000 feet, in the first 30,000 feet, and in the first 40,000 feet ofthe each transition area. The highest obstruction in each transition area. -Missed
Approach Surface (See Figure 3.9) The highest obstruction and the most penetrating obstruction on each side of the nmway centerline or centerline extended. Note: obstructions may be
EME points for obstructing mobile object areas. (See Figure 3.10) 3.9.
) ," FAA No. 405 In some cases, strict adherence to the object selection criteria listed above may result in congestion or inadequate obstruction representation. To minimize 􀁴􀁨􀁾􀁥
situations, the following guidelines shall be followed m object selection: -If objects that are required in the primary area or first 10,000 feet of an approach area are located within
100 feet of each other, the lower object may be omitted. -If objects that are required outside the primary or first 10,000 of an approach area are located within 500 feet of each other,
the lower object may be omitted. (Note: required primary or approach objects shall not be omitted because of the close proximity ofhigher objects outside of the primary or approach areas).
-When a required object is omitted because of congestion, a replacement object/objects shall be selected ifpossible that meets the spacing criteria. -Occasionally, additional obstruction
information may be useful in representing certain obstructing conditions. While rigorous selection criteria is not practical, information useful to obstruction clearing activities should
be considered in the selection. 7. PLANIMETRIC DETAIL Planimetric detail is not required. 3.10. 9/1196 8. METEOROLOGICAL APPARATUS Meteorological apparatus data is not required unless
it is selected as a representative obstruction. 9. MISCELLANEOUS AIRPORT REFERENCE POINT The Airport Reference Point (ARP) shall be computed using the centerline end positions of all
usable runways. However, since runways without specially prepared hard surfaces are often not required to be surveyed, the ARP position for these airports shall be approximate. The ARP
shall be tagged with the year of the most recent runway end survey used in the ARP computation, such as, "ARP (1995)." Procedmes for computing ARP are presented in Appendix 2. 10. DATA
DELIVERY ANAsurvey data shall be furnished in the Universal Data Delivery Format (UDDF). The UDDF is described in Appendix 1.
􀀭􀁾􀀧 STOPWAY END •r SUPPLEMENTAL PROFILE POINT RUNWAY END I • POSITIONS AND ELEVATIONS SHALL ALSO BE PROVIDED FOR SUPPLEMENTAL PROFILE POINTS, SELECTED SO THAT A STRAIGHT LINE BETWEEN
ANY TWO ADJACENT PUBLISHED RUNWAY/STOPWAY POINTS WILL BE NO GREATER THAN ONE FOOT FROM THE RUNWAY/STOPWAY SURFACE. RUNWAYS SHALL BE IDENTIFIED BY THE NUMBER PAINTED ON THE RUNWAY AT
THE TIME OF THE FIELD SURVEY. IF A NUMBER IS NOT PAINTED ON THE RUNWAY, THE RUNWAY NUMBER PUBLISHED IN THE "U.S. TERMINAL PROCEDURES" CURRENT AT THE TIME OF THE FIELD SURVEY SHALL BE
USED. OFFSET NAVAID • 235.2 235.8 237.4 233.1 POINT ABEAM OFFSET NAVAID INTERSECTION OF SPECIALLY AIRPORT ELEVATION PREPARED HARD SURFACE RUNWAYS POSITIONS AND/OR ELEVATIONS (SEE TABLE
3.1) SHALL BE PROVIDED FOR: (1) RUNWAY ENDS, (2) DISPLACED THRESHOLDS, (3) TOUCHDOWN ZONES (ELEV ONLY), (4) RUNWAY INTERSECTIONS, (S) AIRPORT ELEVATION, (6) POINT ABEAM CERTAIN OFFSET
NAVAIDS, AND (7) STOPWAY ENDS. TOUCHDOWN ZONE ELEVATIONS ARE REQUIRED ONLY FOR SPECIALLY PREPARED HARD HARD SURFACE RUNWAYS WITH A USABLE LANDING LENGTH OF AT LEAST 3,000 FEET. SEE TEXT
AND TABLE 3.1 FOR NON-SPECIALLY PREPARED HARD SURFACE RUNWAY/STOPWAY REQUIREMENTS. 236.0 236.3 234.1 '\. '\. 233.2 231.2 ICD • • JLACED\\ \ SUPPLEMENTAL RUNWAY END I THRESHOLD PROFILE
POINT 􀀧􀁾 DIMENSIONS ARE IN FEET NOT TO SCALE FIGURE 3.1 RUNWAY NUMBERS AND REQUIRED POINTS FOR SPECIALLY PREPARED HARD SURFACE RUNWAYSISTOPWAYS FAA NO. 405 THIS FIGURE EXPLAINS OR
CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXTFOR COMPLETE STANDARDS 9/1/96
EACH TRANSITION SURFACE IS 6,376 FEET WIDE AT 50,200 FEET FROM "THE THRESHOLD EACH TRANSITION SURFACE 18 6,376 FEET WIDE AT 50,200 FEET FROM THE THRESHOLD APPROACH SURFACE IS 4,400 FEET
WIDE AT 50,200 FEET FROM THE THRESHOLD 34:1 • Slope 7:1 Slope I rS ... AS TS t 7: 1 Slope I TRANSITION SURFACES ARE ADJACENT TO THE APPROACH SURFACE. WIDTH AND SLOPE ARE MEASURED PERPENDICULAR
TO THE RUNWAY CENTERLINE I CENTERLINE EXTENDED. 􀁾... 50:1/34:1 Slope Change • AS = Approach Surface TS = Transition Surface .. -------TS I + AS 800 􀁾 Runway t • Slope + ... 600 lsOOO
... rS ---+1 I.... 200 ... 2,766 THE PRIMARY SURFACE IS lsOOO FEET WIDE. RECTANGULAR IN SHAPEs AND CENTERED ON THE RUNWAY CENTERLINE. IT BEGINS 200 FEET ON THE APPROACH SIDE OF A RUNWAY
THRESHOLD AND EXTENDS TO 200 FEET ON THE APPROACH SIDE OF THE OPPOSITE RUNWAY THRESHOLD. FAA NO. 405 NOT TO SCALE WT = 0.15152(0.200) + 1,000 • WA WA = 0.036(D -200) + 400 Where: D -Distance
from Threshold as Measured along Approach Centerline 50,200 -II · DIMENSIONSARE IN FEET FIGURE 3.2 OBSTRUCTION INDENTIFICATION SURFACES PRECISION APPROACH, PRIMARY, AND TRANSITIONS 􀁾Threshold
Location (Displaced in this case) THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS 9/1196
TRANSITION SURFACE APPROACH SURFACE 22 FEET ABOVE THRESHOLD • 2,333.3 WIDE /PRIMARY SURFACE THRESHOLD LOCATION 􀁾 1"-1,300 -+ (DISPLACED IN THIS CASE) 40:1 SLOPE MISSED APPROACH SURFACE
C-J oJ: (/) WD' J: IW>oa::I -< IWW LL. ........ N 6,200 .... 7,800 ... 􀁾􀁉 THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS DIMENSIONS ARE
IN FEET FIGURE 3.3 NOT TOSCALE 9/1/96 OBSTRUCTION IDENTIFICATION SURFACE MISSED PRECISION APPROACH FAA NO. 405
􀀢􀁾 TO BE DEVELOPED FAA NO. 405 THIS FIGURE EXPLAINS OR CLARIFIES NOT TO SCALE CERTAINDATA REQUIREMENTS -SEE TEXTFOR COMPLETE STANDARDS FIGURE 3.4 DIMENSIONS .ARE IN FEET OBSTRUCTION
IDENTIFICATION SURFACES NONPRECISION APPROACH 9/1/96
OBSTRUCTION REPRESENTATION IN THE PRIMARY AREA SHALL INCLUDE THE: A-HIGHEST OBSTRUCTION ON THE APPROACH SIDE OF THE THRESHOLD B-HIGHEST OBSTRUCTION ON EACH SIDE OF THE RUNWAY CENTERLINE
AND BETWEEN THRESHOLDS. THIS REPRESENTATION IS REQUIRED ONLY FOR CATEGORLY II AND III APPROACHES. SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS. PRIMARYAREA TREE B 􀁾 229 B • TREE
229 AI., FENCE 210 ',----,' THRESHOLD LOCATION THRESHOLD LOCATION (DISPLACED IN THIS CASE) 􀀢􀀭􀀭􀁾 4/15/98 CHANGE 1 THIS FIGURE EXPLAINS OR CLARIFIES CERTAINDATA REQUIREMENTS -SEE TEXTFOR
COMPLETE STANDARDS FIGURE 3.5 OBSTRUCTION REPRESENTATION IN THE PRIMARY AREA NOT TOSCALE DIMENSIONS ARE IN FEET FAA NO. 405
'.....􀁾􀀮􀀧 NOT REQUIRED -WITHIN 100 FEET OF D \ APPROACHSURFACE 􀀭􀀭􀁾 SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS A,e A.,B A-􀁾􀀦 􀁉􀁾 2,566 FEET NOT REQUIRED -WITHIN 100 FEET
OF A, C 􀁾.;. /RUNWAY PRIMARYSURFACE OBJECT REPRESENTATION IN THE FIRST 2,566 FEET OF A PRECISION APPROACH AREA SHALL INCLUDE THE: A-MOST PENETRATING OBSTRUCTION B-SECOND MOST PENETRATING
OBSTRUCTION C-MOST PENETRATING MAN-MADE OBSTRUCTION D-HIGHEST OBJECT ABOVE THE THRESHOLD E-SECOND HIGHEST OBJECT ABOVE THE THRESHOLD NOTE: ITEMS D AND E MAY NOT PENETRATE APPROACH SURFACE
'---' NOT TOSCALE 4/15/98 CHANGE 1 THIS FIGURE EXPLAINS OR CLARIFIES CERTAINDATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS FIGURE 3.6 OBSTRUCTION REPRESENTATION IN FIRST 2,566 FEET
OF A PRECISION APPROACH AREA FAA NO. 405
OBSTRUCTION REPRESENTATION IN A PRECISION APPRAOCH AREA SHALL INCLUDE THE: A-HIGHEST OBSTRUCTION BETWEEN 2,566 FEET AND 10,000 FEET B-HIGHEST OBSTRUCTION IN THE FIRST 20,000 FEET C-HIGHEST
OBSTRUCTION IN THE FIRST 30,000 FEET D-HIGHEST OBSTRUCTION IN THE FIRST 40,000 FEET E-HIGHEST OBSTRUCTION IN THE APPROACH AREA SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS E "0'
50:1 TO 34:1 SLOPE CHANGE 􀁒􀁕􀁎􀁗􀁾 -2,566 "'1 1'-7,434 ... 1 .. 20,000 • .. 30,000 C,D \ NOT REQUIRED -WITHIN 500 FEET OF C, D 40,000 • 9/1/96 .. 50,000 DIMENSIONS ARE IN FEET THIS
FIGURE EXPLAINS OR CLARIFIES CERTAINDATA REQUIREMENTS -SEE TEXTFOR COMPLETE STANDARDS FIGURE 3.7 OBSTRUCTION REPRESENTATION IN THE PRECISION APPROACH AREA NOT TOSCALE FAA NO. 405 ''-...---'
C-HIGHEST OBSTRUCTION IN THE FIRST 20,000 FEET D-HIGHEST OBSTRUCTION IN THE FIRST 30,000 FEET E-HIGHEST OBSTRUCTION IN THE FIRST 40,000 FEET F-HIGHEST OBSTRUCTION IN EACH TRANSITION
AREA SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS OBSTRUCTION REPRESENTATION IN EACH TRANSITION AREA SHALL INCLUDE THE: A-TWO HIGHEST OBSTRUCTIONS IN AREA Tl B-HIGHEST OBSTRUCTION
IN THE FIRST 10,000 FEET AREA Tl IS THE FIRST 2,566 FEET OF THE TRANSITION SURFACE THRESHOLD LOCATION (DISPLACED IN THIS CASE) \ 􀁾􀁟􀁏􀁌 POLE ITREE 1159 AREA T1 A _ 1127 TRANSITION
SURFACE APPROACH SURFACE BTREE 1591 (236) C, D, E, F------. 􀀢􀁾􀀨 TREE 1090 --.11 +200 4 2,566 .... A_I TREE AREA T1 1142 ·1 TRANSITION SURFACE 10,000 F ------. OLSTACK 1699 (235) 􀀮􀀬􀀮􀁾􀁾􀀭
FAA NO. 405 THIS FIGURE EXPLAINS OR CLARIFIES DIMENSIONS ARE IN FEET NOT TOSCALE CERTAINDATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS FIGURE 3.8 OBSTRUCTION REPRESENTATION IN THE
TRANSITION AREAS 9/1/96
B • POLE 435 MISSED APPROACH SURFACE A. B • POLE 389 OBSTRUCTION REPRESENTATION IN THE MISSED APPROACH AREA SHALL INCLUDE THE: A-MOST PENETRATING OBSTRUCTION ON EACH SIDE OF THE RUNWAY
CENTERLINE OR CENTERLINE EXTENDED. B-HIGHEST OBSTRUCTION ON EACH SIDE OF THE RUNWAY CENTERLINE OR CENTERLINE EXTENDED. POLE. A 323 SEE TEXT WHEN OBJECT/OBSTRUCTION CONGESTION OCCURS
􀁾􀀧 􀀧􀀧􀀧􀁾􀀧 9/1/96 THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXTFOR COMPLETE STANDARDS FIGURE 3.9 OBSTRUCTION REPRESENTATION IN THE MISSED APPROACH AREA NOT
TO SCALE FAA NO. 405
NOTE: EME POINTS ARE NECESSARY ONLY WHEN REQUIRED AS REPRESENTATIVE OBJECTS. EME POINTS SHALL BE SELECTED AT THE: A-POINT NEAREST TO THE RUNWAY CENTERLINE AT THE TRESHOLD FOR P&IMARY
SURFACE PENETRATIONS B-MOST PENETRATING POINT FOR APPROACH SURFACE PENETRATIONS C-AS APPROPRIATE TO REPRESENT EACH MOBILE OBJECT AREA '-/"-........,/TRANSITION SURFACE APPROACH SURFACE
SEE TEXT WHEN OBJECT /OBSTRUCTION CONGESTION OCCURS OBSTRUCTING MOBILE OBJECT AREA //\ /EME POINT \ /TRANSITION 􀁾􀂥C SURFACE \ \ "\ /' ./􀁾􀁾 OBSTRUCTING MOBILE --OBJECT AREA _If RUNWAY
A,B ,-PRIMARY SURFACE /THIS EME POINT SATISFIES BOTH PRIMARY AND APPROACH AREA REQUIREMENTS THIS FIGURE EXPLAINS OR CLARIFIES NOT TO SCALE CERTAINDATA REQUIREMENTS -SEE TEXT FOR COMPLETE
STANDARDS FIGURE 3.10 DIMENSIONS ARE IN FEET OBSTRUCTING MOBILE OBJECT AREAS 9/1/96 AND ESTIMATED MAXIMUM ELEVATION (EME) POINTS FAA NO. 405
9/1196 SECTION 4 AREA NAVIGATION APPROACH (VERTICAL LANDING) SlTRVEYS FAANo. 405
9/1/96 SUBSECTION ) SECTION 4 TABLE OF CONTENT AREA NAVIGATION APPROACH (VERTICAL LANDING) SURVEYS FAA No. 405 PAGE 1. DESCRIPTION 4.1. 2. DATUM TIE AND LOCAL CONTROL 4.1. 3. ACCURACIES
, 4.1. 4. HELIPAD REFERENCE POINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.1. 5. NAVIGATIONAL AIDS 4.1. 6. OBSTRUCTIONS
4.1. 6.1. DEFINITION 4.1. 6.2. OBSTRUCTION SURFACE 4.1. 6.3. SPECIAL CASES 4.2. 6.4. SELECTION 4.2. 7. PLANIMETRIC DETAIL 4.2. 8. METEOROLOGICAL APPARATUS 4.2. 9. MISCELLANEOUS . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4.2. 10. DATA DELIVERY 4.2.
9/1/96 SECTION 4: AREA NAVIGATION APPROACH (VERTICAL LANDING) SURVEYS FAANo. 405 1. DESCRIPTION 4. HELIPORT REFERENCE POINT Area Navigation Approach (ANA) (Vertical Landing) To Be Developed
surveys provide data for the Heliport Reference Point (HRP) and associated obstructions to support precision and nonprecision instrument approach procedures 5. NAVIGATIONAL AIDS development
for vertical landing aircraft using area navigation systems, such as, GPS. To Be Developed 2. DATUM TIE AND LOCAL 6. OBSTRUCTIONS CONTROL 6.1. DEFINITION To Be Developed To Be Developed
3. ACCURACIES To Be Developed 6.2. OBSTRUCTION IDENTIFICATION SURFACE See Table 4.1 and Figure 4.1 TABLE 4.1 BEGINS LENGTH OBSTRUCTION IDENTIFICATION SURFACE TO BE DEVELOPED TO BE DEVELOPED
WIDTH AT BEGINNING WIDTH AT END SURFACE SLOPE TO BE DEVELOPED TO BE DEVELOPED TO BE DEVELOPED 4.1.
FAA No. 405 6.3. SPECIAL CASES To Be Developed 6.4. SELECTION To Be Developed 7. PLANIMETRIC DETAIL To Be Developed 4.2 ) 8. METEOROLOGICAL APPARATUS To Be Developed 9. MISCELLANEOUS
To Be Developed 10. DATA DELIVERY To Be Developed 9/1/96
TO BE DEVELOPED --.-'" '--...-/THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS DIMENSIONS ARE IN FEET NOT TO SCALE 9/1196 FIGURE 4.1 OBSTRUCTION
IDENTIFICATION SURFACES FAA NO.405
9/1/96 ) SECTIONS SPECIAL PITRPOSE SURVEYS FAA No.405
9/1196 '\) SECTIONS TABLE OF CONTENTS : . \ ') FAA No. 405 SUBSECTION SPECIAL PURPOSE SURVEYS PAGE 1. DESCRIPTION 5.1. 2. DATUM TIE AND LOCAL CONTROL 5.1. 3. ACCURACIES '" '" 5.1. 4.
RUNWAYAND STOPWAYPOINTS 5.1. 5. NAVIGATIONAL AIDS 5.1. 6. OBSTRUCTIONS 5.1. 7. PLANIMETRIC DETAIL 5.1. 8. METEOROLOGICAL APPARATUS 5.1. 9. MISCELLANEOUS 5.1. 10. DATA DELIVERY 5.1.
..􀁾 9/1/96 SECTION 5: SPECIAL PURPOSE SURVEYS FAA No. 405 1. DESCRIPTION Special Purpose (SP) surveys provide selected data on an "as requested" basis. They typically furnish navigational
aid (NAVAID) and runway information to support instrument approach procedure development. These surveys, which may be conducted entirely off airport property, are usually limited in
extent with the particular survey requirements specified for each project. 2. DATUM TIE AND LOCAL CONTROL Datum tie and local control requirements for all surveys accomplished in accordance
with FAA No. 405 standards are identified in Appendix 3. 3. ACCURACIES Accuracy requirements for all data provided in accordance withFAA No. 405 standards are identified in Appendix
5. 4. RUNWAY AND STOPWAYPOINTS Runway/stopway data requirements will be identified in individual project instructions. 5. NAVIGATIONAL AIDS Navigational aid requirements will be identified
in individual project instructions. 6. OBSTRUCTIONS Obstruction requirements will be identified in individual project instructions. 7. PLANIMETRIC DETAIL Planimetric detail requirements
will be identified in individual project instructions. 8. METEOROLOGICAL APPARATUS Meteorological apparatus requirements will be identified in individual project instructions. 9. MISCELLANEOUS
Miscellaneous data requirements will be identified in individual project instructions. 10. DATA DELIVERY SP survey data will be delivered in formats appropriate to the individual survey
data and user requirements. 5.1.
9/1/96 ..􀁾 . ) FAA No. 405 SECTION 6 AllWORTLAYOUTSURVEYS
9/1196 SUBSECTION '\-' SECTION 6 TABLE OF CONTENTS AIRPORT LAYOUT SURVEYS FAA No. 405 PAGE I. DESCRIPTION 6.1. 2. DATUM TIE AND LOCAL CONTROL . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . .. 6.1. 3. ACCURACIES .. , , " 6.1. 4. RUNWAY POINTS " , 6.1. 5. NAVIGATIONAL AIDS 6.1. 6. OBSTRUCTIONS , 6.1. 7. PLANIMETRIC DETAIL " 6.1. 8. METEOROLOGICAL
APPARATUS 6.1. 9. MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6.1. 10. DATA DELIVERY
6.1.
9/1/96 SECTION 6: AIRPORT LAYOUT SURVEYS FAA No. 405 1. DESCRIPTION Airport Layout (AL) surveys provide detailed runway, taxiway, and apron information in a digital format for use in
safely guiding taxiing aircraft, especially in poor visibility conditions. These data can be converted to an Airport Surface Detection Equipment (ASDE) radar overlay allowing air traffic
controllers to monitor and direct ground traffic, or to a moving map display in a GPS equipped aircraft cockpit to provide the crew with taxi guidance. AL surveys also establish (if
it does not exist) geodetic control in the airport vicinity consisting of permanent survey marks accurately connected to the National Spatial Reference System (NSRS). This control and
the NSRS connection assures accurate relativity between surveyed points on the airport and between these points and other surveyed points in the National Airspace System (NAS), including
the navigation satellites. In addition, this control supports not only AL surveys, but also future engineering activities, such as, runway/taxiway construction, NAVAID siting, obstruction
clearing, road building, and other airport improvement projects. 2. DATUM TIE AND LOCAL CONTROL Datum tie and local control requirements for all surveys accomplished in accordance with
FAA No. 405 standards are identified in Appendix 3. 3. ACCURACIES Accuracy requirements for all data provided in accordance with FAA No. 405 standards are identified in Appendix 5. 4.
RUNWAY POINTS To Be Developed 5. NAVIGATIONAL AIDS To Be Developed 6. OBSTRUCTIONS To Be Developed 7. PLANIMETRIC DETAIL To Be Developed 8. METEOROLOGICAL APPARATUS To Be Developed 9.
MISCELLANEOUS To Be Developed 10. DATA DELIVERY To Be Developed 6.1.
9/1/96 ) FAA No. 405 SECTION 7 WIDE AREA AUGMENTATION SYSTEM SURVEYS
9/1196 FAA No. 405 SECTION 7 TABLE OF CONTENTS WIDE AREA AUGMENTATION SYSTEM SURVEYS SUBSECTION PAGE 1. DESCRIPTION 7.1. 2. DATUM TIE AND LOCAL CONTROL : 7.1. 3. ACClJRACIES 7.1. 4.
RUNWAYPOINTS 7.1. 5. NAVIGATIONAL AIDS 7.1. 6. OBSTRUCTIONS 7.1. 7. PLANIMETRIC DETAIL 7.1. 8. METEOROLOGICAL APPARATUS 7.1. 9. MISCELLANEOUS 7.1. 10. DATA DELIVERY 7.1.
9/1/96 FAA No. 405 SECTION 7: WIDE AREA AUGMENTATION SYSTEM SlTRVEYS 1. DESCRIPTION 5. NAVIGATIONAL AIDS Wide Area Augmentation System 0NAAS) surveys Navigational aid data is not required.
establish two permanent survey marks (pSM) at FAA WAAS sites and determine accurate positions and elevations for these marks. These PSM's provide initial 6. OBSTRUCTIONS geodetic control
for WAAS implementation and later serve as permanent geodetic references. Obstruction data is not required. The WAAS is a network of continuously operated, accurately located, GPS receivers
and the associated data 7. PLANIMETRIC DETAIL links which supply critical GPS data to aircraft, thereby enhancing navigation accuracy and integrity. Planimetric detail is not required..
2. DATUM TIE AND LOCAL 8. METEOROLOGICAL APPARATUS CONTROL Datum tie and local control requirements for all surveys accomplished in accordance with FAA No. 405 standards are identified
in Appendix 3. 3. ACCURACIES Accuracy requirements for all data provided in accordance with FAA No. 405 specifications are identified in Appendix 5. 4. RUNWAY POINTS Runway data is not
required.. Meteorological apparatus is not required.. 9. MISCELLANEOUS None 10. DATA DELIVERY WAAS data will be delivered in formal, hard copy reports. 7.1.
9/1196 SECTION 8 AERIAL PHOTOGRAPHY FAA No. 405
9/1196 SUBSECTION SECTION 8 TABLE OF CONTENTS AERlALPHOTOGRAPHY ) FAA No. 405 PAGE 1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . .. 8.1. 2. EQillPMENT AND MATERIALS 8.1. 2.1. CAMERA 8.1. 2.2. FILM 8.1. 3. FLYING HEIGHT " 8.1. 4. WEATHER., SOLAR ALTITUDE, AND TIME OF YEAR 8.1.
5. NAVIGATION 8.2. 6. TILT 8.2. 7. CRAB 8.2. 8. OVERLAP AND SIDELAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8.2. 9. PHOTOGRAPH
LABELING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8.2. 10. FILM PROCESSING 8.2. 11. IMAGE QUALITY , " " " 8.3.
9/1/96 SECTION 8: AERIAL PHOTOGRAPHY FAA No. 405 1. DESCRIPTION Aerial photographs are acquired to support several aeronautical surveys, including the Airport Obstruction Chart (AOC),
Area Navigation Approach, and Airport Layout surveys. Contact scale, ftlm type, and other parameters may vary depending on the specific application. When changes from these standards
are necessary, the change will be specified in individual project instructions. 2. EQUIPMENT AND MATERIALS 2.1. CAMERA The aerial camera shall meet the following specifications: -Single
lens metric camera with quality equivalent to or better than a Wild RC8 or Zeiss RMK-A 15123 -9 inch x 9 inch format -Between-the-lens, variable speed shutter -Six inch (153 ±3 mm) focal
length lens having a usable angular field not less than 90 degrees. -Minimmn resolution of 15 lines/mm with an Area Weighted Average Resolution (AWAR) not less than 55lines/mm. Tangential
distortion shall not exceed 0.010 mm and radial distortion shall not exceed 0.030mm. -Equipped Equipped with a vacuum or pressure devise for holding film flat against a platen at the
instant of exposure. Platen departure from a true plane shall not exceed 0.0005 inch. -Record on each exposure at least 8 fiducial marks. Fiducial marks shall be located in each comer
of the format and at the center ofeach side. -Record on each exposure a clock displaying correct coordinated universal time. -Record on each exposure the lens identification number and
focal length. -Recording a level bubble on each exposure is desirable but not required. In addition to the specific camera requirements, a certificate of calibration, no older than three
years, shall be maintained. Any disturbance of the camera that will affect its calibration automatically voids the calibration certificate. 2.2. FILM Film shall be Kodak Plus X 2402,
Aerographic AGFA Pan 150 PE, or equivalent. The use of "equivalent" films require prior approval by appropriate FAA officials. Film shall be shipped and handled in accordance with the
manufacturers recommendations. 3. FLYING HEIGHT Flying height shall vary depending on the application Flying height variation shall not exceed 2 percent of the target height. 4. WEATHER,
SOLAR ALTITUDE, AND TIME OF YEAR No clouds or cloud shadows shall appear on the photographs. Overcast shall be permitted above the 8.1.
FAA No. 405 flying altitude if it does not cause ground mottling or a discernable reduction in ground object shadows. Sun angle shall not be less than 30 degrees above the horizon Photography
shall be obtained at a time of year when trees are in full foliage. 5. NAVIGATION Flight line deviation from its target ground track shall not exceed X. where X = flying height in feet/20.
Flight lines may be patched. The patched portion shall be flown in the same nominal direction and under similar physical conditions as the original line. 6. TILT Tilt shall not exceed
four (4) degrees for any photographic frame and shall average not more than two (2) degrees for any ten (lO) consecutive frames. The average tilt for the entire project shall not exceed
one (l) degree. Relative tilt exceeding six (6) degrees between any two successive frames may be cause for rejecting that portion ofthe flight line. 7. CRAB Crab angle as measured from
the average line of flight shall not exceed five (5) degrees. The course heading differential between any two successive exposures shall not exceed five (5) degrees. 8. OVERLAP AND SIDELAP
Forward overlap shall be 60 percent ± 5 percent between consecutive exposures. The average sidelap (overlap of parallel strips ofvertical photographs) shall be 30 percent ± 10 percent.
Any frame having sidelap less than 20 percent or more than 40 percent may be rejected 8.2. 9/1/96 9. PHOTOGRAPH LABELING Each usable frame shall be titled within the image area between
1/16 inch and 1/4 inch from the format border using machine lettering approximately 1/5 inch high. Each title shall consist ofthe agency's initials ("NOSII for National Ocean Service),
date of photography, camera identifier ("X" shall be used to indicate a contractor's camera), :film type ("P" for panchromatic), lens serial number, and exposure number. Example: NOS
06-23-90 XP UAG332 No 1501 The title may be along any edge of the frame but the preferred location is along the leading edge. The location shall be consistent for all photographs under
this contract. For each lens system used, usable exposures shall be numbered in an unbroken sequence starting at 0001 for the first exposure and continuing through the last exposure
by that lens system The nwnbering sequence shall not be broken even though more than one airport is photographed, more than one roll of:film is used, or the :film is spliced If splicing
is perform.ed, tape residue, finger prints, and other blemishes from the splicing shall be avoided Blanks and other unusable exposures shall not be included in the exposure nwnbering
sequence and shall not be labeled. Film exposed by different lens systems shall not be spliced onto the same roll. 10. FILM PROCESSING Original :film negative shall be processed to a
gamma of 0.95 ±0.05 for Kodak Plus X 2402 and 1.25 ± 0.05 for AGFA Pan 150 PE. Base fog density for both :films shall not exceed 0.10 with a minimum density above base fog of 0.30 and
a maximum density above base fog of 1.35. Processing of "equivalent" :films shall be in accordance with the Chief, Photogrammetry Branch, National Geodetic Survey. A standard reference
sensitometric step wedge shall be exposed near the beginning ofeach :film roll.
9/1/96 11. IMAGE QUALITY Image quality on the original negative film and on all copies shall meet the highest professional standards. Dark areas shall not bleed together and individual
objects shall be readily discernable. Detail shall be FAA No. 405 sufficiently sharp to allow photogrammetric measurement oftrre heights, compilation of runway/taxiway edges and other
fine map features, and accomplishment of other intended uses for the film. Photographic products shall also be free of blemishes, scratches, tears, and irregularities. 8.3.
9/1/96 ) APPENDIXl .. ) FAA NoA05 ·UNIVERSAL DATA DELIVERY FORMAT (lTDDF)
) FAA No. 405 9/1/96 APPENDIX 1: UNIVERSAL DATA DELIVERY FORMAT (UDDF) The Universal Data delivery Format (UDDF) is a digital delivery system which provides airport, runway, navigational
aid, obstruction, and additional information in a standard ASCII format. This information can be easily down loaded into user data files and data bases. UDDF files are organized into
the following five sections:: -Airport Data Furnishes airport location identifier and site number, FAA region, airport name and associated city and state, survey datums, magnetic declination,
and other airport related information. -Runway Data Furnishes runway, stopway, and blast pad information. -Navigational Aid Data Furnishes navigational aid information, including computed
distances betweenNAVAIDS and selected runway points. -Obstruction data Furnishes obstructioninformation, including computed distances from, and heights above selected runway points. -Additional Information Furnishes miscellaneous information that cannot be logically included
with the other data, such as, "nice to know" and special information that concerns the airport or an individual UDDF file. UDDF information, including a complete documentation and access
instructions, can be obtained by calling the National Geodetic Survey Information Branch at 301713-3242 or by accessing the following Internet address: http://www.ngs.noaa.gov/AERO/aero.html
Al.l.
9/1/96 ') APPENDIX 2 AIRPORT REFERENCE POINT COMPUTATION ) FAA No.405
\) 4/15/98 CHANGE I APPENDIX 2: AIRPORT REFERENCE POINT COMPUTATION FAA No. 405 The Airport Reference Point (ARP) is the approximate geometric center of all usable runways. The ARP position
computation is somewhat similar to a center of mass computation, except that only two dimensions are considered. The datums used in the computations are normally selected as the lowest
absolute value latitude and longitude coordinates, respectively, of all runway ends used in the computation. This convention eliminates computing with negative moments. ARPLAT = LATITUDE
DATUM +(SUM OF RUNWAY MOMENTS ABOUT THE LATITUDE DATIJMJSUM OF RUNWAY LENGTHS) ARPLON = LONGITUDE DATUM + (SUM OF RUNWAY MOMENTS ABOUT THE LONGITUDE DATIJMJSUM OF RUNWAY LENGTHS) RUNWAYMOMENT
ABOUT THE LATITUDE DATUM = RUNWAY GROUND LENGTH TIMES THE DISTANCE IN SECONDS BETWEEN THE APPROXIMATE RUNWAY CENTER POINT* AND THE LATITUDE DATUM RUNWAY MOMENT ABOUT THE LONGITUDE DATUM
= RUNWAY GROUND LENGTH TIMES THE DISTANCE IN SECONDS BETWEEN THE APPROXIMATE RUNWAY CENTER POINT* AND THE LONGITUDE DATUM RUNWAY COORDINATES MUST BE ENTERED AS ABSOLUTE VALUES. RUNWAY
LENGTHS MUST BE ENTERED AS GROUND LENGTH, ROUNDED TO THE NEAREST WHOLE FOOT. * THE APPROXIMATE RUNWAY CENTER POINT IS THE MEAN OF THE LATITUDES AND LONGITUDES OF A RUNWAY'S ENDS. THIS
CONVENTION ELIMINATES THE NEED FOR COMPLEX GEODETIC FORMULAS TO COMPUTE THE PRECISE RUNWAY CENTER POINT, THUS ALLOWING SIMPLE AND CONSISTENT ARP COMPUTATIONS AFTER ONLY BRIEF INSTRUCTIONS.
A SAMPLE ARP COMPUTATION FOLLOWS (SEE FIGURE A2.1): APPROXIMATE RUNWAY CENTER PTS: RWY 1/19 LAT = 392457.7852 LON = 77 22 41.1951 RWY 5/23 LAT = 392448.4806 LON = 77 2234.9130 ARPLAT
= 392434.1979 + (4,000 FT(23.5873 SEC) + 3,799 FT(l4.2827 SEC»17,799 FT 392434.1979 + 19.0549 SEC 392453.3 ARPLON = 772219.1959 + (4,000 FT(21.9992 SEC) +3,799 FT(15.7171 SEC)17,799
FT 77 2219.1959 + 18.9391 SEC 77 2238.1 A2.1.
RUNWAY END LATITUDE 1 392438.0871 19 39 25 17.4832 5 392434.1979 23 392502.7632 \ . ) LONGITUDE 0772243.3322 077 22 39.0579 0772250.6301 0772219.1959 GROUND· LENGTH 4,000 FT 3,799 FT
392520 2510 􀀶􀁾 • lLL ooo􀁾 • 392500 2450 2440 .,... 1.__1 􀁦􀁾 LATITUDE DATUM .s-392434.1979 392430772300 2250 2240 2230 2220 n2210 • USE GROUND, NOT GEODETIC, RUNWAY LENGTH ROUNDED
TO THE NEAREST WHOLE FOOT THIS FIGURE EXPLAINS OR CLARIFIES CERTAIN DATA REQUIREMENTS -SEE TEXT FOR COMPLETE STANDARDS NOT TO SCALE 4/15/98 CHANGE 1 FIGURE A2.1 .AIRPORT REFERENCE POINT
COMPUTATION FAA NO.405
9/1196 ') APPENDIX 3 DATITM TIE AND LOCAL CONTROL FAA No. 405
9/1/96 SECTION APPENDIX 3 TABLE OF CONTENTS DATlTM TIE AND LOCAL CONTROL FAA No. 405 PAGE 1. GENERAL A3.1. 1.1. TERMINOLOGy A3.I. 1.2. DATUMS A3.1. 1.3. MARKSTAMPING A3.l. 1.4. ACCURACIES
A3.1. 2. AIRPORT SURVEYS A3.2. 2.1. GENERAL A3.2. 2.2. CONTROL STATION SITING A3.2. 2.3. CONTROL STATION CONSTRUCTION A3.2. 3. HELIPORT SURVEYS A3.3. 3.1. GENERAL A3.3. 3.2. CONTROL
STATION SITING A3.3. 3.3. CONTROL STATION CONSTRUCTION A3.3. 4. WIDE AREA AUGMENTATION SYSTEM SURVEyS A3.3. 4.1. GENERAL A3.3. 4.2. CONTROL STATION SITING " '" A3.3 4.3. CONTROL STATION
CONSTRUCTION A3.3 5. SPECIAL PURPOSE SURVEYS A3.3
) 9/1/96 APPENDIX 3: DATUM TIE AND LOCAL CONTROL FAA No. 405 1. GENERAL 1.1. TERl\IIINOLOGY As used in this appendix., the term "observation" means the survey observations that result
in a position and/or elevation for the survey mark in question, whether the mark is an existing mark or a newly set mark. The term "set" means physically constructed. A mark may be set
at one titre and be observed for position and/or elevation at a later time. 1.2. DATUMS Surveys accomplished in accordance with FAA No. 405 standards shall be tied to the National Spatial
Reference System (NSRS). Positions and ellipsoid heights shall be referenced to the North American Datum of 1983 (NAD 83) which is operationally equivalent to, and may be used as, World
Geodetic System of 1984 (WGS 84) values for charting and navigation purposes. Orthometric heights (MSL elevations) shall be referenced to the North American Vertical Datum of 1988 (NAVD
88). 1.3. MARK STAMPING Reference stations set at Wide Area Augmentation System sites, Heliport Reference Points set at Area Navigation Approach -Vertical Landing sites, and Primary
Airport Control Stations and Secondary Airport Control Stations set at airports shall have unique stampings. Marks set at a site without an FAA site identifier shall be stamped with
a name that characterizes the mark location plus the year the mark was set, such as, "KNOLL 1994". Marks set at a site with an official FAA site identifier shall be stamped with that
identifier, followed by a sequential letter, followed by the year the mark was set. The sequential letter shall be assigned in the chronological order that the mark was set. For example,
the first mark set at the Boston Air Route Traffic Control Center at Nashua, New Hampshire, during the 1994 survey would be stamped "ZBWA 1994". The second mark set in 1994 would be
"ZBW B 1994". Ifmarks using this stamping convention already exist, the sequential letter for the next mark should use the next letter after the existing letters. For example, if "K78
B 1995" already exist, the next mark set in 1995 would be stamped "K78 C 1995". If this next mark was set in 1996, it would be stamped "K78 C 1996". Ifa previously set mark used a letter
in another stamping convention, such as, "AP STA A 1984", the next mark would be stamped disregarding the existing "A". A stamping of "K78 A 1995" for the next mark set at this airport
would be appropriate. Stampings of destroyed or presumed destroyed marks shall not be reused. Previous stampings will never be changed or added to, even if the FAA site identifier changes.
All letters shall be capitals. 1.4. ACCURACIES Accuracy requirements for all data provided in accordance with FAA No. 405 standards are listed in Appendix 5. A3.l.
FAA No. 405 2. AIRPORT SURVEYS 2.1. GENERAL Surveys included under this section are surveys accomplished on, or in the vicinity of, an airport and specifically intended to support aircraft
operations at that airport. These smveys include: Airport Obstruction Chart (AOC); Area Navigation Approach (ANA) Conventional Landing; and Airport Layout (AL). Requirements for Special
Purpose smveys are identified in Section 5 ofthis appendix.. Three permanent smvey marks (pSM) shall be established on, or within one km of, the airport. One ofthese marks shall be designated
the Primary Airport Control Station (PACS). Horizontal and vertical datmn ties shall be made directly between the PACS and the NSRS. The other two marks shall be designated Secondary
Airport Control Stations (SACS). Horizontal and vertical comections shall be tmde directly between the SACS and the PACS. Existing stations may be used as the PACS and SACS if they meet
the accuracy, siting, construction, and other criteria identified in this appendix. and Appendix 5. 2.2. CONTROL STATION SITING PACS shall be established in a secure area on airport
property. A GPS suitable site should be selected where surveying equipment may be left unattended at the mark with a minimum probability ofdisturbance. SACS should be established on
airport property if practical. However, if the siting requirements, such as, intervisibility and spacing as described below, cannot be met, one SACS may be set off the airport but no
further than 1 km from the nearest airport boundary. If establishing the PACS and SACS requires new rnonumentation, the new monuments should be set no closer than 60 meters from a runway
edge, ifpractical. A3.2. 9/1196 Ifan existing control station is used, this station should be at least 15 meters from a runway edge. In all cases, PACS and/or SACS should be at least
400 meters apart. PACS and SACS should be located so that a surveying tripod can be situated over the mark. In addition, if the mark could be in peril from snow removal, mowing, and
other operations, it should be slightly recessed. PACS and SACS should be strategically located so as to provide ma.xirrnnn use for subsequent surveys yet situated where the chances
of future disturbance will be minimal. An elevated site with runway end visibility is desirable. PACS and SACS should also be located where future station occupation will cause no interference
to or from aircraft, including from prop and jet blast. The sight path between stations over paved areas should be minimized. Intervisibility choices for PACS and SACS are: FIRST CHOICE
The PACS and both SACS are all intervisible with each other. SECOND CHOICE The PACS is intervisible with both SACS but the SACS are not intervisible with each other. THIRD CHOICE The
PACS is intervisible with one SACS and both SACS are intervisible with each other. 2.3. CONTROL STATION CONSTRUCTION PACS and SACS construction shall meet mark stability standards as
defined by the National Geodetic Survey, National Oceanic and Atmospheric Administration, for Federal Base Base Network stations.
9/1/96 -PACS Stability "A" or "B." In addition, stability "C" is acceptable if, and only if, the monument: (l) already exists, (2) is poured in place concrete, (3) is a triangulation
station, reference mark, azimuth mark, or bench mark stamped "U.S. Coast and Geodetic Survey", or any mark stamped ''National Geodetic Survey", (4) is set below the frost line, (5) is
set in nonexpansive soils, and (6) shows no evidence of movement. -SACS Stability "A," "B," or "C." 3. HELIPORT SURVEYS 3.1. GENERAL Surveys included under this section are all surveys
accomplished on, or in the vicinity of, heliports and specifically intended to support aircraft operations at that heliport. These surveys include the Area Navigation Approach (ANA)
-Vertical Landing surveys. 3.2. CONTROL STATION SITING To Be Developed 3.3. CONTROL STATION CONSTRUCTION To Be Developed 4. WIDE AREA AUGMENTATION SYSTEM SURVEYS 4.1. GENERAL Surveys
included under this section are all surveys specifically intended to support the Wide Area Augmentation System. Two PSM's shall be ) FAA No. 405 established at each WAAS site. These
marks are called WAAS reference stations. Horizontal and vertical datums ties shall be made directly between NSRS and one of the reference stations. To ensure the required relative accuracy
between the two reference stations, dITect horizontal and vertical ties shall be made between the two stations. Existing marks may be used as the WAAS reference stations if they meet
the accuracy, siting, construction, and other criteria identified in this appendix and Appendix 5. 4.2. CONTROL STATION SITING While there are no separation or intervisibility requirements
for WAAS reference stations, other siting guidelines apply. If practical, one station should be established in a secure area and the other established in a public access area. Neither
station should be further than 1 km from the WAAS antenna site. They should be established where the chances of future disturbance will be minimal and be sufficiently separated to reduce
the probability that both marks would be destroyed by the same construction project. In addition, both stations should be located where they have maximum practical sky visibility above
15 degrees above the horizon. 4.3. CONTROL STATION CONSTRUCTION WAAS reference station construction shall meet mark stability "A" or "B" standards as defined by the National Geodetic
Survey, National Oceanic and Atmospheric Administration, for Federal Base Network stations. 5. SPECIAL PURPOSE SURVEYS Special Purpose (SP) surveys provide selected data on an "as requested"
basis. They typically furnish navigational aid (NAVAID) and runway information to A3.3.
FAA No. 405 support instrument approach procedure development. These surveys, which may be conducted entirely off airport property, are usually limited in extent, with the particular
survey requirements specified for each project. A3.4. Tre datumties for SP surveys shall be in accordance with Section 1.2. of this appendix. Control station requirements, including
mark stamping, siting, and construction will be specified for each project.
9/1/96 ) . J FAA No. 405 APPENDIX 4 NAVIGATIONAL AID SURVEY POINTS
9/1/96 FAA No. 405 APPENDIX 4: NAVIGATIONAL AID SURVEY POINTS NAVAID HORZSURVEY POINT (HSP) VERT SURVEY POINT (VSP) AIR ROUTE SURVEILLANCE RADAR (ARSR) (1) (2) AIRPORT SURVEILLANCE RADAR
(ASR) (1) (2) DISTANCE MEASURING EQUIPMENT (DME) (3) CENTER OF CENTER OF ANTENNA COVER ANTENNA COVER LOCALIZER (LOC) (4) CENTER OF ANTENNA (2) SUPPORTING STRUCTURE GLIDE SLOPE -ALL EXCEPT
END CENTER OF ANTENNA (2) FIRE TYPE (GS) SUPPORTING STRUCTURE GLIDE SLOPE -END FIRE TYPE (GS) PHASE CENTER PHASE CENTER REFERENCE POINT REFERENCE PT. INNER MARKER (1M) CENTER OF N/A
ANTENNA ARRAY MIDDLE MARKER (MM) CENTER OF N/A ANTENNA ARRAY OUTER MARKER (OM) CENTER OF N/A ANTENNA ARRAY BACK COURSE MARKER (BCM) CENTER OF N/A ANTENNA ARRAY FAN MARKER (FM) CENTER
OF N/A ANTENNA ARRAY LOCALIZER TYPE DIRECTIONAL AID (LDA) CENTER OF ANTENNA (2) SUPPORTING STRUCTURE MLS AZIMUTH GUIDANCE (MLSAZ) PHASE CENTER PHASE CENTER REFERENCE POINT REFERENCE
PT. A4.1.
) FAA No. 405 NAVIGATIONAL AID SURVEY POINTS CONT. ) 9/1/96 NAVAID HORZSURVEY POINT (HSP) VERT SllRVEY POINT (VSP) MLS ELEVATION GUIDANCE (MLSEL) NONDIRECTIONAL BEACON (NOB) SIMPLIFIED
DIRECTIONAL FACILITY (SFD) TACTICAL AIR NAVIGATION (TACAN) VHF OMNI DIRECTIONAL RANGE (VOR) VORl TACAN (VORTAC) PHASE CENTER PHASE CENTER REFERENCE POINT REFERENCE PT. CENTER OF N/A
ANTENNA ARRAY CENTER OF ANTENNA (2) SUPPORTING STRUCTURE CENTER OF (2) ANTENNA COVER CENTER OF (2) ANTENNA COVER CENTER OF (2) ANTENNA COVER EXPLANATION OF CODE NUMBERS IN PARENTHESIS
(1) The HSP will be the axis ofantenna rotation if possible. Ifthe antenna is covered, the HSP will be the center ofthe antenna cover. (2) The VSP for these items will be the intersection
ofthe ground, gravel, concrete pad, or other base and a plumb line through the HSP. When access to this point is impractical, elevation ofthe VSP will be approximated (3) DME elevations
are required only when the DME is frequency paired with an Instnunent Landing System or Microwave Microwave Landing System (4) When LOC clearance and course array antennas are both present,
only the course array antenna will be surveyed. NOTE: A compass locator within 50 feet ofan Instnunent Landing System marker is considered collocated at the position of the marker. Other
NAVAIDS are not considered collocated unless their HSP's are the same. A4.2.
9/1/96 APPENDIX 5 ACCURACIES FAANo. 405
9/1196 SUBSECTION ") APPENDIX 5 TABLE OF CONTENTS ACCURACIES FAA No. 405 PAGE 1. GENERAL AS.l. 2. DIGITAL ACCURACIES AS.l. 2.1. CONTROL STATIONS AS.2. 2.2. HELIPORT REFERENCE POINT AS.2.
2.3. METEOROLOGICAL APPARATUS AS.3. 2.4. MISCELLANEOUS AS.3. 2.5. NAVIGATIONALAIDS AS.4. 2.6. OBSTRUCTIONS AS.6. 2.7. RUNWAY/STOPWAYPOINTS A5.10. 2.8. SPECIAL PllRPOSE SURVEYS AS.II.
3. GRAPHIC ACCURACIES A5.11. 3.1. AIRPORT OBSTRUCTION CHART AS.Il. 3.2. MISCELLANEOUS AS.12.
911/96 APPENDIX 5: ACCURACIES I. GENERAL Accuracy standards for data provided Wlder FAA No. 405 are presented in this appendix. Requirements for digital and graphic data are listed separately.
When an object is selected for its obstruction value only (for example, meteorological apparatus), obstruction accuracies apply. All accuracies are listed in feet except control station
accuracies which are listed in centimeters and graphic accuracies which are listed in millimeters on the graphic. All accuracies are stated for a 95 percent confidence level. FAA No.
405 The following contractions are used throughout FAA No. 405 and are repeated here for convenience: AGL -Above Ground Level ELLIP -Ellipsoid HORZ -Horizontal HRP -Heliport Reference
Point ORTHO -Orthometric PACS -Primary Airport Control Station SACS -Secondary Airport Control Station 2. DIGITAL ACCURACIES Digital data is construed as any data furnished as digits,
regardless ofthe delivery medium. FAA No. 405 digital accuracy standards are presented in the tables that follow. AS. 1.
') -'.,) FAA No. 405 9/1/96 2.1. CONTROL STATIONS VERTICAL ITEM (VALUES ARE IN CENTIMETERS) HORZ ORTHO ELLIP AGL PRIMARY AIRPORT CONTROL STATION (PACS) I 5 25 15 N/A SECONDARY AIRPORT
CONTROL STATION (SACS) 2 3 5 4 N/A WIDE AREA AUGMENTATION SYSTEM (WAAS) REFERENCE STATION 1 5 10 10 N/A WIDE AREA AUGMENTATION SYSTEM (WAAS) REFERENCE STATION 3 1 0.2 2 N/A ACCURACIES
ARE RELATIVE TO THE NEAREST NATIONAL GEODETIC SURVEY SANCTIONED CONTINUOUSLY OPERATING REFERENCE STATION 23 ACCURACIES ARE RELATIVE TO THE PACS AND OTHER SACS AT THE AIRPORT ACCURACIES
ARE RELATIVE TO THE OTHER WAAS REFERENCE STATION AT THE SITE 2.2. HELIPORT REFERENCE POINT ITEM (VALUES ARE IN FEET) HORZ VERTICAL ORTHO ELLIP AGL HELIPORT REFERENCE POINT ACCURACY STANDARDS
ARE TO BE DEVELOPED AS.2.
911/96 2.3. METEOROLOGICAL APPARATUS FAA No. 405 ITEM (VALVES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL THE HORIZONTAL ACCURACY IS 20 FEET WHEN LOCATED ON A PUBLIC USE AIRPORT OR MILITARY
FIELD AND 50 FEET FOR ALL OTHER LOCATIONS. ELEVATIONS ARE NOT REQUIRED. ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, ORHRP 2.4. MISCELLANEOUS ITEM (VALVES ARE IN FEET) VERTICAL
HORZ ORTHO ELLIP AGL AIRPORT REFERENCE POINT FLOOR OF CONTROL TOWER CAB 1.00 N/A N/A 1.00 N/A N/A 1.00 N/A ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, OR HRP AS.3.
FAA No. 405 2.5. NAVIGATIONAL AIDS 9/1/96 ITEM (VALUES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL ELECTRONIC NAVAIDS AIR ROUTE SURVEILLANCE RADAR (ARSR) (1) 100.00 100.00 N/A AIRPORT
SURVEILLANCE RADAR (ASR) (1) 10.00 10.00 N/A DISTANCE MEASURING EQUIPMENT (DME): FREQUENCY PAIRED WITH LOC 1.00 1.00 1.00 N/A FREQUENCY PAIRED WITH MLSAZ 1.00 1.00 1.00 N/A FREQUENCY
PAIRED WITH NDB (1) N/A N/A N/A FREQUENCY PAIRED WITH VOR (1) N/A N/A N/A NOT FREQUENCY PAIRED (1) N/A N/A N/A FAN MARKER (FM) (1) N/A N/A N/A LOCALIZER (LOC) 1.00 1.00 1.00 N/A GLIDE
SLOPE (GS) 1.00 0.25 0.20 N/A INNER MARKER (1M) 20.00 N/A N/A N/A MIDDLE MARKER (MM) 20.00 N/A N/A N/A OUTER MARKER (OM) 50.00 N/A N/A N/A BACK COURSE MARKER (BCM) 50.00 N/A N/A N/A
LOCALIZER TYPE DIRECTIONAL AID (LDA) 1.00 1.00 1.00 N/A MLS AZIMUTH GUIDANCE (MLSAZ) 1.00 1.00 1.00 N/A. MLS ELEVATION GUIDANCE (MLSEL) 1.00 0.25 0.20 N/A AS.4.
9/1/96 2.5. NAVIGATIONAL AIDS CONT. FAA No. 405 ITEM (VALUES ARE IN FEET) HORZ VERTICAL ORTHO ELLIP AGL NONDIRECTIONAL BEACON (NDB) (1) N/A N/A N/A SIMPLIFIED DIRECTIONAL FACILITY (SDF)
1.00 1.00 1.00 N/A TACTICAL AIR NAVIGATION (TACAN) (1) 100.00 100.00 N/A VHF OMNI DIRECTIONAL RANGE (VOR) (1) 100.00 100.00 N/A VOR/TACAN (VORTAC) (1) 100.00 100.00 N/A VISUAL NAVAIDS
AIRPORT BEACON (1) N/A N/A N/A VISUAL GLIDESLOPE INDICATORS 20.00 N/A N/A N/A REIL 20.00 N/A N/A N/A APPROACH LIGHTS 20.00 N/A N/A N/A THE HORIZONTAL ACCURACYREQUIREMENT FOR ITEMS CODED
"(I)" IS 20 FEET WHEN LOCATED ON A PUBLIC USE AIRPORT OR MILITARY FIELD, AND 50 FEET FOR ALL OTHER LOCATIONS. ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, OR HRP. AS.5.
" .) ) FAA No. 405 4/15/98 CHANGE 1 2.6. OBSTRUCTIONS AIRPORT OBSTRUCTION CHART SURVEYS VERTICAL ITEM (VALUES ARE IN FEET) HORZ ORTHO ELUP AGL NON MAN-MADE OBJECTS, AND MAN-MADE OBJECTS
LESS THAN 200 FT. AGL, THAT PENETRATE THE FOLLOWING OBSTRUCTION IDENTIFICATION SURFACE: -A PRIMARY SURFACE 20.00 3.00 3.00 N/A -THOSE AREAS OF AN APPROACH SURFACE WITHIN 10,200 FEET
OF THE RUNWAY END 20.00 3.00 3.00 N/A -THOSE AREAS OF A PRIMARY TRANSITION SURFACE WITHIN 500 FEET OF THE PRIMARY SURFACE 20.00 3.00 3.00 N/A -THOSE AREAS OF AN APPROACH TRANSITION SURFACE
THAT ARE WITHIN 500 FEET OF THE APPROACH SURFACE AND ALSO WITHIN 2,766 FEET OF THE RUNWAY END 20.00 3.00 3.00 N/A -THOSE AREAS OF A PRIMARY TRANSITION SURFACE FURTHER THAN 500 FEET FROM
THE PRIMARY SURFACE 50.00 20.00 20.00 N/A -THOSE AREAS OF AN APPROACH TRANSITION SURFACE FURTHER THAN 500 FEET FROM AN APPROACH SURFACE AND ALSO WITHIN 10,200 FEET OF THE RUNWAY END
50.00 20.00 20.00 N/A -THE HORIZONTAL SURFACE 50.00 20.00 20.00 N/A -THOSE AREAS OF AN APPROACH SURFACE FURTHER THAN 10,200 FEET FROM THE RUNWAY END 100.00 50.00 50.00 N/A -THOSE AREAS
OF AN APPROACH TRANSITION SURFACE FURTHER THAN 10,200 FEET FROM THE RUNWAY END 100.00 50.00 50.00 N/A -THE CONICAL SURFACE 100.00, 50.00 50.00 N/A AS.6.
) 9/1/96 2.6. OBSTRUCTIONS CONT. AIRPORT OBSTRUCTION CHART SURVEYS FAA No. 405 ITEM (VALVES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL 􀁾􀀭􀁍􀁁􀁄􀁅􀁏􀁂􀁭􀁃􀁔􀁓􀁅􀁑􀁕􀁁􀁌􀁔􀁏􀁏􀁒􀁇􀁒􀁅􀁁􀁔􀁅􀁒􀁔􀁈􀁁􀁎
200 FEET AGL THAT PENETRATE THE FOLLOWING OBSTRUCTION IDENTIFICATION SURFACES: -A PRIMARY SURFACE 20.00 3.00 3.00 10.00 -THOSE AREAS OF AN APPROACH OR APPROACH TRANSITION SURFACE WITHIN
10,200 FEET OF THE RUNWAY END 20.00 3.00 3.00 10.00 -THE PRIMARY TRANSITION SURFACE 20.00 3.00 3.00 10.00 -AN APPROACH OR APPROACH TRANSITION SURFACE FURTHER THAN 10,200 FEET FROM THE
RUNWAY END 50.00 3.00 3.00 10.00 -THE HORIZONTAL SURFACE 50.00 3.00 3.00 10.00 -THE CONICAL SURFACE 50.00 3.00 3.00 10.00 ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, OR HRP. DISTANCES
RELATIVE TO THE THRESHOLD OR RUNWAY END ARE MEASURED ALONG THE RUNWAY CENTERLINE OR CENTERLINE EXTENDED TO THE ABEAM POINT. AS.?
FAA No. 405 2.6. OBSTRUCTIONS CONT. AREA NAVIGATION APPROACH (CONVENTIONAL LANDING) SURVEYS 4/15/98 CHANGE 1 ITEM (VALUES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL NON MAN-MADE OBJECTS,
AND MAN-MADE OBJECTS LESS THAN 200 FEET AGL, THAT PENETRATE THE FOLLOWING OBSTRUCTION IDENTIFICATION SURFACES: -THE PRIMARY SURFACE 20.00 3.00 3.00 N/A -THOSE AREAS OF THE APPROACH SURFACE
WITHIN 10,200 FEET OF THE THRESHOLD 20.00 3.00 3.00 N/A -THOSE AREAS OF AN APPROACH TRANSITION SURFACE WITHIN 2,766 FEET OF THE THRESHOLD (AREA Tl) 20.00 3.00 3.00 N/A -THOSE AREAS OF
THE APPROACH TRANSITION SURFACE FURTHER THAN 2,766 FEET FROM THE THRESHOLD BUT NOT MORE THAT 10,200 FEET FROM THE THRESHOLD 50.00 20.00 20.00 N/A -THE MISSED APPROACH SllRFACE 50.00
20.00 20.00 N/A -THOSE AREAS OF THE APPROACH SURFACE FURTHER THAN 10,200 FEET FROM THE THRESHOLD 100.00 50.00 50.00 N/A -THOSE AREAS OF THE APPROACH TRANSITION SURFACE FURTHER THAN 10,200
FEET FROM THE THRESHOLD 100.00 50.00 50.00 N/A MAN-MADE OBJECTS EQUAL TO OR GREATER THAN 200 200 FEET AGL THAT PENETRATE THE FOLLOWING OBSTRUCTION IDENTIFICATION SURFACES: -THE PRIMARY
SURFACE, THOSE AREAS OF THE APPROACH AND TRANSITION SURFACES WITHIN 10,200 FEET OF THE THRESHOLD 20.00 -THE MISSED APPROACH SURFACE 20.00 AS.8. 3.00 3.00 3.00 10.00 3.00 10.00
) 9/1/96 2.6. OBSTRUCTIONS CONT. ) FAA No. 405 AREA NAVIGATION APPROACH (CONVENTIONAL LANDING) SURVEYS ITEM (VALUES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL -THOSE AREAS OF THE APPROACH
AND TRANSITION SURFACES FURTHER THAN 10,200 FEET FROM THE THRESHOLD 50.00 3.00 3.00 10.00 ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, OR HRP. DISTANCES RELATIVE TO THE THRESHOLD
OR RUNWAY END ARE MEASURED ALONG THE RUNWAY CENTERLINE OR CENTERLINE EXTENDED TO THE ABEAM POINT. AREA NAVIGATION APPROACH (VERTICAL LANDING) SURVEYS ITEM (VALUES ARE IN FEET) HORZ VERTICAL
ORTHO ELLIP AGL AREANAVIGATION APPROACH (VERTICAL LANDING) SURVEYACCURACY STANDARDS ARE TO BE DEVELOPED. A5.9.
) FAA No. 405 2.7. RUNWAY/STOPWAY POINTS \ ) 9/1/96 ITEM (VALUES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL PHYSICAL END DISPLACED THRESHOLD THRESHOLD ZONE ELEVATION (fDZE) SUPPLEMENTAL
PROFILE POINTS POINT ABEAM HSP FOR: OFFSET LOC, LDA, OR SDF GS,MLSEL STOPWAY LENGTH STOPWAYEND AIRPORT ELEVATION 1.00 1.00 N/A 20.00 1.00 1.00 2.00 N/A 20.00 0.25 0.25 0.25 0.25 N/A
0.25 N/A 0.25 0.25 0.20 0.20 0.20 0.20 N/A 0.20 N/A 0.20 0.20 N/A N/A N/A N/A N/A N/A N/A N/A N/A ACCURACIES ARE RELATIVE TO THE NEAREST PACS, SACS, OR HRP UNLESS OTHERWISE STATED, ALL
RUNWAY/STOPWAY POINTS SHALL BE ON THE RUNWAY/STOPWAY CENTERLINE. NOTE: RUNWAY POINT ELEVATIONS NEED NOT BE REVISED UNLESS THE ELEVATION HAS CHANGED BY AT LEAST 0.5 FEET. AS.lO.
) 9/1/96 2.8. SPECIAL PURPOSE SURVEYS FAA No. 405 ITEM (VALUES ARE IN FEET) VERTICAL HORZ ORTHO ELLIP AGL SPECIAL PURPOSE SURVEY ACCURACY STANDARDS SHALL BE IDENTIFIED FOR THE SPECIFIC
SURVEY. 3. GRAPHIC ACCURACIES 3.1. AIRPORT OBSTRUCTION CHART THESE ACCURACY STANDARDS APPLY TO WELL DEFINED POINTS AND WELL DEFINED PLANIMETRIC DETAIL. ITEM (VALUES ARE INMMON THE MAP)
POINTS AND PLANIMETRIC DETAIL IN AREAS REQUIRING A 20 FOOT DIGITAL HORIZONTAL ACCURACY FOR OBSTRUCTION POINTS AND PLANIMETRIC DETAIL IN AREAS REQUIRING A 50 FOOT DIGITAL HORIZONTAL ACCURACY
FOR OBSTRUCTIONS ACCURACY 0.6 1.3 AS.11.
) FAA No. 405 3.1. MISCELLANEOUS ITEM (VALUES ARE IN MM ON THE MAP) ) ACCURACY 9/1/96 GRAPHIC ACCURACIES FOR OTHER THAN THE AIRPORT OBSTRUCTION CHART HAVB NOT BEEN DEFINED. AS. 12.
9/1/96 ) APPENDIX 6 CONTRACTIONS ) FAA No. 405
9/1/96 APPENDIX 6: CONTRACTIONS ) FAA No. 405 The following list presents the approved contractions for data provided under FAA No. 405 standards. WORDI PHRASE AAbandoned Above Ground
Level Accelerate-Stop Distance Available Advisory Circular Agricultural Air Route Surveillance Radar Aircraft Airport Airport Beacon Airport District Office Airport Facility Directory
Airport Location Point Airport Obstruction Chart Airport Reference Point Airport Surface Detection Equipment Airport Surveillance Radar Airport Traffic Control Tower Airway Beacon Anemometer
Antenna Approach Approach Light Approach Light System Area Navigation Approach Arresting Gear Automated Flight Service Station Automated Surface Observing System Automatic Weather ObservinglReporting
System CONTRACTION ABND AGL ASDA AC AG ARSR ACFT ARPT APBN ADO AFD ALP AOC ARP ASDE ASR ATCT AWYBN AMOM ANT APCH APPLT ALS ANA A-GEAR AFSS ASOS AWOS A6.1.
) FAA No. 405 WORD! PHRASE BBack Course Marker Bridge Building CCenterline Ceilometer Chimney Closed Common Traffic Advisory Frequency Construction Continuously Operating Reference Station
DDirection Finder Displaced Threshold Distance Measuring Equipment Distance to Centerline Distance to Runway End Distance to Threshold EElectrical Elevation Elevation Ellipsoid Engine
Out Departure Equipment Estimated Maximum Elevation FFan Marker Flagpole Flight Service Station A6.2. CONTRACTION BCM BRDG BLDG CIL CLOM CRY CLSD CTAF CONST CORS DF DTHLD DME DCLN DEND
DTHR ELEC EL ELEV ELLIP EOD EQUIP EME FM FLGPL FSS 9/1196
9/1/96 WORD/PHRASE ) CONTRACTION FAA No. 405 GGlide Slope GS Global Positioning System GPS Ground GRD Ground Control Approach GCA HHangar HGR Height Above Airport HAA Height Above Runway
HAR Height Above Touchdown HAT Heliport Reference Point HRP Horizontal HaRZ Horizontal Survey Point HSP IInner Marker 1M Inoperative INOP Instrument Flight Rules IFR Instrument Landing
System ILS Instnnnent Meteorological Conditions IMC International Civil Aviation Organization ICAO International Earth Rotation Service Terrestrial Reference Frame ITRF Intersection
INTXN JNone KNone LLead In Lighting System LDIN Light LT Lighted LTD A6.3.
-j FAA No. 405 WORDI PHRASE L (Cont.) Localizer Localizer Type Directional Aid Locator Middle Marker Locator Outer Marker MMagnetic Variation Mean Sea Level Microwave Microwave Landing
System Microwave Landing System Azimuth Guidance Microwave Landing System Elevation Guidance Middle Marker Monument NNational Airspace System National Flight Data Center National Flight
Data Digest National Geodetic Survey National Geodetic Vertical Datwn of 1929 National Oceanic and Atmospheric Administration National Ocean Service National Spatial Reference System
Nautical Mile Navigational Aid Nondirectional Radio Beacon North American Datwn of 1927 North American Datwn of 1983 North American Vertical Datwn of 1988 Not Commissioned Note to Exceed
Notice to Airmen A6.4. ) CONTRACTION LOC LDA LMM LOM VAR MSL MCWV MLS MLSAZ MLSEL MM MON NAS NFDC NFDD NGS NGVD29 NOAA NOS NSRS NM NAVAID NOB NAD27 NAD83 NAVD88 NCM NTE NOTAM 9/1/96
9/1/96 WORD! PHRASE ) CONTRACTION FAA No. 405 0Observation OBS Obstruction OBST Obstruction Identification Surface OIS Obstruction Lighted OL Obstruction Light On OLON Onmidirectional
Approach Light System OOALS Orthometric ORTHO Out OfService OTS Outer Marker OM PPoint of Contact POC Permanent Survey Mark PSM Precision Approach Path Indicator PAPIPrecision Approach Radar PAR Primary Airport Control Station PACS Pulsating Visual Approach Slope Indicator PVASI QNone RRailroad RR Reflector RFLTR Relocated RELCTO Remote Connnunications
Outlet RCO Remote Transmitter/Receiver RTR Road RD Road (Noninterstate) RD(N) Road (Interstate) RD (I) Rooway RWY Runway Alignment Indicator Lights RAIL Runway End Identifier Lights
REIL Runway Visual Range RVR A6.5
FAA No. 405 WORDI PHRASE SSecondary Airport Control Station Simplified Directional Facility Specially Prepared Hard Surface Stack Standard Instrument Departure Standard Terminal Arrival
Standpipe Stopway TTactical Air Navigation Aid Tank Taxiway Temporary Threshold Take-off Distance Available Take-off Run Available Touchdown Reflector Touchdown Zone Touchdown Zone Elevation
Tower Transmissometer Transmission Tower Tri-color Visual Approach Slope Indicator UUnder Construction Until Further Notice VVertical Vertical Survey Point Very High Frequency Omnidirectional
Range Visual Approach Slope Indicator Visual Flight Rules Visual Meteorological Conditions VORITaetical Air Navigation A6.6. ) CONTRACTION SACS SDF SPHS STK SID STAR SPIPE STWY TACAN
TK TWY TMPRY THLD TODA TORA TDR TDZ TDZE TWR TMOM TRMSNTWR TRCV llNC UFN VERT VSP VOR VASI VFR VMC VORTAC 9/1/96
9/1/96 WORD! PHRASE WWide Area Augmentation System Wind Direction Indicator Wind Tee Wind Tetrahedron Windsock World Geodetic System of 1984 xnone ynone ZZMarker ) CONTRACTION WAAS WDI
WTEE WTET WSK WGS84 ZM FAA No. 405 A6.7.
FAA No. 405 CONTRACTION AABND AC ACFT ADO AFD AFSS AG A-GEAR AGL ALP ALS AMOM ANA ANT AOC APBN APCH APPLT ARP ARPT ARSR ASDA ASDE ASOS ASR ATCT AWOS AWYBN BBCM BLDG BRDG A6.8. ) WORD!
PHRASE Abandoned Advisory Circular Aircraft Airport District Office Airport Facility Directory Automated Flight Service Station Agricultural Arresting Gear Above Ground Level Airport
Location Point Approach Light System Anemometer Area Navigation Approach Antenna Airport Obstruction Chart Airport Beacon Approach Approach Light Airport Reference Point Airport Air
Route Surveillance Radar Accelerate-Stop Distance Available Airport Surface Detection Equipment Automated Surface Observing System Airport Surveillance Radar Airport Traffic Control
Tower Automatic Weather ObservingIReporting System Airway Beacon Back Course Marker Building Bridge 9/1196
9/1/96 CONTRACTION ) WORDI PHRASE ) FAA No. 405 CCIL Centerline CHY Chinmey CLOM Ceilometer CLSD Closed CONST Construction CORS Continuously Operating Reference Station CTAF Common Traffic
Advisory Frequency DDCLN Distance to Centerline DEND Distance to Runway End DF Direction Finder DME Distance Measuring Equipment DTHLD Displaced Threshold DTHR Distance to Threshold
EEL Elevation ELEC Electrical ELEV Elevation ELLIP Ellipsoid EME Estimated Maximum Elevation EOD Engine Out Departure EQUIP Equipment FFLGPL Flagpole FM Fan Marker FSS Flight Service
Station GGCA Ground Control Approach GPS Global Positioning System GRD Ground GS Glide Slope A6.9.
FAA No. 405 CONTRACTION HHAA HAR HAT HGR HORZ HRP HSP IlCAO lFR ILS IM IMC INOP INTXN ITRF JNone KNone LLDIN LT LDA LMM LOC LOM LTD A6.10. WORDI PHRASE Height Above Airport Height Above
Runway Height Above Touchdown Hangar Horizontal Heliport Reference Point Horizontal Survey Point International Civil Aviation Organization Instrument Flight Rules Instrument Landing
System Inner Marker Instrument Meteorological Conditions Inoperative Intersection International Earth Rotation Service Terrestrial Reference Frame Lead In Lighting System Light Localizer
Type Directional Aid Locator Middle Marker Localizer Locator Outer Marker Lighted 9/1/96
9/1196 CONTRACTION WORDI PHRASE FAA No. 405 MMCWV Microwave MLS Microwave Landing System MLSAZ Microwave Landing System Azimuth Guidance MLSEL Microwave Landing System Elevation Guidance
MM Middle Marker MON Monument MSL Mean Sea Level NNAD27 North American Datum of 1927 NAD83 North American Datum of 1983 NAVD88 North American Vertical Datum of 1988 NAVAID Navigational
Aid NCM Not Commissioned NDB Nondirectional Radio Beacon NFDC National Flight Data Center NFDD National Flight Data Digest NGS National Geodetic Survey NGVD29 National Geodetic Vertical
Datum of 1929 NM Nautical Mile NOAA National Oceanic and Atmospheric Administration NOS National Ocean Service NOTAM Notice to Airmen NSRS National Spatial Reference System NTE Not to
Exceed 0OBS Observation OBST Obstruction ODALS Omnidirectional Approach Light System OIS Obstruction Identification Surface OL Obstruction Lighted OLON Obstruction Light On OM Outer
Marker ORTHO Orthometric OTS Out OfService A6.ll.
FAA No. 405 CONTRACTION PPACS PAPI PAR POC PSM PVASI QNone RRAIL RCO RD REIL RELCTD RFLTR RD(I) RD(N) RR RTR RVR RWY SSACS SDF SID SPHS SPIPE STAR STK STWY A6.12. )WORD! PHRASE Primary
Airport Control Station Precision Approach Path Indicator Precision Approach Radar Point of Contact Permanent Survey Mark Pulsating Visual Approach Slope Indicator Runway Aligmnent Indicator
Lights Remote Connnumcations Outlet Road Runway End Identifier Lights Relocated Reflector Road (Interstate) Road (Noninterstate) Railroad Remote Transmitter/Receiver Runway Visual Range
Runway Secondary Airport Control Station Simplified Directional Facility Standard Instrument Departure Specially Prepared Hard Surface Standpipe Standard Terminal Arrival Stack Stopway
) 9/1196
9/1/96 CONTRACTION WORDI PHRASE FAA No. 405 TTACAN Tactical Air Navigation Aid TDR Touchdown Reflector TDZ Touchdown Zone TDZE Touchdown Zone Elevation THLD Threshold TK Tank TMOM Transmissometer
TMPRY Temporary TODA Take-off Distance Available TORA Take-off Run Available TRCV Tri-color Visual Approach Slope Indicator TRMSNTWR Transmission Tower TWR Tower TWY Taxiway UUFN Until
Further Notice UNC Under Construction VVAR Magnetic Variation VASI Visual Approach Slope Indicator VERT Vertical VFR Visual Flight Rules VMC Visual Meteorological Conditions VOR Very
High Frequency Omnidirectional Range VORTAC VORITactical Air Navigation VSP Vertical Survey Point WWAAS Wide Area Augmentation System WDI Wind Direction Indicator WGS84 World Geodetic
System of 1984 WSK Windsock WTEE Wind Tee WTET Wind Tetrahedron A6.13.
FAA No. 405 CONTRACTION xNone yNone ZZM A6.14. WORDI PHRASE Z Marker 9/1/96
9/1/96 APPENDIX 7 SAMPLE AIRPORT OBSTRUCTION CHART FAA No. 405
9/1/96 A SAMPLE AIRPORT OBSTRUCTION CHART (OC 000) IS FOLDED INSIDE THE BACK COVER FAANo. 405
9/1196 GLOSSARY ) FAANo. 405
9/1/96 GLOSSARY A,B,C ) FAA No. 405 Accuracy -The degree of conformity with a standard, or a value accepted as correct. Precision is the degree of uniformity of repeated measurements
or events. For example, repeat measurements ofthe distance between two points may exhibit a high degree of precision by virtue of the relative uniformity of the measurements. However,
if a "short" tape were used in the measurements, accuracy would be poor in that the measured distance would not conform to the true distance between the points. Surveying and mapping
accuracy standards should include three elements: (1) a stated variation from a true value or a value accepted as correct, (2) the point to "MUch the new value is relative, and (3) the
probability that the new value will be within the stated variation For example, "Horizontal accuracy will be 10 em relative to the nearest Continuously Operating Reference Station (CORS)
at the 95 percent confidence level." Abeam Point -The point on a line that is nearest to an offline point. For example, a point on the runway centerline is "abeam" the Glide Slope Antenna
when the distance from the centerline point to the antenna is a minimum. Accelerate-Stop Distance Available -(ASDA) The runway plus stopway length declared available and suitable for
the acceleration and deceleration ofan airplane aborting a takeoff. Aeronautical Beacon -A visual navigational aid dispaying flashes of white and/or colored light to indicate the location
of an airport, a heliport, a landmark, a certain point of a federal airway in mountainous terrain, or an obstruction. (See Airport Rotating Beacon under Airport Lighting.) Air Navigation
Facility -Any facility used in, available for use in, or designed for use in, aid of air navigation, including landing areas, lights, any apparatus or equipment for disseminating weather
information, for signaling, for radio-directional finding, or for radio or other electrical communication, and any other structure or mechanism having a similar purpose for guiding or
controlling flight in the air or the landing and takeoff ofaircraft. (See Navigational Aid.) Airport -An area on land or water that is used or intended to be used for the landing and
takeoff of aircraft and includes its buildings and facilities, if any. Airport Elevation -The highest point of an airport's usable runways measured in feet from mean sea level (technically,
from the vertical datum.) Airport Lighting -Various lighting aids that may be installed on an airport. Types of airport lighting include: Airport Rotating Beacon (APBN) -A visual navigational
aid operated at many airports. At civil airports, alternating white and green flashes indicate the location of the airport. At military airports, the beacons flash alternately white
and green. but are differentiated from civil beacons by dualpeaked (two quick) white flashes betweeQ the green flashes. Approach Light System (ALS) -An airport lighting facility which
provides visual guidance to landing aircraft by radiating light beams in a directional pattern by which the pilot aligns the aircraft with the extended centerline of the runway on his
final approach for landing. CondenserDischarge Sequential Flashing Lights/Sequenced G1.
FAA No. 405 Flashing Lights may be installed in conjooction with the ALS at some airports Omnidirectional Approach Light System (ODALS) -Seven onmidirectional flashing lights located
in the approach area of a nonprecision approach. Five lights are located on the runway centerline extended with the first light located 300 feet from the threshold and extending at equal
intervals up to 1,500 feet from the tbresoold. The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet from the runway edge, or 75
feet from the rtmway edge when installed on a rtmway equipped with a VASI. Runway Alignment Indicator Lights (RAIL) Sequenced Flashing Lights which are installed only in combination
with other light systems. Runway End Identifier Lights (REIL) -Two Synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive identification
of the approach end of a particular runway. Precision Approach Path Indicator (PAPI) -A visual approach slope indicator normally consisting of light units similar to the VASI but in
a single row of either two or four light units set perpendicular to the rtmway centerline. The row of light units is normally installed on the left side of the runway. Indications are
as follows: Below glide path -all lights red; Slightly below glide path -three lights closest to runway red, other light white; Onglide path -two lights closest to rtmway red, other
two lights white; Slightly above glide path -light closest to rtmway red, other three lights white; Above glide path -all lights white. Pulsating Visual Approach Slope Indicator (pVASI)
-A pulsating visual approach slope indicator normally consisting ofa single light unit projecting a two-color visual approach path into G2. 9/1196 the:final approach area ofthe rtmway
upon which the indicator is installed. The on glide path indication is a steady white light. The slightly below glide path indication is a steady red light. If the aircraft descends
further below the glide path, the red light starts to pulsate. The above glide path indication is a pulsating white light. The pulsating rate increases as the aircraft gets further above
or below the desired glide slope. Tri-Color Visual Approach Slope Indicator (TRVC) -A visual approach slope indicator nonnally consisting ofa single light unit projecting a three-color
visual approach path into the final approach area of the rtmway upon which the indicator is installed. The below glide path indication is red, the above glide path indication is amber,
and the on glide path indication is green. Visual Approach Slope Indicator (VASI) -An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach
to landing by radiating a directional pattern ofhigh intensity red and white focused light beams which indicate to the pilot is ""on path" ifhe sees red/white, "above path" if white/white,
and "below path" if red/red. Some airports serving large aircraft have three-bar VASI's which provide two visual glide paths to the same rtmway. Airport Location Point (ALP) -The permanent
position, usually expressed in latitude and longitude, of an airport for identification and reference purposes. The ALP coincides with the original Airport Reference Point. (See Airport
Reference Point. ) Airport Reference Point (ARP) -The approximate geometric center of all usable runways. ARP is not monumented, therefore not recoverable on the groood. Airport Surface
Detection Equipment (ASDE) -Radar equipment specifically designed to detect all principal features on the surface of an airport, including aircraft and vehicular traffic, and to present
the entire image on a radar indicator
9/1196console in the control tower. Used to augment visual observation by tower personnel of aircraft and/or vehicular movements on the runways and taxiways. Airport Surveillance Radar
(ASR) -Approach control radar used to detect and display an aircraft's position in the terminal area. ASR provides range and azimuth information but does not provide elevation data.
Coverage of the ASR can extend up to 60 nautical miles. Air Route Surveillance Radar (ARSR) -Air route traffic control center (ARTCC) radar used primarily to detect and display an aircraft's
position while en route between terminal areas. Air Route Traffic Control Center (ARTCC) -A facility established to provide air traffic control service to aircraft operating on IFR flight
plans within controlled airspace and principally during the en route phase of flight. When equipment and controller workload permit, certain advisory/assistance services may be provided
to VFR aircraft. Apron -A defined area on an airport or heliport intended to accommodate aircraft for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance.
With regard to seaplanes, a ramp is used for access to the apron from the water. Area Navigation -A method ofnavigation that permits aircraft operation on any desired course within the
coverage ofstation-referenced navigational signals or within the limits of a self-contained system capability. Area navigation systems include GPS, Inertial, and LORAN-C. Area Navigation
Approach (ANA) -An instrument approach procedure using an Area Navigation System. Azimuth Astronomic -At the point of observation, the angle measured from the vertical plane through
the celestial pole and the vertical plane through FAANo. 405 the observed object. The astronomic azimuth is established directly from observations on a celestial body and is measured
in the plane of the horizon. Astronomic azimuths differs from geodetic azimuths because of the deflection of the vertical which can be greater than one minute of arc in extreme cases.
Astronomic azimuths may be reckoned clockwise or counterclockwise, from either north or south, as established by convention. Geodetic -The angle at point A between the tangent to the
meridian at A and the tangent to the geodesic from A to B whose geodetic azimuth is wanted.. It may be reckoned clockwise from either geodetic north or south as established by convention
Because of earth curvature, the geodetic azimuth from A to B (forward azimuth) differs from the geodetic azimuth from B to A (back azimuth) by other than 180 degrees, except where A
and B have the same geodetic longitude or where the geodetic latitude of both points is zero. The geodesic line is the shortest surface distance between two points on the reference ellipsoid
A geodetic meridian is a line on the reference ellipsoid defined by the intersection ofthe reference ellipsoid and a plane containing the minor axis of that ellipsoid Grid -The angle
in the plane ofprojection between a straight line and the central meridian of a planerectangular coordinate system Grid azimuths may be reckoned clockwise from either geodetic north
or south as established by convention Magnetic -At the point of observation, the angle between the vertical plane through the observed object and the vertical plane in which a freely
suspended symmetrically magnetized needle, influenced by no transient artificial magnetic disturbance, will come to rest. Magnetic azimuths are reckoned clockwise from magnetic north.
Bench Mark -A relatively permanent natural or artificial material object bearing a marked point whose elevation above or below an adopted surface (datum) is known. G3.
FAA No. 405 Blast Fence -A barrier that is used to divert or dissipate jet or propeller blast. Blast Pad -A specially prepared surface placed adjacent to the ends of nmways to eliminate
the erosive effect ofthe high wind forces produced by airplanes at the beginning oftheir takeoff rolls. Catenary -The curve theoretically fonned by a perfectly flexible, unifonnly dense
and thick, inextensible cable suspended from two points. Also a cable suspended between two points and having the approximate shape ofa catenary. Clearway -An area beyond the takeoff
nmway under the control of airport authorities within which terrain or fixed obstacles may not extend above specified limits. These areas may be required for certain turbine-powered
operations and the size and upward slope ofthe clearway will differ depending on when the aircraft was certificated. G4. 9/1/96 Compass Locator -A low power, low or medium frequency
(LIMF) radio beacon installed at the site of the outer or middle marker of an instrument landing system system (ILS). It can be used for navigation at distances of approximately 15 miles
or as authorized in the approach procedure. Control Station -A point on the ground whose position and!or elevation is used as a basis for obtaining positions and/or elevations ofother
points. Continuously Operating Reference Station (CORS) -A permanent GPS facility whose GPS receiver continuously provides observables from the GPS satellites, allowing stations occupied
temporarily by GPS receivers to be differentially positioned relative to it. CORS are related to the NAD 83 coordinate system at the 1-3 em level either by being collocated at VLBI sites
which were used to define the coordinate system, or by being differentially positioned relative to such a collocated GPS station.
9/1/96 D,E,F FAA No. 405 Datum -In general, a point, line, surface, or set of values used as a reference. A geodetic datum is a set of constants specifYing the coordinate system and
reference used for geodetic control (See Control Station), ie, for calculating coordinates ofpoints on the earth. At least eight constants are needed to form a complete datum: three
to specifY the location of the origin of the coordinate system; three to specify the orientation of the coordinate system; and two to specifY the dimensions of the reference ellipsoid
Any point has a unique X,Y,Z datum coordinate which can be transformed into latitude, longitude, and ellipsoid height (height relative to the ellipsoid). A horizontal control datum is
a geodetic datum specified by two coordinates (latitude and longitude) on the ellipsoid surface, to which horizontal control points are referenced A vertical datum is a theoretical equipotential
surface with an assigned value of zero to which elevations are referenced. (See Geoid). Datmn Tie -The process of determining, through appropriate survey methods, a position (horizontal
tie) or elevation (vertical tie) of a new point relative to the position/elevation of a control station with established datum values, such as, a control station in the National Spatial
Reference System (NSRS). The new point may be a permanent survey monument. This process ensures that the new point will have the proper relationship to NSRS and to all other points tied
to NSRS. Direction Finder (DF) -A radio receiver equipped with a directional sensing antenna used to take bearings on a radio transmitter. Distance Measuring Equipment (DME) -Equipment
(airborne and ground) used to measure, in nautical miles, the slant range distance ofan aircraft from the DME navigational aid. DME is usually frequency paired with other navigational
aids, such as a VOR or localizer. Ellipsoid -See Reference Ellipsoid Ellipsoid Height -The distance, taken along the perpendicular to the ellipsoid, between a point and the reference
ellipsoid Ellipsoid heights are positive if the point is above the ellipsoid. Ellipsoid heights are the heights resulting from GPS observations. Ellipsoid height = Geoid Height + Orthometric
Height. Federal Base Network (FBN) -A fundamental reference network of permanently monumented control stations in the United States at a I degree x I degree nominal spacing, established,
maintained, and monitored by the National Geodetic Survey, providing precise latitude, longitude, ellipsoidal height, orthometric height, and gravity values. The FBN is a very precise
subset ofthe National Spatial Reference System. Flight Path -A line, course, or track along which an aircraft is flying or intended to be flown. Frangible Fixture -A fixture designed
to break at a predetermined point when struck by a predetermined force to minimize damage if accidently struck by an aircraft. G5
FAA No. 405 G, H,I 9/1/96 Geoid -The theoretical surface of the earth that coincides everywhere with approximate mean sealevel. The geoid is an equipotential surface to which, at every
point, the plumb line is perpendicular. Because oflocal disturbances of gravity, the geoid is irregular in shape. Geoid Height -The distance, taken along a perpendicular to the reference
ellipsoid, between the reference ellipsoid and the geoid. The geoid height is positive if the geoid is above the reference ellipsoid. (Geoid height is negative for the conterminous United
States). Geoid Height = Ellipsoidal Height Orthometric Height. Global Positioning System (GPS) -A space-based radio positioning, navigation, and time-transfer system. The system provides
highly accurate position and velocity information, and precise time, on a continuous global basis, to an unlimited number of properly equipped users. Ground Controlled Approach (GCA)
-A radar approach system operated from the ground by air traffic control personnel transmitting instructions to the pilot by radio. The approach may be conducted with airport surveillance
radar (ASR) only or with both surveillance and precision approach radar (PAR). He1ipad -A small designated area, usually with a prepared surface, on a heliport, airport, landing/takeoffarea,
apron/ramp, or movement area used for takeoff, landing, or parking ofhelicopters. Heliport -An area of land, water, or structure used or intended to be used for the landing and takeoff
of helicopters and includes its buildings and facilities if any. G6. Heliport Reference Point (HRP) -The geographic position of the heliport expressed in latitude and longitude at, (I)
the centtY of the fmal approach and takeoff (FATO) area or the centroid of multiple FATO's for heliports having visual and nonprecision instnnnent approach procedures, or (2) the center
of the final approach reference area when the heliport has a precision instrument approach. Instrument Landing System (ILS) -A precision instrument approach system which normally consists
ofthe following electronic components and visual aids: Localizer Glide Slope Outer Marker Middle Marker Approach Lighting Instrument Runway -A runway equipped with electronic and visual
navigational aids for which a precision or nonprecision approach procedure having straight-in landing minimums have been approved International Civil Aviation Organization (ICAO) -A
specialized agency of the United Nations whose objective is to develop the principles and techniques ofinternational air navigation and to foster planning and development of international
civil air transport.
9/1/96 J,K,L FAA No. 405 Landing Area -Any locality either on land, water, or structure, including airports/heliports, and intermediate landing fields, which is used, or intended to
be used, for the landing and takeoff of aircraft whether or not facilities are provided for shelter, servicing, or for receiving or discharging passengers or cargo. Landing Direction
Indicator -A device, usually a tetrahedron, which visually indicates the direction in which landings and takeoffs should be made. Leveling -The process of determining the difference
in elevation between two points. In geodetic leveling, this process results in a vertical distance from a vertical datum. Direct -The determination of differences in elevation by means
of a series of horizontal observations on a graduated rod. The leveling instrument maintains a horizontal line of sight through spirit leveling or a compensation mechanism The rod is
observed while it is resting on a point ofknown elevation (backsight) and then, without disturbing the elevation of the leveling instrument, is observed a second time while resting on
the unknown point (foresight). The differential in rod readings is applied to the starting elevation to determine the elevation of the unknown. Indirect -The determination of differences
in elevation by means other than differential leveling, such as, trigonometric leveling. In trigonometric leveling, the vertical angle and distance from the instrument to the point of
unknown elevation are measured and the difference in elevation between the instrument and the unknown point is then computed using trigonometry. Local Control -A control station or network
of control stations in a local area used for referencing local surveys. Local control mayor may not be tied to the National Spatial Reference System (See Control Station). Localizer
(LOC) -The component of an ILS which provides course guidance to the runway. Localizer Type Directional Aid (LDA) -A navigational aid used for nonprecision instrument approaches with
utility and accmacy comparable to a localizer but which is not part of a complete ILS and is not aligned with the runway. Long Range Navigation (LORAN) -An electronic navigation system
by which hyperbolic lines of position are determined by measuring the difference in the time of reception of synchronized pulse signals from two fixed transmitters. LORAN A operates
in the 1750 -1950 kHz frequency band LORAN C and D operate in the 100 -110kHz frequency band G7.
FAA No. 405 ) M,N,O 9/1/96 Marker Beacon -An electronic navigational facility transmitting a 75 MHz vertical fan or boneshaped radiation patter to be received by aircraft flying overhead..
Marker beacons are identified by their modulation frequency and keying code, and when received by compatible airborne equipment, indicate to the pilot, both aurally and visually, that
he is passing over the facility. Inner Marker (1M) -A marker beacon. used with an ILS Category II precision approach, located between the middle marker and the end of the ILS runway
and normally located at the point of designated decision height, normally 100 feet above the touchdown zone elevation, on the ILS Category II approach. It also marks progress during
a ILS Category ill approach. Middle Marker (MM)-A marker beacon that defines a point along the glideslope of an ILS, normally located at or near the point of decision height for ILS
Category I approaches. Outer Marker (OM) -A marker beacon at or near the glideslope intercept altitude of an ILS approach. The outer marker is normally located four to seven miles from
tre runway threshold on the extended centerline of the runway. Mean Sea Level (MSL) -The average location ofthe interface between the ocean and atmosphere, over a period oftime sufficiently
long so that all raOOom and periodic variations of short duration average to zero. Minimum Safe Altitude Warning (MSAW) -A function of the ARTS ill computer that aids the controller
by alerting him when a tracked Mode C equipped aircraft is below or is predicted by the computer to go below a predetermined minimum safe altitude. Minimums -Weather condition requirements
established for a particular operation or type of operation; e.g., IFR takeoff or landing, alternate airport for IFR flight plans,VFR flight etc. Missed Approach -A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. Movement Area -The runways, taxiways, and other areas of
an airport/heliport which are utilized for taxiing/hover taxiing, taxiing, air taxiing, takeoff, and landing of aircraft, exclusive ofloading ramps and parking areas. At those airports/heliports
with a tower, specific approval for entry onto the movement area must be obtained from ATC. National Airspace System (NAS) -The common network ofD.S. airspace; air navigation facilities,
equipment and services, airports or landing areas; aeronautical charts, information and services; rules, regulations, and procedures, technical information. and manpower and material.
Included are system components shared jointly with the military. National Flight Data Center (NFDC) -A facility in Washington, D.C., established by FAA to operate a central aeronautical
information service for the collection. validation, and dissemination of aeronautical data in support of the activities of government, industry, and the aviation community. The information
is published in the ''National Flight Data Digest." National Flight Data Digest (NFDD) -A daily (except weekends and Federal holidays) publication of flight information appropriate to
aeronautical charts, aeronautical publications, Notices to Airmen. or other media serving the purpose of providing operational flight data essential to safe and efficient aircraft operations.
National Spatial Reference System (NSRS) -A network of permanent survey monuments located throughout the United States with accurately determined positions (horizontal network) and/or
elevations (vertical network). Gravity values, not always monwnented, are also part ofNSRS.G8.
9/1/96 Responsibility for establishing and maintaining NSRS rests with the National Geodetic Survey under the U.S. Department ofConnnerce. CWTent authority is contained in United States
Code, Title 33, USC 883a as amended, and specifically defined by Executive Directive, Bureau of the Budget (now Office of Management and Budget) Circular No. A-16 Revised. Navigable
Airspace -Airspace at and above the minimum flight altitude prescribed in the FARs, including airspace needed for safe takeoffand landing. Navigational Aid (NAVAID) -Any visual or electronic
device airborne or on the surface which provides point to point guidance information or position data to aircraft in flight. (See Air Navigation Facility.) Nondirectional Beacon (NOB)
-An L/MF or llHF radio beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his bearing to or from the
radio beacon and "home" or track to or from the station. When the NDB is installed in conjtulction with an Instrument Landing System marker, it is normally called a Compass Locator.
Nonprecision Approach Procedure -A standard instrument approach procedure in which no electronic glide slope is provided; e.g., VOR, TACAN, NDB, LOC, ASR, LOS, and SDF approaches. Notice
to Ainnen (NOTAM) -A notice containing information (not known sufficiently in advance to publicize by other means) concerning the establishment, condition, or change in any ) FAA No.
405 component (facility, service, or procedure of, or hazard in the National Airspace System) the timely knowledge of which is essential to personnel concerned with flight operations.
Obstruction -Any object that penetrates an obstruction identification surface. Obstruction Identification Surface (OIS) -Any imaginary surface authorized by the Federal Aviation Administration
to identify obstructions. Any object that penetrates an OIS is an obstruction, by definition Specified OIS -Any OIS other than a supplemental OIS. Supplemental OIS -An OIS designated
by appropriate FAA authorities as a supplemental OIS. A supplemental OIS, when implemented, will normally lie below a specified OIS and is intended to provide additional obstruction
information. An object that penetrates a supplemental OIS only is a supplemental obstruction. Offset NAVAID -A NAVAID used during the final approach segment of a straight in instrument
approach and not located on the runway centerline or centerline extended. Orthometric Height -The distance, taken along the plumb line, between a point and the geoid. Orthometric heights
are positive if the point is above the geoid. Orthometric Height = Ellipsoid Height -Geoid Height. G9.
FAA No. 405 P,Q,R 9/1/96 Planimetry -The plan detail of a map that has no indication of relief or contour. Plot Point -A point that represents the position of a feature. This point may
be located on the feature or located between feature components. For example, the plot point for a Precision Approach Path Indicator (PAPI) system is the center of the light array which
falls between light units. Precision Approach Procedure -A standard instnunent approach procedure in which an electronic glideslope/glidepath is provided; e.g., GPS, ILS, and PAR approaches.
Precision Approach Radar (PAR) -Radar equipment, in some ATC facilities operated by FAA and/or the military services at joint use civiVmilitary locations and separate military installations
to detect and display azimuth, elevation, and range of aircraft on the final approach course to a nmway. This equipment may be used to monitor rertain oonradar approaches, but is primarily
used to conduct a precision instrument approach wherein the controller issues guidance instructions to the pilot based on the aircraft's position in relation to the final approach course
(azimuth), glidepath (elevation), and distance (range) from the touchdown point on the nmway as displayed on the radar scope. Primary Airport Control Station (PACS) -A control station
established in the vicinity of, and usually on, an airport, and tied directly to the National Spatial Reference System. PACS must be declared PACS by the National Geodetic Survey and
must meet the specific siting, construction, and accuracy requirements for PACS. Progressive Taxi -Precise taxi instructions given to a pilot unfamiliar with the airport or issued in
stages as the aircraft proceeds along the taxi route. Published Data -Data officially issued for distribution to the public. Radio Detection and Ranging (RADAR) -A device which, by measuring
the time interval between transmission and reception of radio pulses and correlating the angular orientation of the radiated antenna beam or beams in azimuth and/or elevation, provides
information on range, azimuth, and/or elevation of objects in the path of the transmitted pulse. Primary Radar -A radar system in which a minute portion of a radio pulse transmitted
from a site is reflected by an object and then received back at the site for processing and display at an air traffic control facility. Secondary RadarlRadar Beacon (ATCRBS) -A radar
system in which the object to be detected is fitted with cooperative equipment in the form of a radio receiver/transmitter (transponder). Radar pulses transmitted from the searching
transmittfflreceiver (interrogator) site are received in the cooperative equipment and used to trigger a distinctive transmission from the transponder. This reply transmission, rather
than a reflected signal, is then received back at the transmitter/receiver site for processing and display at an air traffic control facility. Radar Approach -An instrument approach
procedure which utilizes Precision Approach Radar (PAR) or Airport Surveillance Radar (ASR). Radio Beacon -See Nondirectional Beacon Ramp -See Apron Reference Ellipsoid -A geometric
figure comprising one component of a geodetic datum, usually determined by rotating an ellipse about its shorter (polar) axis, and used as a surface of reference for geodetic surveys.
The reference ellipsoid closely approximates the dimensions of the geoid, with certain ellipsoids fitting the geoid more closely for various areas of the earth. Elevations derived directly
from satellite observations are relative to the ellipsoid and are called ellipsoid heights. 010.
4/15/98 CHANGE 1 Remote Communications Outlet (RCO) -An unmanned communications facility remotely controlled by air traffic personnel. RCO's serve flight service stations. Remote TransmitterlReceiver
s (RTR) serve terminal ATC facilities. Remote Transmitter/Receiver (RTR) -See Remote Communications Outlet. FAA No. 405 Runway -A defined rectangular area on a land airport prepared
for the landing and takeoff run of aircraft along its length Runways are normally numbered in relation to their magnetic direction rounded off to the nearest 10 degrees: e.g., Runway
10, Runway 25. Runway Length -The straight line distance between runway end points. This line does not account for I surfuce undulations between points. Official runway lengths are normally
computed from runway end coordinates and elevations. GIL
FAA No. 405 S, T, U ) 9/1/96 Secondary Airport Control Station (SACS) -A control station established in the vicinity of, and usually on, an airport, and tied directly to the Primary
Airport Control Station SACS must be declared SACS by the National Geodetic Survey and must meet the specific siting, construction, and accuracy requirements for SACS. Simplified Directional
Facility (SDF) -A navigational aid used for nonprecision instrument approaches. The final approach course is similar to that ofan ILS localizer except that the SDF course may be offset
from the runway, generally not more than 3 degrees, and the course may be wider than the localizer, resulting in a lower degree ofaccuracy. Specially Prepared Hard Surface (SPHS) -A
concrete, asphalt, or other paved surface, or an unpaved surface that has been specially treated to stabilize the surface, protect the subsurface, or provide a smoother rolling surface
for aircraft. Unpaved SPHS's include compacted gravel, and gravel treated with a stabilizing bituminous material. State Plane Coordinate System -A series of planerectangular coordinate
systems established by the U.S. Coast and Geodetic Survey for the entire United States, with a separate system for each state. A mathematical relationship exists between state plane
and geodetic coordinates, one being easily transformed into the other. The advantage of the State Plane Coordinate System is that it permits survey computations for small areas to be
performed using plane trigonometry (as opposed to more complex spherical trigonometry), while still yielding very nearly the true angles and distances between points. Stopway -An area
beyond the takeoff runway, no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing
structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. G12. Supplemental Profile Point -A runway/stopway
point selected so that a straight line between any two acljacent published runway/stopway points will be no greater than one foot from the runway/stopway surface. Take-offDistance Available
(TODA) -The length of the take-off run available plus the length of the clearway, if provided. Take-off Run Available (TORA) -The length of the runway declared available and suitable
for the ground run of an aeroplane take-off. Tactical Air Navigation (TACAN) -An ultra-high frequency electronic rho-theta air navigational aid which provides suitably equipped aircraft
a continuous indication of bearing and distance to the TACAN station. Tetrahedron -A device normally located on uncontrolled airports and used as a landing direction indicator. The small
end of the tetrahedron points in the direction of landing. Threshold (THLD) -The beginning ofthat portion of the runway available for landing. A displaced threshold (DTHLD) is a threshold
that is located at a point on the runway other than the designated beginning of the runway. A relocated threshold (RTHLD) is a threshold that is located at the runway end but not at
the end ofpavement. Touchdown Zone (TDZ) -The first 3,000 feet of the runway beginning at the threshold. Touchdown Zone Elevation (TDZE) -The highest elevation in the Touchdown Zone.
Transmissometer (TMOM) -An apparatus used to determine visibility by measuring the transmission of light through the atmosphere. It is the measurement source for determining runway visual
range (RVR) and runway visibility value (RVV).
9/1196 "'. v, W,X, Y,Z FAA No. 405 VI -The takeoff decision speed. If a system failure occurs before VI the takeoff is aborted. If the failure occurs at or above VI' the pilot is committed
to continue the takeoff Vertical Takeoff and Landing (VTOL) Aircraft Aircraft capable of vertical climbs and/or descents and ofusing very short runways or small areas for takeoff and
landings. These aircraft include, but are not limited to, helicopters. Very High Frequency Onmidirectional Range Station (VOR) -A ground-based electronic navigation aid transmitting
very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north Very High Frequency Onmidirectional Range/Tactical Air Navigation (VORTAC) -A navigation
aid providing VOR azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME) at one site. Visual Approach -An approach conducted on an instrument flight rules (IFR) flight
plan which authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times, have either the airport or preceding aircraft in sight. Visual Glideslope
Indicator -A navigational aid that provides vertical visual guidance to aircraft during approach to landing by either radiating a directional pattern of high intensity light into the
approach area, or providing lighted or unlighted panels which can be aligned by the pilot, thereby allowing the pilot to determine if the aircraft is above, below, or on the prescribed
glidepath. (See Airport Lighting). Waypoint -A predetennined geographical position used for route/instrument approach definition, or progress reporting purposes, that is defined relative
to a VORTAC station or in terms of latitudellongitude coordinates. Wide Area Augmentation System (WAAS) -The total FAAsystem designed and built to meet the mission needs ofinsuring satellite
integrity for using GPS for required navigation performance (RNP) in the National Airspace System and of improving accuracy to support precision approaches using GPS augmented with theWAAS.
theWAAS. Gl3