-1-

CIVIL AVIATION AUTHORITYCIVIL AVIATION

ADVISORY PUBLICATION

Date: July 1992 No: 92-1(1)

SUBJECT: GUIDELINES FOR AEROPLANE LANDING AREAS

IMPORTANTThe information in this publication isadvisory only. There is no legalrequirement to observe the details setout in this publication. The Civil AviationRegulations set out the legalrequirements that must be complied within relation to the subject matter of thispublication. There may be a number ofways of ensuring that the requirementsof the Civil Aviation Regulations are met.This publication sets out methods thatmay be used and which experience hasshown should, in the majority of cases,ensure compliance with the Regulations.However, before using the information inthis publication the user should alwaysread the Civil Aviation Regulations listedin the reference section below to ensurethat he or she complies with the legalobligations of the Regulations.

PURPOSECivil Aviation Regulation 92 (1) statesthat: “An aircraft shall not land at, ortake-off from, any place unless: ...(d) theplace....is suitable for use as anaerodrome for the purposes of thelanding and taking-off of aircraft; and,having regard to all the circumstances ofthe proposed landing or take-off(including the prevailing weatherconditions), the aircraft can land at, ortake-off from, the place in safety.”

Regulation 92 (1) does not specify themethod of determining which“circumstances”, other than theprevailing weather conditions, should beconsidered in any particular case. Thesematters are the responsibility of the pilot

in command and, in somecircumstances, are shared with theaircraft operator.

These guidelines set out factors thatmay be used to determine the suitabilityof a place for the landing and taking-offof aeroplanes. Experience has shownthat, in most cases, application of theseguidelines will enable a take-off orlanding to be completed safely, providedthat the pilot in command:

(a) has sound piloting skills; and

(b) displays sound airmanship.

CANCELLATIONThis is the second issue of CAAP 92-1,and supersedes CAAP 92-1(0).

REFERENCESThis publication should be read inconjunction with: Civil AviationRegulations 92 (1), 93, 233 and 235;Civil Aviation Orders; and theAeronautical Information Publication.

HOW TO OBTAIN COPIES OF THISPUBLICATIONCopies of this publication may beobtained from:

Civil Aviation Authority PublicationsCentre

607 Swanston StreetCarlton

Victoria 3053

Telephone (008) 331676(008) 334191(03) 342 2000

CONTENTS1 Definitions p 2

CAAP 92-1(1) Guidelines for aeroplane landing areas

-2-

2 Conversion table p 2

3 Which aircraft may use alanding area? p 2

4 Which types of operations maybe conducted from a landingarea? p 2

5 Recommended minimumphysical characteristics oflanding areas and wateralighting areas p 3

6 Marking of landing areas p 4

7 Lighting for night operations p 4

8 Other factors that should beconsidered prior to using alanding area p 4

9 Surface testing of a landingarea p 5

1 - DEFINITIONS1. In these guidelines, unless thecontrary is stated:

“clearway” means an area in whichthere are no obstacles penetrating aslope of 2.5% rising from the end of therunway over a width of 45m;

“float plane” means any aeroplanedesigned for landing or taking-off fromwater;

“fly-over area” means a portion ofground adjacent to the runway stripwhich is free of tree stumps, large rocksor stones, fencing, wire and any otherobstacles above ground but may includeditches or drains below ground level;

“landing area” (LA) means an area ofground suitable for the conduct of take-off and landing and associatedaeroplane operations under specificconditions;

“lateral transitional slope” means adesirable area around all LA's whichprovides greater lateral clearance in thetake-off and landing area and mayreduce wind-shear when the runway issituated near tall objects such as treesand buildings. The dimensions of asuitable lateral transitional slope areshown in the following diagram;

Figure 1 - Transitional Slope

“obstacle free area” means thereshould be no wires or any other form ofobstacles above the approach and take-off areas, runways, runway strips, fly-over areas or water channels;

“runway” means that portion of thelanding area which is intended to beused for the landing or take-off ofaeroplanes;

“runway strip” means a portion ofground between the runway and fly-overarea which is in a condition that ensuresminimal damage to an aeroplane whichmay run off a runway during take-off orlanding;

“water alighting area” means a suitablestretch of water for the landing or taking-off of a float plane under specificconditions.

2 - CONVERSION TABLE2. Landing area gradients and splaysexpressed as a percentage, inaccordance with ICAO practice, may beconverted into ratios or angles using thefollowing table:

Percentage Ratios Degrees &Minutes

1 1:100 0 34’

2 1:50 1 09’

2.5 1:40 1 26’

2.86 1:35 1 38’

3 1:33.3 1 43’

3.33 1:30 1 55’

5 1:20 2 52’

12.5 1:8 7 08’

20 1:5 11 18’

Guidelines for aeroplane landing areas CAAP 92-1(1)

-3-

3 - WHICH AIRCRAFT MAY USE ALANDING AREA?3. Use of landing areas other thanaerodromes is not recommended foraircraft with a MTOW greater than 5700kg.

4 - WHICH TYPES OF OPERATIONSMAY BE CONDUCTED FROM ALANDING AREA?4. Aeroplanes engaged in the followingoperations may use a landing area:

(a) private;

(b) aerial work—excluding studentsolo flying and student dualflying prior to successfulcompletion of the GeneralFlying Progress Test; and

(c) charter.

5 - RECOMMENDED MINIMUMPHYSICAL CHARACTERISTICS OFLANDING AREAS AND WATERALIGHTING AREAS

5.1 Runway Width. For other thanagricultural operations, a minimum widthof 15 metres is recommended althoughaeroplanes with a MTOW below 2000kgcan be operated safely on runways asnarrow as 10 metres provided there isno or only light cross-wind. Foragricultural operations, a 10 metre widerunway is the recommended minimum.

5.2 Runway Length. For other thanagricultural operations by day, a runwaylength equal to or greater than thatspecified in the aeroplane's flight manualor approved performance charts orcertificate of airworthiness, for theprevailing conditions is required(increasing the length by an additional15% is recommended when unfactoreddata is used). For agricultural dayoperations, the minimum runway lengthis the greater of 75% of the take-offdistance specified in the aeroplane'sflight manual or approved performancechart for the prevailing conditions withthe balance as clearway or the landingdistance so specified.

5.3 Longitudinal Slope. Thelongitudinal slope between the runway

ends should not exceed 2%, except that2.86% is acceptable on part of therunway so long as the change of slope isgradual. For agricultural operations, theslope should not exceed 12.5% for dayand 2% for night operations: where theoverall slope exceeds 2% the runwayshould only be used for one-wayoperations — downhill for take-off anduphill for landing.

5.4 Transverse Slope. The transverseslope between the extreme edges of therunway strip should not exceed 2.5% or12.5% upward slope over the fly-overarea. For agricultural day operations,the transverse slope should not be morethan 3% over the runway and 5% overthe runway strip.

5.5 Other Physical Characteristics.Both ends of a runway, not intendedsolely for agricultural operations, shouldhave approach and take-off areas clearof objects above a 5% slope for day anda 3.3% slope for night operations. Otherrecommended landing area physicalcharacteristics are shown on thefollowing diagrams:

Figure 2A - Single engined and Centre-LineThrust Aeroplanes not exceeding 2000 kg

MTOW (day operations)

Figure 2B - Other Aeroplanes (dayoperations)

CAAP 92-1(1) Guidelines for aeroplane landing areas

-4-

Figure 3 - Dimensions (night operations)

Figure 4 - Dimensions - agricultural dayoperations

Figure 5 - Dimensions - agriculture nightoperations

5.6 Float plane alighting areas. Forwater operations, a minimum width waterchannel of 60 metres for day operationsand 90 metres for night operations isrecommended. The depth of water overthe whole water channel should not beless than 0.3 metres below the hull orfloats when the aeroplane is stationaryand loaded to maximum take-off weight.An additional area, as shown in thefollowing diagrams, provides a protectivebuffer for the water channel but neednot consist of water. Where theadditional area consists of water then itshould be clear of moving objects orvessels under way. The centre line of awater channel may be curved, providedthat the approach and take-off areas arecalculated from the anticipated point oftouchdown or lift-off.

Figure 6 - Float planes

6 - MARKING OF LANDING AREAS6.1 Where extended operations areexpected to be conducted at a landingarea, the owner/operator is encouragedto provide markings similar to thosefound at government and licensedaerodromes. If markings are provided,they should follow the colours andspecifications set out in AIP AGA. Asuitable layout is shown at Figure 7.

6.2 Where runway markers are providedwhich are not flush with the surface, theyshould be constructed of a material thatis not likely to damage an aircraft.

Figure 7 - Typical ALA layout and marking

7 - LIGHTING FOR NIGHTOPERATIONS7.1 The recommended minimum lightingand layout is as follows:

Guidelines for aeroplane landing areas CAAP 92-1(1)

-5-

Figure 8 - Lighting for Night Operations

7.2 The lights should, under the weatherconditions prevailing at the time of theflight, be visible from a distance of noless than 3000 metres.

7.3 Substitution of runway lights withreflectorised markers is permitted but notrecommended by the Authority.

7.4 The different types of reflectorisedmarkers vary in efficiency. Theirluminosity can be affected by a numberof factors, including equipmentcleanliness/layout, the position/strengthof the aircraft landing light(s) andmeteorological conditions -— especiallycross winds on final.

7.5 The following lights should not besubstituted by reflectorised markers:

(a) runway end/threshold cornerlights;

(b) lights 90m from each runwayend/threshold; and

(c) lights nearest to theilluminated runway mid-lengthpoint.

8 - OTHER FACTORS THAT SHOULDBE CONSIDERED PRIOR TO USING ALANDING AREA8.1 A pilot should not use a landing areaor have an aeroplane engine runningunless the aeroplane is clear of allpersons, animals, vehicles or otherobstructions.

8.2 A pilot should not use a landing areawithout taking all reasonable steps toensure the physical characteristics anddimensions are satisfactory. For aerialwork and charter operations the operatorshould provide evidence to the pilot onthe suitability of a landing area prior toits use.

8.3 Runway lengths calculated for take-offs and landings should be increasedby 50% for agricultural operations onone-way runways at night.

8.4 Geographic Location. A landingarea should not be located:

(a) within the area or in suchclose proximity as to create ahazard to aircraft conducting apublished instrumentapproach, excluding theholding pattern; or

(b) within any area where thedensity of aircraft movementsmakes it undesirable; or

(c) where take-off or landinginvolving flight over apopulated area creates anunnecessary hazard.

8.5 Except in an emergency, theconsent of the owner/occupier isrequired before a landing area may beused.

8.6 If the proposed landing area islocated near a city, town or populousarea or any other area where noise orother environmental considerationsmake aeroplane operations undesirable,the use of such a landing area may beaffected by the provisions of theCommonwealth Environment Protection(Impact of Proposals) Act 1974 andparallel State legislation as well as otherlegislation. It is the responsibility of thepilot and/or operator to conform withthese requirements.

8.7 A method of determining the surfacewind at a landing area is desirable. Awind sock is the preferred method.

8.8 The surface of a landing area shouldbe assessed to determine its effect onaeroplane control and performance. Forexample, soft surfaces or the presenceof long grass (over 150mm) will increasetake-off distances while moisture, loosegravel or any material that reducesbraking effectiveness will increaselanding distance.

9 - SURFACE TESTING OF A LANDINGAREA

9.1 Rough Surfaces. The presence ofholes, cracks and ruts will degradeaeroplane performance and handlingand increase the possibility of structuraldamage. The smoothness of a runway

CAAP 92-1(1) Guidelines for aeroplane landing areas

-6-

can be tested by driving a stiffly sprungvehicle along the runway at a speed ofat least 75 kph. If this is accomplishedwithout discomfort to the occupants, thesurface can be considered satisfactory.

9.2 Soft, Wet Surfaces. A test vehicleas indicated in the table below should bedriven in a zig-zag pattern at a speednot exceeding 15 kph along the fulllength and width of the runway.Particular attention should be paid tosuspect areas with possibly threepasses over these areas. If tyre imprintsexceed a depth of 25mm the surface isnot suitable for aircraft operationsrepresented by the test vehicle.Experience may prove that for a certaintype of aircraft (eg, an aircraft with small

wheels or high tyre pressure) operationsare unsafe with a lesser imprint. Testingwith a crowbar should also be done inseveral places along the runway toensure that a dry surface crust does notconceal a wet base.