obstacle limitation surface (ols) survey and … · · 2015-10-26toda take off distance available...

Pacific Aviation Investment Program

(PAIP)

Ministry of Communications, Transport

and Tourism Development

12 April 2013

Document No. D-V2-1

Obstacle Limitation Surface (OLS) Survey and Operational Review Report Cassidy International Airport (CXI) - Kiribati (D-V2-1)

AECOM

Pacific Aviation Investment Program (PAIP)

Obstacle Limitation Surface (OLS) Survey and Operational Review Report - Cassidy

International Airport (CXI) - Kiribati (D-V2-1)

12 April 2013

Obstacle Limitation Surface (OLS) Survey and Operational Review

Report

Cassidy International Airport (CXI) - Kiribati (D-V2-1)

MCTTD/CFLS/ATK-A14

Prepared for

Ministry of Communications, Transport and Tourism Development

Prepared by

AECOM New Zealand Limited

8 Mahuhu Crescent, Auckland 1010, PO Box 4241, Auckland 1140, New Zealand

T +64 9 967 9200 F +64 9 967 9201 www.aecom.com

12 April 2013

60277003

AECOM in Australia and New Zealand is certified to the latest version of ISO9001 and ISO14001.

© AECOM New Zealand Limited (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other

party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any

third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and

AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional

principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which

may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

AECOM




12 April 2013

Quality Information

Document Obstacle Limitation Surface (OLS) Survey and Operational Review Report

Ref

60277003

k:\_projects\atta paip airports (60277003 60277004 60277008)\6. draft docs\6.1

reports\ols reports\kiribati\cassidy\ols report kiritimati cxi - rev b.docx

Date 12 April 2013

Prepared by Mike McWilliams, Dave Park

Reviewed by Craig Ridgley

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

A 5-Mar-2013 For Client Review Craig Ridgley

Aviation Director

B 12-Apr-2013 Updated to include

Operational Review

Craig Ridgley

Aviation Director

AECOM




12 April 2013

Table of Contents

Glossary i Executive Summary ii 1.0 Introduction 1

1.1 Terms of Reference 1 1.2 Scope of Services – extracted from TOR 1

2.0 Survey Methodology 3 2.1 Technical References 3 2.2 Field Survey 3 2.3 Data Processing 3

3.0 Aerodrome Data 5 3.1 Aerodrome Reference Point – ARP 5 3.2 Runway End Points 5 3.3 Runway Declared Distances 6 3.4 Runway Strip and RESA Dimensions 8 3.5 Magnetic Declination 8 3.6 Altimeter Check Location 8 3.7 Navigational Aids Locations 9 3.8 Tall Masts 9

4.0 Aerodrome Design Requirement 12 4.1 Background 12 4.2 Aircraft and Aerodrome Classification 12

5.0 Obstacle Limitation Surfaces 13 5.1 Limitation Surfaces Details 13 5.2 Type A Charts 14

6.0 Tables 15 6.1 Take-Off Obstacles Departure Runway 08 15 6.2 Take Off Obstacles Departure Runway 26 16

7.0 Approach Obstacles 17 7.1 Runway 08 Approach 17 7.2 Runway 26 Approach 18

8.0 Operational Review 19 8.1 Strip Width 19 8.2 Take-off OLS 19 8.3 Approach OLS 21

8.3.1 Transitional OLS 23 8.4 PAPI Protection Surface (PSS) 23 8.5 Runway Reconfiguration for Compliance 23 8.6 Review of Aircraft Performance Restrictions 23 8.7 Recommendations 23

8.7.1 Recommended NOTAM and AIP Amendments 24

Appendix A Topographical Survey Report A

Appendix B ICAO Type A chart and data tables B

Appendix C Approach OLS chart and data tables C

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Glossary

AC Advisory Circular

AIP Aeronautical Information Publication

ARP Aerodrome Reference Point

ASDA Accelerated Stop Distance Available

ATC Air Traffic Control

ATCT Air Traffic Control Tower

DME Distance Measuring Equipment

EOL Effective Operational Length

GPS Global Positioning System

ICAO International Civil Aviation Organization

ISO International Organization for Standardization

ITRF International Terrestrial Reference System

km Kilometres

LDA Landing Distance Available

m Metre

mm Millimetres

NDB Non-directional Beacon

NZCAA New Zealand Civil Aviation Authority

OLS Obstacle Limitation Surface

PAIP Pacific Aviation Investment Program

PAPI Precision Approach Path Indicator

RESA Runway End Safety Area

SARP Standards and Recommended Practices

TODA Take Off Distance Available

TORA Take Off Run Available

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12 April 2013

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Executive Summary

AECOM have completed the Obstacle Limitation Surface (OLS) survey for Cassidy International Airport (CXI) and

have compiled the Type A charts for the take-off climb surface for departure runways 08 and 26 to both ICAO

geometric standards and carried out an operational review of CXI.

The departure take-off climb surface is normally the critical performance consideration for aircraft operations.

The aircraft has to accelerate from a standstill to take-off speed then climb out over potential obstacles past the

end of the runway strip. In comparison, on approach the aircraft overflies potential obstructions on its way to

touching down on the runway (part way along the runway surface). On the aircraft approach, issue with regards to

strip width are an important consideration.

The Type A chart is intended to advise both aircraft operators and the Airport Authority of potential take-off flight

path obstructions which may impact on the aircraft performance considerations, and depending on the location

and height of the obstruction these may also need to be notified in the Aeronautical Information Publication (AIP)

for the airport. The Type A chart is also used by the airport operator to actively manage obstructions, such as

trees which increase in height over time, and to limit the height of future construction works to be below the critical

surface levels.

The AIP also provides a table which relates to the runway length available in relationship to the take-off and

approach surfaces. This allows pilots to gauge if terrain obstructions are occurring. The existing published table

will require significant amendment if the observed obstructions are not attended to.

The OLS survey also considers and presents the aircraft arrival profile, the runway strip and runway strip

transitional side slope profiles. AECOM have prepared a separate approach – runway strip OLS plan for

Cassidy. This is necessary as it provides additional information required to be considered in the overall aircraft

flight envelope from an operational safety perspective.

Currently clearways are provided at each runway end, this makes the departure slope clearance significantly

more onerous than the approach path. Having clearways allows heavier departure take-off weights to be

achieved from Cassidy’s runway length.

Due to the predominant wind orientation, runway operations are typically approach to and departure from runway

08. Aircraft typically makes land fall over London town and overfly the atolls terrain immediately to the west of

the 08 runway on approach and departs out over the sea when climbing away from the 26 threshold.

Type A Charts and Obstruction Data Sheets

The Type A charts and obstruction data tables are attached in Appendix B.

Approach OLS Plan and Section views and data sheets

The Approach OLS charts and obstruction data tables are attached in Appendix C.

Obstruction Clearance Works

We recommend that palm tree obstructions are removed and other vegetation is cut back to the 1.6% gradient

limitation for both runways.

- Runway 08 departure / runway 26 approach

Runway 08 Departure obstructions are relatively minor and comprise several low level palms and bushy

scrub in the outer strip extents. These minor obstructions should be cleared to provide an unobstructed 08

departures or 26 runway approaches with minimal effort.

- Runway 26 departure / runway 08 approach

There are two groups of palms in the outer runway strip in the 08 end area that require removal as a first

priority.

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12 April 2013

iii

Runway 08 approach – palm clearance at strip end Runway 26 approach – scrub clearance

Runway 08 approach – palm plantation

The 08 approach and 26 departure runway has

significant obstructions beyond the runway strip end

area including a palm plantation to the west of the

runway which borders onto the Banana Village. These

obstructions penetrate through the critical 2% obstacle

limitation surface for both departure and approach

surfaces and mainly comprise mature palms and other

trees. The clearance work for the approach surface

may extend up to the Banana village area. We

recommend that a field survey be implemented and

trees close to the village area are paint marked with the

2% limitation level and the 1.6% preferred trimming

level to gauge potential local impacts. Even though the

plantation is potentially on government owned land,

prior to any clearance being undertaken, consultation

with local village elders is recommended.

On the very western edge of the approach surface is a tall communications mast which extends approximately

20m through the edge of the approach OLS surface, this tower is located on the edge of the Banana village and

would provide a useful local reference for siting on the ground the lateral limits for tree clearance works. This

tower will require obstruction lighting to be installed.

Review of Aircraft Performance Restrictions

Aside from OLS clearance, the runway at Cassidy is already compliant including availability of 90m RESA at each

end and for this reason there are no aircraft performance penalties arising from reconfiguration of the runway.

However as reported in Section 8.2, the take-off situation on runway 26 is dire due to trees penetrating the take-

off OLS resulting in a 1.6% TODA EOL of only 1242m. The indicative effect on the 737-700 is a 13000kg

reduction in take-off weight when runway 26 is required to be used for take-off. This effectively precludes

operation to NAN.

It also potentially means the runway is unsuitable for use as an ETOPS alternate by A330-200 and B767-300

aircraft operating from Australia and New Zealand to Honolulu or the USA west coast. This may result in flight

cancellations on those routes if another ETOPS suitable aerodrome is not available.

The operating airlines will find this situation unacceptable and therefore every effort must be made to remove the

infringing trees as quickly as possible.

Recommended NOTAM and AIP Amendments

The tree obstructions at each runway end should be NOTAM’d with immediate effect, especially those at the 08

end which, due to infringement of the approach and take-off OLS and the PPS, are severe.

It is recommended that the most significant take-off obstacles from Table 8-1 and Table 8-2 are published in a

NOTAM, in the form shown in Table below, for take-off performance purposes. It is also recommended that the

presence of the mast M002 and the infringement of the runway 08 PPS be NOTAM’d.

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NOTAM for Take-off Flight Path Obstructions

Obstacle Description Distance from SOT (m) CL Offset (m) Height AMSL (ft.)

Runway 08 – Tree 2264 72 23

Runway 26 - Tree 3011 77 101

An AIP amendment to reflect the 1m change in runway physical characteristics is not a high priority item, nor is

updating of the EOL in block 39 of the AIP aerodrome data, provided the NOTAM above is issued. These EOL

can be updated after the tree clearance has occurred.

Recommended Next Steps

In summary the following actions are recommended:

1) The runway ends, ARP and Navigational aids details are to be provided to Airways International for updating

in the AIP publication data. The established positions and heights (feet amsl) for the main AIP references

points for the runway are as follows:

Updated Data for Aeronautical Information Publication (AIP)

Point ID Latitude Longitude Height (ft.)

ARP 1° 59’11.661” N 157° 21’06.890” W 9.4

TH08 1 59’10.580” N 157 21’ .712” W 7.6

TH26 1 59’10.566” N 157 20’25.662” W 8.4

NDB mast 1°59'00.32" N 157°21'18.36" W 71.2

NDB mast 1°59'00.30" N 157°21'17.28" W 56.7

DME mast 1°58'59.84" N 157°21'15.90" W 66.3

Communications mast 1°58'57.12" 157°21'10.88" 116.8

Communications mast 1°59'02.57" 157°21'56.97" 123.4

Communications mast – satellite tracking station 2°02'41.26" 157°26'44.86" 135.8

Communications mast – Government buildings 1°59'19.97" 157°28'43.30" 149.8

2) A number of additional tall masts have been identified and should also be added onto the AIP charts via

Airways Internationals AIP publication service. Mast 001 is a potential critical obstruction that needs

immediate attention.

3) Two groups of trees located in the outer extents of the runway strip at the 08 end area are required to be

removed as soon as practical.

4) The 08 Departure runway is the predominant take-off operation. There are close in scrub and tree

obstructions at the 26 runway end. We recommend that these palm and scrub obstructions be removed as

soon as possible; this should be a relatively simple clearance exercise. Once this clearance is completed,

the Type A Chart can be updated for the 08 departure runway as being obstruction free.

5) A more rigorous tree clearance program is required for the 26 departures / 08 approach runway:

a) This will include removal of a significant number of plantation trees to the west of the 08 runway end

and may encroach up to the Banana village area.

b) Whilst this plantation is located on Government land, consultation with the local Banana village

representatives is recommended.

c) A field survey to mark trees with the required clearance levels adjacent to the village is recommended

to gauge potential impacts of the proposed clearance works.

6) Once the tree clearance work has been completed on both runway ends, a check survey should be

implemented and a revised type A chart then issued for formal publication.

7) Once the Type A chart is published there is an obligation to resurvey every 3 to 5 years to monitor tree

growth, check for new obstructions and actively maintain obstruction clearances.

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12 April 2013

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1.0 Introduction

1.1 Terms of Reference

In accordance with the PAIP development objective to improve aviation infrastructure safety and security

compliance, it is expected that the participating airports will undergo aerodrome certification as a result of the

improvements financed under PAIP.

Safety oversight for each participating country is conducted in accordance with the New Zealand Civil Aviation

Rules (NZCARs) and accordingly, this study is required in order that each aerodrome may comply with the

requirements of NZCAR Part 139.51 and part 139.125 as reproduced below1:

NZCAR 139.51 Aerodrome design requirements

a) An applicant for the grant of an aerodrome operating certificate must ensure that the physical characteristics

of the aerodrome; the obstacle limitation surfaces; the visual aids for navigation and for denoting obstacles

and restricted areas; and the equipment and installations for the aerodrome are commensurate with the

following:

1) The characteristics of the aircraft that the aerodrome is intended to serve.

2) The lowest meteorological minima intended for each runway.

3) The ambient light conditions intended for the operation of aircraft.

NZCAR 139.125 Unsafe Conditions

a) Each holder of an aerodrome operating certificate shall establish procedures for restricting aircraft

operations where an unsafe condition exists on an aerodrome.

b) The procedures shall ensure that operations are not conducted on portions of the aerodrome where such an

unsafe condition exists.

Aerodromes in Kiribati and Tuvalu will be expected to undergo aerodrome certification as a result of the PAIP

investments, including undertaking an OLS study and design of GNSS approaches. Tonga has recently

completed an OLS with associated GNSS approaches, and is currently certified against the Tongan equivalent of

NZCAR Part 139; however Kiribati and Tuvalu have not yet gone through this certification process.

OLS surveys, Analysis of Requirements and GNSS approaches are required for all aerodromes participating in

PAIP. Some airports have had some work undertaken already but not all airports require the same scope of

services. Partial OLS and RNAV approaches have been conducted at Bonriki International Airport in Kiribati, and

an OLS and RNAV approach has been undertaken at Funafuti International Airport in Tuvalu. These shall be

reviewed and expanded upon as necessary, as part of this assignment.

The Republic of Kiribati and Tuvalu follow the standards, recommended practises and procedures that have been

adopted by ICAO. As such, ICAO Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc

8168) Volume II, Part 1, Section 2, Chapter 4, Quality Assurance), requires that the State take measures to

“control” the quality of the processes associated with the construction and review/quality assurance of instrument

flight procedures. Review of each instrument procedure will be required as part of this assignment.

1.2 Scope of Services – extracted from TOR

The detailed scope of services to be provided shall be undertaken at each participating airport: Cassidy

International Airport (Kiribati), Bonriki International Airport (Kiribati), and Funafuti International Airport (Tuvalu), as

indicated and shall include:-

Part A – Obstacle Limitation Survey

a) Review of existing OLS, RNAV, GPS and GNSS Approaches for Bonriki International Airport, Kiribati, and

Funafuti International Airport, Tuvalu.

1 National legislation exists in each country based on the NZCARs. This assignment shall be conducted against the domestic

equivalent of these NZCARs.

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12 April 2013

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b) Undertake an Obstacle Limitation Survey (OLS) in consideration of the current operational and design

aircraft for each aerodrome. This shall include development, or review and updating of existing information

as applicable:

i) Convert all aeronautical geographical coordinates into the WGS-84 geodetic reference datum.

ii) Establish an Aerodrome Reference Point (ARP) in WGS-84.

iii) Establish runway ends, threshold points for each runway, in WGS-84 and elevations.

iv) Establish runway length and declared distances.

v) Establish runway strip dimensions and options for RESA.

vi) Establish Runway Direction and Magnetic Declination.

vii) Establish positions and heights of all obstacles infringing the appropriate OLS for each aerodrome as

required under ICAO Annex 14 (that includes obstacle penetration through the visual slope segment of

runways’ approaches).

viii) Produce an Aerodrome Obstacle Chart – ICAO Type A (Operating Limitations).

ix) Establish pre-flight altimeter check location at apron.

x) Establish location, coordinates and height of air navigation aids.

Part B – Analysis of Requirements for Operating and Design Aircraft, and Development of Supporting

Material

a) Based on the OLS survey and activities undertaken in Part A of this assignment, prepare an Analysis of

Requirements for the operating and design aircraft for each aerodrome taking into consideration compliance

issues with ICAO Annex 14, and NZCAR Part 139.

b) Identify issues arising from the Analysis above.

c) Develop risk mitigation measures to address the Analysis and identified Issues per (a) and (b) above.

d) Develop supporting documentation such as ICAO Type A charts, topographical charts etc. for each

aerodrome.

e) As part of “control of the quality of the process” a review of each instrument procedure at the Cassidy,

Bonriki and Funafuti Airports is to be completed. This will involve:

i) A complete planned systemic review according to ICAO standards and recommended practises on the

existing airspace procedures.

ii) review of all instrument procedures at the airports above, following and adhering to all ICAO

practises/guidelines to include (but not limited to) all procedure design processes reviewed against

PANSOP’s criteria changes to ensure compliance, updated with new obstacle/surveyed data, terrain,

procedure design documentation, calculations, verification and validation methods, safety and

efficiency recommendations, any deficiencies noted and qualify the acquisition/processing of source

information/data.

There are 4 procedures for each airport to be reviewed and reported on (12 procedures in total to be

reviewed) plus likely updates to each of the three airports published data as a result of the review findings

and recommendations.

f) Develop a full Procedure Design Report (PDR) will be issued outlining the results of the airspace procedure

review in part (e) above.

In undertaking this assignment, the Consultant will be expected to review existing OLS, RNAV, GPS and GNSS

Approaches for Bonriki International Airport, Kiribati, and Funafuti International Airport, Tuvalu.

In addition, the Consultant will be directed by the relevant government airport operator, and will be expected to

liaise closely with relevant stakeholders, such as the airlines currently servicing the airports.

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2.0 Survey Methodology

2.1 Technical References

The OLS survey and related Type A chart preparation has been undertaken in accordance with the following

technical references:

New Zealand Civil Aviation Authority Advisory Circulars – (NZAC)

AC 139-06 Aerodrome Design Requirements

AC 139-09 Notification of Aerodrome Data and Information

AC 139-10 Control or Obstacles

AC 173-1 Instrument Flight Procedures Design

New Zealand Civil Aviation Authority Rules (NZCAR), specifically:

CAR 139.51 Aerodrome Design Requirements

CAR 139.125 Unsafe Conditions

International Civil Aviation Organisation (ICAO)

Annex 14 Aerodromes Volume 1

DOC 8168-OPS Aircraft Operations

Volume III Construction of Visual and Instrument flight Procedure

2.2 Field Survey

A field survey was conducted from 1st to 7

th November 2012 by Mr Stuart Greer and Mr Suvenia Hasiata of

WOODS Surveyors.

The survey was carried out using the following equipment:

Total Station: Leica TCRP1203+R400, S/N 262822

Digital Level: Leica DNA03, S/N 332837 (Hired)

GPS Receiver: Controller: RX1250X, S/N 308995

Antenna: ATX1230GG, S/N 187206

Radio Cradle: GHT56, S/N 108867

Radio: PDLGFU15-2 S/N 08210511

Six hour static GPS observations were taken at runway threshold (TH) 08, TH26 and the Aerodrome Reference

Point (ARP). This provided Latitude, Longitude and Elliptical height

Conventional traversing methods were used to locate the positions of existing and any additional control marks

that were required for the survey.

Full transcripts and methodology can be found in the WOODS Topographical Survey Report located in Appendix

A.

The height at the Aerodrome Reference Point (ARP) corresponding to the local height datum was used for all

recorded orthometric heights. This height information was provided by the Government of Kiribati Survey office to

AECOM as part of the recent runway upgrade project.

2.3 Data Processing

All data processing was conducted and verified by WOODS surveyor. AutoCAD/PDF format drawings and a

survey report were provided to AECOM.

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AECOM constructed an OLS for both the approach surfaces and departure surfaces for both 1.2% and 1.6%.

Three dimensional Triangulated Irregular Network (TIN) models were constructed using Bentley MX software and

checked by an aviation engineer using separate 12D Model 9 software.

All additional data has been calculated by engineers using AutoCAD and Microsoft Excel software.

The Type A take-off runway obstacle data for both runways is presented in Appendix B.

OLS data for the approach runway and runway strip transitional surfaces are attached in Appendix C.

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3.0 Aerodrome Data

3.1 Aerodrome Reference Point – ARP

Aerodrome Reference Point (ARP) is the declared position of the airport which is then used to calculate specific

components of the runway OLS. The position of the ARP is provided in the AIP.

The ARP at Cassidy International Airport consists of a tube set in concrete with a marker pin and is located in the

northern flank of the runway strip around the mid runway distance.

Figure 3-1: Close up of the ARP benchmark Figure 3-2: Location of the ARP benchmark relative to the runway

Table 3-1 shows the position of the ARP in WGS84 coordinates and ellipsoidal heights calculated using GPS

observations. The orthometric height is calculated through a level survey linking the ARP and Runway End Points

to the local survey Benchmarks at the airport.

Table 3-1: ARP

Point Name Latitude Longitude Ellipsoidal Height (m) Orthometric Height

ARP 1° 59’11.661” N 157° 21’06.890” W 24.099 2.860

The current ARP is published as the mid runway point, and listed as 1° 59’28” N 157° 21’ 1” W, this will need to

be updated with the information in Table 3-1.

3.2 Runway End Points

Table 3.2 shows the position of the runway threshold end points in WGS84 coordinates and ellipsoidal heights

calculated using GPS observations. The orthometric height is calculated through a level survey linking the ARP

and Runway End Points to the local survey Benchmarks at the airport.

Table 3-2: Runway End Points

Point Name Latitude Longitude Ellipsoidal Height

(m)

Orthometric Height

(m)

TH08 1 59’10.580” N 157 21’ .712” W 23.637 2.311

TH26 1 59’10.566” N 157 20’25.662” W 23.731 2.550

Threshold 08 has a bronze plaque indented with a centre point, refer Figure 3-3.

A new Survey pin was established for the 26 Threshold, refer Figure 3-4.

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Figure 3-3: Threshold 08 Runway End Point

Figure 3-4: Threshold 26 Runway End Point

3.3 Runway Declared Distances

The runway has a measured length of 2102.97m; this has been rounded off to 2103m.

This is the measurement between the two threshold pins and is the declared distance for Take Off Run Available

(TORA), Accelerated Stop Distance Available (ASDA) and Landing Distance Available (LDA).

Currently the published AIP for Cassidy includes 150m clearways, and as such the Type A inner edge should be

moved out to that position rather than the default 60m strip edge position. The runway nominal width is 30m with

7.5m structural shoulders for a total sealed width of 45m.

The Take Off Distance Available (TODA) also includes the clearway dimension when this exceeds the strip end

width dimension.

Table 3-3 below provides the runway definition per the sketch in Figure 3-5.

Table 3-3: CXI Runway Definition – Existing

Survey Location Elevation Increment

Distance

Total

Distance

mN mE m m mN

west RESA end 800000.903 399849.958 0 0

west clearway end and take-off OLS

origin 800000.903 399849.958 0 0

west strip end and approach OLS

origin* 800000.885 399939.958 90 90

west runway end 800000.883 400000.137 60 150

west (08) threshold 800000.883 400000.137 2.311 0 150

east (26) threshold 800000.447 402103.111 2.550 2103 2253

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Survey Location Elevation Increment

Distance

Total

Distance

mN mE m m mN

east runway end 800000.447 402103.111 0 2253

east strip end and approach OLS

origin 800000.435 402163.120 60 2313

east clearway end and take-off OLS

origin 800000.416 402253.111 90 2403

east RESA end 800000.416 402253.111 0 2403

* calculated position

Figure 3-5: CXI Runway Definition Sketch

Based on the above runway definition, the declared distances for Runway 08/26 are tabulated in Table 3-4 below

with the corresponding AIP data in brackets.

Table 3-4: CXI Runway Declared Distances

Physical length Runway 08 (m) Runway 26 (m)

TODA 2253

(2252

2253

(2252)

TORA 2103

(2102)

2103

(2102)

ASDA 2103

(2102)

2103

(2102)

LDA 2103

(2102)

2103

(2102)

Aside from a lack of declared RESA, the runway is compliant with the key physical characteristics requirements of

AC139-6 Section 3. No changes are proposed to the runway configuration except for declaring 90m RESA.

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3.4 Runway Strip and RESA Dimensions

The strip width is nominally 300m and is in general accordance with ICAO Annex 14 recommendations.

The runway strip end includes structural pavement that extends through to the RESA extents for a total length of

150m (60m strip end + 90m RESA) at each runway end.

3.5 Magnetic Declination

http://www.ga.gov.au/oracle/geomag/agrfform.jsp

Australian Geomagnetic Reference Field Computation

Requested: Latitude 1o 59' 12", Longitude -157o 21' 07", Elevation 0 km, Date 2013/01/30

Calculated: Latitude +1.9867o, Longitude -157.3519o, Elevation 0.00 km, Epoch 2013.0795

Location is outside the AGRF area. A global field model has been used

Magnetic Field Components

D = 9.021 deg

dD = 0.008 deg/yr

http://www.ngdc.noaa.gov/geomag-web/#declination

##################################################

# Declination Values CXI ##################################################

# 5 Fields: # (1) Date in decimal years

# (2) Latitude in decimal degrees # (3) Longitude in decimal degrees # (4) Declination in decimal degrees # (5) Change in declination in decimal minutes / year

# # Magnetic Model: IGRF

# Elevation: 0.00000 km ##################################################

2013.077 1.9866 -157.352 9.02114 0.45965

3.6 Altimeter Check Location

Existing altimeter checks are located at each runway threshold and are set at 5ft. Actual levels, rounded to the

nearest foot are:

- Runway 08: 8 ft.

- Runway 26: 8 ft.

http://www.ga.gov.au/oracle/geomag/agrfform.jsp

http://www.ngdc.noaa.gov/geomag-web/#declination

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3.7 Navigational Aids Locations

Navigational Aids include NDB and DME aerials. These are located south east of the terminal building facility. A

communications mast is also located close by.

Table 3-5: Navigational Aids

Point ID Latitude Longitude Orthometric

height (m) Comments

M003 NDB mast 1°59'00.32" 157°21'18.36" 21.7 Below Transitional side slope

surface

M002 NDB mast 1°59'00.30" 157°21'17.28" 17.3 Below Transitional side slope

surface

M004 DME mast 1°58'59.84" 157°21'15.90" 20.2 Below Transitional side slope

surface

The two NDB Aerials and DME aerial, with terminal building in the foreground, are shown in Figure 3-6.

Figure 3-6: DME mast (left) and NDB masts (centre and right)

3.8 Tall Masts

There are four tall masts: one immediately south of the runway (in close proximity to the NDB and DME masts)

and intrudes through the runway transitional side slope, one in close proximity to the 08 approach runway surface,

and a further two located at some distance east of the airfield.

Communications Mast in close proximity to the

NDB and DME aerials at mid runway strip

RL = 35.6m. The mast is sufficiently off set from

the runway centreline that it does not intrude the

OLS surfaces. No further action is required.

AECOM




12 April 2013

10

Communications Mast (close to the Banana

village)

RL = 37.35m. This mast is located on the very

edge of the 08 approach runway OLS surface.

The masts height relative to the OLS surface is

such that it is a significant obstruction on the

approach OLS.

Mast position and height should be included in

the AIP publication.

Obstruction lighting is required for this mast.

Satellite Tracking Station Communications

Mast

Obstacle Reduced Level = 41.38m

This mast is outside the aircraft approach and

departures tracks. Apart from updating the AIP

information, no other action is required.

Given the mast height obstruction lighting is

recommended, this will need to be coordinated

with the private owner of this facility.

Government Telecommunications Tower

(opposite the main government buildings

enroute to London town )

Comprises three masts, tallest obstacle

Reduced Level = 45.67m

These masts are positioned on the approach

and departure centreline, but below the

approach and departure surfaces. The mast is

close to the inner horizontal height RL = 48.9m

and as such would benefit from the fitting of

obstruction lighting pending further inputs from

airlines and air navigational reviews.

Tallest mast position and height should be

included in the AIP, lighting of this set of masts

is recommended.

AECOM




12 April 2013

11

Summarised AIP information for the tall masts is presented in Table 3-6.

Table 3-6 Tall Masts data for AIP Publications

Point ID Latitude Longitude Orthometric

height (m) Comments

M000 Communications

Mast

1°58'57.12" 157°21'10.86" 35.6 Below runway side slope OLS

surface.

M001 Communications

Mast

1°59'02.57" 157°21'56.97" 37.6 Clear of Type A departure

surface but significantly

infringes the edge of the wider

ICAO approach Surface.

Mast position and height should

be included in the AIP

publication. Obstruction lighting

is required for this mast.

Mast 1 Communications

mast – Satellite

tracking station

2°02'41.26" 157°26'44.86" 41.4 Whilst clear of the straight in

approach and departure tracks

it is over flown as part of the

curved approach let down flight

procedure.

Mast position and height should

be included in the AIP.

Recommend obstruction

lighting.

Mast 2 Communications

mast –

Government

installation

1°59'19.97" 157°28'43.30" 45.7

Set of three masts with 30 m of

each other, directly located

under the approach and

departure slopes, but clear of

the OLS surfaces.

Tallest mast position and height

should be included in the AIP.

Recommend obstruction lighting

on all three masts.

AECOM




12 April 2013

12

4.0 Aerodrome Design Requirement

4.1 Background

Aerodrome design requirements at an international level are specified by the International Civil Aviation

Organisation (ICAO) in Annex 14 to the 1944 Chicago Convention on Civil Aviation.

ICAO does not set requirements directly. Rather it provides its requirements in Annex 14 in the form of Standards

and Recommended Practices (SARPS) which, to give effect to, members States must adopt into their own Civil

Aviation Rule system. ICAO Standards are intended by ICAO to be mandatory, unless a members State files a

difference to the effect that the particular standard is not adopted in its own rules. Recommended practices are

intended by ICAO to be followed but are of a more voluntary nature. However it is not unusual for recommended

practices to be upgraded to Standards from time to time.

Many Pacific Islands States follow the Rules and associated Advisory Circulars, set by Civil Aviation New Zealand

(CAANZ). CAANZ has a policy of adopting ICAO SARPS into its Rules; however there are a number of

differences in relation to aerodrome design standards. CAANZ is currently seeking to remove many of these

differences by updating its Rules.

It is understood that Kiribati follow CAANZ Rules, and for this reason this report also provides assessment against

CAANZ Rule Part 139 Aerodrome Design requirements, and the associated guidance material contained in

CAANZ Advisory Circular AC139-6.

4.2 Aircraft and Aerodrome Classification

Aerodromes are classified by reference code according to the size of aircraft they are intended to service, and the

approach classification of each runway. The reference code system is specified in Table 1-1 of Annex 14 and

repeated in CAANZ AC139-6.

The intention of the code system is that an aerodrome should meet the design standards applicable to the code

number of the largest aircraft regularly operating at the aerodrome. Based on current schedule, the current and

likely future aircraft types for CXI are listed in Table 4-1 below.

Cassidy has only an NDB but is still classified as “instrument non-precision”.

Table 4-1: Current Operating and Future Aircraft Types in CXI

Cassidy Comment

Current 737-800

767-300*

A330-200*

* ETOPS alternate

Design code 4E

Approach Instrument non-precision. Day only.

Future 737Max

A320NEO

787-8/9*

* ETOPS alternate

Design code 4E

Approach Instrument non-precision.

AECOM




12 April 2013

13

5.0 Obstacle Limitation Surfaces

5.1 Limitation Surfaces Details

OLS are theoretical boundaries surrounding a runway that provide a safe passage for aircraft to operate. There

are two main parts of OLS: approach/departure slopes which consist of slopes starting at the end of the runway

strip (otherwise known as the inner edge) and transitional surfaces extend up from the edge of the runway strip

until meeting the horizontal surface and conical surfaces. Refer Figure 5-1 for a cut through diagram showing the

various surfaces.

Figure 5-1: Obstacle Limitation Surface

For the approach OLS, the following dimensions and slopes have been adopted:

Table 5-1: Runway Approach OLS dimensions and slopes

Surface Measurement type ICAO Table 4-1 AC139-06 Table 4-1

Conical Slope 5% (=1:20) 1:20

Height above ARP 45 m + 75m 150 m

Inner Horizontal Height above ARP 45 m 45 m

Locus from strip edge 4000 4000

Approach Width (inner edge) 300m 150 / 300m

Distance from Threshold 60 m 60 m

Divergence each side 15% (=1:6.6) 1:6.6

Length 15,000m 15,000m

Slope 2% (=1:50) 1:50

Transitional Slope 14.3% (=1:7) 1:7

As can be seen, there is a variance in the height of the upper conical surface between ICAO and NZ CAA

advisory (120m vs. 150m). For the upper conical OLS surfaces, we have assumed the more onerous NZCAA

height requirement.

The NZ Advisory Circular does allow consideration of a 150m inner edge width. Given the international

emergency alternate status of CXI, AECOM have presented the more onerous 300m approach width profile for

the approach OLS.

AECOM




12 April 2013

14

The take-off surfaces utilise the dimensions and slopes detailed in Table 5-2, as can be seen both ICAO and NZ

CAA requirements are identical in this instance.

Table 5-2: Take-off Dimensions and Slopes

Measurement type ICAO Table 4-2 AC139-06 Table 4-2

Code 3 or 4 Code 3 or 4

Length of inner edge 180m 180m

Distance from runway end 60m* 60m

Divergence each side 12.5% 1:8 (=12.5%)

Final Width 1200m

1800m**

1200m

1800m**

Length 15,000m 15,000m

Slope 2% 2%

*At CXI, a 150m clearway is currently published in the AIP; this moves the inner edge position to 150m past the runway

threshold point.

**1800m when the intended track includes changes of heading greater than 15º for operations conducted in IMC, VMC by night

Approach and take off surface configurations are shown in Figures 5-2 and 5-3.

Figure 5-2: Approach Area and Surface

Figure 5-3: Take-off Climb Area and Surface

5.2 Type A Charts

The Type A Chart requires obstacles above 1.2% to be recorded for ongoing monitoring purposes. This is

especially important for trees which increase in height with time.

AECOM has added the 1.6% surface level into the Type A Tables for reference. Often, trees are trimmed back to

the 1.6% level in accordance with the recommendation presented in ICAO Annex 14, AC 139-06 and AC 139-10

for obstacle control. We note that palms, due to the growth point being at the crown, do not survive when topped.

Accordingly, palms should be cut back to ground level when these intrude into the OLS surfaces.

AECOM




12 April 2013

15

6.0 Tables

Since CXI has runway end clearways, the departure slope obstacle clearances are more onerous than the

approach OLS slope profile.

Due to the prevalent wind direction being westward, the primary approach and departures are on the 08 runway

for the vast majority of flight operations.

6.1 Take-Off Obstacles Departure Runway 08

Departure runway 08 to the east has only minor scrub and tree intrusion. Tree intrusions are towards the outer

edges of the runway strip extents. Clearance of the obstructions should be undertaken, this would allow the Type

A chart to be updated and presented as free of obstructions. A general view from the 21 threshold is presented in

Figure 6-1. Vegetation should be removed from the clearway / RESA formation strip areas and immediately

beyond. Refer Figure 7-2 for an aerial view.

Figure 6-1: Departure runway 08 – 21 threshold position

AECOM




12 April 2013

16

6.2 Take Off Obstacles Departure Runway 26

There are a number of mature palm trees which are now an obstruction to the runway take-off surface. There is

a significant plantation to the west of the extended centreline as shown below. The tall tower observable denotes

the lateral edge of the wider approach path slope.

Figure 6-2: Runway 26 Departure Clearance

AECOM




12 April 2013

17

7.0 Approach Obstacles

7.1 Runway 08 Approach

In addition to the extensive clearance work needed in the palm plantation to the west of the runway, refer Figure

5-2,on approach to runway 08 there are a number of palm tree intrusions within the strip end area. These need

to be removed as a priority as soon as possible, refer Figure 7-1 for details.

Figure 7-1: 08 approach runway – palms in outer extents of the runway end area

AECOM




12 April 2013

18

7.2 Runway 26 Approach

As can be seen from Figure 7-2, apart from minor low level scrub removal close to the runway strip end, there are

no significant obstructions to the runway 26 approach.

Figure 7-2: Runway 26 approach

AECOM




12 April 2013

19

8.0 Operational Review

8.1 Strip Width

The AIP physical characteristics data Cassidy (page 13-15 dated 24 Apr 97) shows the runway strip as 2252m by

150m. During the recent runway overlay works, the strip has been cleared and bull dozed to the originally

constructed 300m formation.

Because 300m strip width is an ICAO recommendation for a non-precision approach, rather than a mandatory

standard, the assessment of critical operational OLS has been for a 150m strip consistent with the AIP and the

minimum acceptable dimension under AC139-6 for Code 4 aircraft operation on an instrument non-precision

runway.

In general, the observations for the 150m strip extents are also applicable to a wider 300m strip extents.

8.2 Take-off OLS

The take-off OLS for CXI are also penetrated by generally the same obstructions that affect approach at that

runway end.

The relevant obstructions and the resulting take-off distance for 1.60% and 2.0% OLS are listed in Table 8-1 and

Table 8-2 for runways 08 and 26 respectively.

For Runway 08, only tree T003 is within the narrower 150m base width area within which aircraft operators

normally takes account of obstacles in aircraft take-off performance calculations2. However the airport operator is

obliged to report all obstacles within the Annex 14 take-off OLS so operators can apply the obstacle assessment

rules applicable under their operating rules.

The 737-800 as operated by Air Pacific requires a 1.6% Effective Operational Length (EOL) of approximately

2760m for operation to Nadi, which is over 5hrs flight time from Christmas Island, with its maximum payload. The

737-700, which Astral understands is normally operated by Air Pacific on this route, requires approximately

1950m at its maximum payload.

Although the tree growth in the Runway 08 take-off OLS is not quite at the point of limiting the B737-700, it is

recommended that this OLS is cleared to 1.6% to ensure payload capability is maintained.

The situation for runway 26 take-off is dire. As shown in Table 8-2, the tree obstructions (understood to be a palm

plantation) have reduced the 1.6% take-off EOL to 1242m. This effectively prevents viable operation of the 737-

700 to Nadi as the take-off weight of the aircraft is reduced by approximately 13,000kg.

It is therefore recommended that these trees are cleared to provide a 1.6% TODA EOL of at least 1950m with

urgency.

Table 8-1: CXI Runway 08 Take-off Flight Path Obstacles and Resulting EOL

Obstacle

ID Description

Distance

from

SOT (m)

Distance

from

Fan

Origin

(m)

CL

Offset

(m)

1.6%

Take-off

Intrusion

(m)

2.0%

Take-off

Intrusion

(m)

EOL

1.60%

(m)

EOL

2.00%

(m)

T003 Tree 2264 11 72 4.2 4.1 1993 2047

T002 Tree 2280 27 83 3.9 3.8 2009 2063

T001 Tree 2349 96 91 2.4 2.0 2102 2151

T006 Tree 2644 391 -29 0.5 -1.1 2224 2253

2 For example CAANZ Part 121 requires operators only to assess obstacles within this narrower area.

AECOM




12 April 2013

20

Table 8-2: CXI Runway 26 Take-off Flight Path Obstacles and Resulting EOL

Obstacle

ID Description

Distance

from SOT

(m)

Distance

from Fan

Origin (m)

CL

Offset

(m)

1.6%

Take-off

Intrusion

(m)

2.0%

Take-off

Intrusion

(m)

EOL

1.60%

(m)

EOL

2.00%

(m)

T506 Tree 3011 758 -77 16.2 13.1 1242 1596

T518 Tree 2776 523 -101 13.2 11.1 1425 1696

T508 Tree 2948 695 -87 11.7 9.0 1519 1805

T523 Tree 2712 459 -97 11.5 9.7 1535 1770

T525 Tree 2675 422 -105 11.1 9.4 1562 1785

T516 Tree 2836 583 -100 10.6 8.2 1593 1842

T017 Tree 2935 682 83 10.5 7.8 1595 1863

T509 Tree 2859 606 -64 10.0 7.6 1626 1873

T541 Tree 2413 160 -108 9.9 9.3 1635 1790

T531 Tree 2663 410 -128 9.8 8.2 1638 1843

T530 Tree 2657 404 -133 9.8 8.2 1640 1843

T014 Tree 2619 366 100 9.6 8.1 1656 1849

T528 Tree 2656 403 -121 9.3 7.7 1672 1868

T524 Tree 2695 442 -101 9.2 7.4 1681 1884

T512 Tree 2866 613 -83 9.1 6.7 1684 1920

T315 Tree 2632 379 129 9.0 7.5 1693 1880

T517 Tree 2794 541 -90 9.0 6.8 1693 1913

T007 Tree 2478 225 -27 8.8 7.9 1704 1859

T511 Tree 2870 617 -73 8.8 6.3 1704 1937

T008 Tree 2483 230 -29 8.7 7.8 1708 1863

T526 Tree 2670 417 -93 8.3 6.6 1735 1922

T519 Tree 2772 519 -96 8.1 6.1 1744 1950

T537 Tree 2608 355 -98 8.0 6.6 1750 1922

T016 Tree 2936 683 80 7.9 5.2 1760 1995

T515 Tree 2824 571 -80 7.8 5.5 1764 1976

T527 Tree 2668 415 -87 7.6 6.0 1777 1955

T536 Tree 2603 350 -102 7.6 6.2 1778 1943

T011 Tree 2632 379 64 7.2 5.7 1801 1967

T510 Tree 2859 606 -69 7.2 4.8 1804 2015

T521 Tree 2722 469 -84 7.1 5.2 1811 1993

T535 Tree 2601 348 -132 6.8 5.4 1826 1981

T529 Tree 2653 400 -126 6.8 5.2 1828 1993

T539 Tree 2557 304 -127 6.6 5.4 1840 1983

T012 Tree 2645 392 77 6.3 4.8 1856 2014

T522 Tree 2702 449 -74 6.3 4.5 1861 2029

AECOM




12 April 2013

21

Obstacle

ID Description

Distance

from SOT

(m)

Distance

from Fan

Origin (m)

CL

Offset

(m)

1.6%

Take-off

Intrusion

(m)

2.0%

Take-off

Intrusion

(m)

EOL

1.60%

(m)

EOL

2.00%

(m)

T013 Tree 2638 385 94 6.3 4.7 1862 2017

T513 Tree 2842 589 -74 5.4 3.0 1918 2103

T520 Tree 2728 475 -90 5.3 3.4 1921 2082

T514 Tree 2832 579 -77 5.3 3.0 1921 2103

T503 Tree 3316 1063 -82 5.1 0.9 1933 2209

T504 Tree 3033 780 -48 4.5 1.4 1972 2184

T505 Tree 3019 766 -52 4.1 1.1 1995 2200

T009 Tree 2493 240 -17 4.1 3.1 1996 2096

T555 Tree 2923 670 42 3.6 0.9 2029 2208

T010 Tree 2548 295 11 3.2 2.0 2052 2151

T553 Tree 2817 564 97 2.5 0.3 2095 2239

T545 Tree 2489 236 -10 2.4 1.5 2103 2180

T546 Tree 2491 238 11 2.3 1.3 2111 2187

T554 Tree 2838 585 64 0.4 -1.9 2227 2253

8.3 Approach OLS

Runway 08 approach OLS is severely penetrated by numerous trees as listed in Table 8-3 below. A threshold

displacement of 567m with consequent landing distance available reduction to 1536m would be required to

provide a 2.0% OLS clearance over these trees.

This LDA is not viable for the 737-800 operated by Air Pacific, let alone the 767 and A320 for which Cassidy is an

ETOPS alternate airport, and for this reason Astral recommends the 08 approach be cleared to 2.0% urgently3.

In addition displacement of the threshold would mean the PAPI currently provided for 08 approach would have to

be de-activated. Under Annex 14 paragraph 5.3.5.1(a), a PAPI should be provided for a runway used by turbojet

aircraft. Hence if the threshold of this runway is displaced, it is believed that the PAPI would need to be moved as

well, which is an expensive exercise.

The runway 26 approach OLS (refer Table 8-4) is much less obstructed but still would require a 116m threshold

displacement to achieve 2.0% OLS unless the three trees currently penetrating the OLS are cleared.

Astral understands there is no impediment to clearance of the 26 approach as the vegetation is minor low level

scrub.

Table 8-3: CXI Runway 08 Approach OLS Obstacles and Resulting LDA

3 At sea level, the 737-800 requires 1662m landing distance on a dry runway at its maximum landing weight of 66,630kg and

1911m on a wet runway. The 737-700 and A320 require approximately 1650m and 1750m respectively for landing on a wet runway.

Obstacle

ID Description

Distance from Fan

Origin (m)

CL Offset

(m)

Displaced threshold

required (m)

Resulting

LDA (m)

T506 Tree 758 -77 567 1536

T518 Tree 523 -101 467 1636

T523 Tree 459 -97 393 1710

T525 Tree 422 -105 378 1725

T541 Tree 160 -108 373 1730

AECOM




12 April 2013

22

T508 Tree 695 -87 358 1745

T516 Tree 583 -100 321 1782

T530 Tree 404 -133 320 1783

T531 Tree 410 -128 320 1783

T014 Tree 366 100 314 1789

T007 Tree 225 -27 304 1799

T017 Tree 682 83 300 1803

T008 Tree 230 -29 300 1803

T528 Tree 403 -121 295 1808

T509 Tree 606 -64 290 1813

T315 Tree 379 129 283 1820

T538 Tree 299 -130 280 1823

T524 Tree 442 -101 279 1824

T517 Tree 541 -90 250 1853

T534 Tree 351 -138 247 1856

T512 Tree 613 -83 243 1860

T537 Tree 355 -98 241 1862

T526 Tree 417 -93 241 1862

T511 Tree 617 -73 226 1877

T536 Tree 350 -102 220 1883

T519 Tree 519 -96 213 1890

T527 Tree 415 -87 208 1895

T011 Tree 379 64 196 1907

T515 Tree 571 -80 187 1916

T535 Tree 348 -132 182 1921

T539 Tree 304 -127 180 1923

T521 Tree 469 -84 170 1933

T529 Tree 400 -126 170 1933

T016 Tree 683 80 168 1935

T012 Tree 392 77 149 1954

T510 Tree 606 -69 148 1955

T013 Tree 385 94 146 1957

T522 Tree 449 -74 134 1969

T520 Tree 475 -90 81 2022

T514 Tree 579 -77 60 2043

T513 Tree 589 -74 60 2043

AECOM




12 April 2013

23

Table 8-4: CXI Runway 26 Approach OLS Obstacles and Resulting LDA

Obstacle

ID Description

Distance from Fan

Origin (m)

CL Offset

(m)

Displaced threshold

required (m)

Resulting

LDA (m)

T003 Tree 101 72 116 1987

T002 Tree 117 83 100 2003

T001 Tree 186 91 12 2091

8.3.1 Transitional OLS

The transitional OLS is infringed by trees mostly at the south end. These trees should be progressively removed

to provide the 1:7 transitional clearances off the 150m wide strip edges.

Mast M001 located south west of the 08 threshold penetrates the transitional surface for the 150m wide strip by

approximately 22m and is an obstruction in the wider recommended 300m approach path. This mast should be

NOTAM’d immediately and lit in the immediate short term and removed as soon as possible.

8.4 PAPI Protection Surface (PSS)

Runway 08 approach is provided with a PAPI for which Annex 14, at paragraph 5.3.5.41, requires an obstacle

protection surface to be established.

Assuming a 150m base for the PAPI Protection Surface (PPS), consistent with the runway strip width of 150m,

there are approximately 11 identified obstructions penetrating the PPS which has an upslope of 3.2% (1.85°).

These obstacles, which may be representative of larger groups of trees, should be given top priority for clearance

along with the obstacles affecting runway 26 take-off.

There is no PAPI on runway 26 approach therefore the PPS is not applicable to the east runway end.

8.5 Runway Reconfiguration for Compliance

CXI runway is compliant, including 90m RESA, in its current configuration.

8.6 Review of Aircraft Performance Restrictions

Aside from OLS clearance, the runway at Cassidy is already compliant including availability of 90m RESA at each

end and for this reason there are no aircraft performance penalties arising from reconfiguration of the runway.

However as reported in Section 8.2, the take-off situation on runway 26 is dire due to trees penetrating the take-

off OLS resulting in a 1.6% TODA EOL of only 1242m. The indicative effect on the 737-700 is a 13000kg

reduction in take-off weight when runway 26 is required to be used for take-off. This effectively precludes

operation to NAN.

It also potentially means the runway is unsuitable for use as an ETOPS alternate by A330-200 and 767-300

aircraft operating from Australia and New Zealand to Honolulu or the USA west coast. This may result in flight

cancellations on those routes if another ETPS suitable aerodrome is not available.

The operating airlines will find this situation unacceptable and therefore every effort must be made to remove the

infringing trees as quickly as possible.

8.7 Recommendations

CXI has deficiencies in relation to control of obstacles penetrating the OLS. All require displaced thresholds on at

least one runway end to provide the required approach OLS. However, this is not recommended as an immediate

action due to the increased risk presented by reduced landing distances, incorrect runway landing markings, and

lack of PAPI guidance to temporary displaced thresholds.

As an alternative, it is recommended advice by NOTAM of the critical obstacles for both approach and landing to

enable aircraft operators to make their own assessments of operational safety.

AECOM




12 April 2013

24

8.7.1 Recommended NOTAM and AIP Amendments

The tree obstructions at each runway end should be NOTAM’d with immediate effect, especially those at the 08

end which, due to infringement of the approach and take-off OLS and the PPS, are severe.

It is recommended that the most significant take-off obstacles from Table 8-1 and Table 8-2 are published in a

NOTAM, in the form shown in Table 8-5 below, for take-off performance purposes.

Table 8-5: NOTAM for Take-off Flight Path Obstructions

Obstacle

Description

Distance from

SOT (m)

CL Offset

(m)

Height AMSL

(ft.)

Runway 08

Tree 2264 72 23

Runway 26

Tree 3011 77 101

It is also recommended that the presence of the mast M002 and the infringement of the runway 08 PPS be

NOTAM’d.

An AIP amendment to reflect the 1m change in runway physical characteristics is not a high priority item, nor is

updating of the EOL in block 39 of the AIP aerodrome data, provided the NOTAM above is issued. These EOL

can be updated after the tree clearance has occurred.

AECOM




12 April 2013

Appendix A

Topographical Survey Report

175.50

93Á08'55"

186.99

89Á59'55"

167.37

89Á59'15"

179.52

90Á01'00"

171.95

89Á58'55"

176.19

90Á01'20"

151.30

90Á02'00"

6

9

.

8

0

1

1

0

Á

0

3

'4

5

"

6

9

.

4

5

2

4

9

Á

5

7

'1

0

"

126.04

270Á01'00"

191.15

270Á00'55"

95.71

270Á00'30"

191.40

269Á59'50"

190.70

270Á00'20"

191.50

269Á59'55"

191.43

270Á00'10"

191.30

270Á01'10"

190.72

270Á01'45"

191.60

269Á59'45"

191.66

270Á03'10"

9

7

.4

8

2

8

4

Á

0

7

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0

"

6

9

.

6

2

6

9

Á

5

2

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0

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188.78

90Á03'00"193.11 90Á00'10"

186.34

90Á04'00"

186.94

89Á58'10"

1

2

.

7

1

4

0

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5

9

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0

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183.58

90Á00'50"

1

3

2

.

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3

0

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1

4

0

.

3

7

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92.44

178Á01'15"

1

2

8

.

8

8

2

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0

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2

0

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5

2

.

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5

3

Á

2

4

'0

0

"

5

7

.

5

1

1

4

6

Á

0

8

'

3

0

"

1

6

7

.9

9

2

5

3

Á

2

9

'2

0

"

5

6

.

6

6

1

4

7

Á

2

3

'

4

0

"

1

6

2

.8

9

2

5

3

Á

0

2

'4

0

"

5

9

.

0

3

1

4

3

Á

4

4

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2

0

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5

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3

2

5

2

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3

4

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6

1

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8

4

1

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3

4

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1

5

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.

9

8

2

5

1

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4

2

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6

7

.

0

8

1

3

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2

1

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3

0

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1

4

7

.

7

7

2

5

1

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0

9

'1

0

"

7

0

.

3

3

1

3

2

Á

4

4

'

2

0

"

1

2

5

.

1

92

4

7

Á

3

4

'0

0

"

8

8

.

9

2

1

2

2

Á

3

0

'

4

0

"

1

1

4

.

9

2

2

4

5

Á

2

7

'0

0

"

9

9

.

1

3

1

1

8

Á

4

7

'

4

0

"

9

7

.

5

9

2

4

0

Á

3

9

'

5

0

"

4

8

.9

9

1

6

7

Á

2

8

'0

0

"

1

7

2

.3

1

2

5

3

Á

5

4

'4

0

"

5

4

.

2

2

1

5

1

Á

5

0

'

4

0

"

1

3

4

.

4

62

4

9

Á

1

2

'5

0

"

47

.7

5

179Á36'40"

2102.97

90Á00'42"

829.54

87Á42'0

8"

1274.55

91Á30'55"

SPIKE 27A

NAIL 27

THR 08

NAIL 2

NAIL 30

NAIL 3

NAIL 29

NAIL 4

NAIL 28

NAIL 5

NAIL 22

NAIL 23

NAIL 24

NAIL 25

NAIL 31

SPIKE 32

NAIL 26

NAIL 6

ARP

NAIL 21

NAIL 7

NAIL 20

NAIL 8

NAIL 19

NAIL 9

NAIL 18

NAIL 10

NAIL 17

NAIL 11

NAIL 16

NAIL 12

NAIL 15

NAIL 13

NAIL 14

THR 26

RL=2.311

RL=2.386

RL=2.144

RL=2.146

RL=2.378

RL=2.132

RL=2.362

RL=2.338

RL=2.132

RL=2.142

RL=2.416

RL=2.860

RL=2.467

RL=2.184

RL=2.264

RL=2.469

RL=2.303

RL=2.467RL=2.484

RL=2.324RL=2.337

RL=2.556

RL=2.546

RL=2.581

RL=2.371

RL=2.341

RL=2.550

RL=1.943

RL=1.681

RL=1.296

RL=1.194

RL=1.273

RL=1.203

RL=1.572

RL=1.706

175.50

93Á08'55"

186.99

89Á59'55"

167.37

89Á59'15"

179.52

90Á01'00"

269Á59'50"

190.70

270Á00'20"

191.50

269Á59'55"

191.43

270Á00'10"

191.30

270Á01'10"

190.72

270Á01'45"

191.60

269Á59'45"

191.66

270Á03'10"

9

7

.4

8

2

8

4

Á

0

7

'5

0

"

6

9

.

6

2

6

9

Á

5

2

'3

0

"

188.78

90Á03'00"193.11 90Á00'10"

186.34

90Á04'00"

186.94

89Á58'10"

1

2

.

7

1

4

0

Á

5

9

'

3

0

"

183.58

90Á00'50"

1

3

2

.

4

5

2

4

3

Á

3

9

'3

0

"

1

4

0

.

3

7

2

2

1

Á

2

5

'

0

0

"

92.44

178Á01'15"

1

2

8

.

8

8

2

4

0

Á

5

1

'

2

0

"

5

2

.

5

2

3

2

3

Á

5

9

'

4

5

"

5

1

.

7

0

3

0

4

Á

2

1

'

2

0

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3

2

0

.

6

8

3

9

Á

2

7

'

0

0

"

9

3

.

0

2

3

0

9

Á

1

5

'

2

0

"

1

0

2

.

6

9

1

3

4

Á

1

5

'

2

0

"6

8

.

6

5

5

9

Á

2

7

'

1

0

"

5

0

.

8

8

1

4

6

Á

2

1

'

2

0

"

7

4

.

6

3

1

9

Á

4

6

'5

0

"

6

0

.

2

8

6

2

Á

2

7

'

2

0

"

5

5

.

9

5

1

4

8

Á

3

5

'

1

0

"

1

6

6

.5

6

2

5

3

Á

2

4

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0

"

5

7

.

5

1

1

4

6

Á

0

8

'

3

0

"

1

6

7

.9

9

2

5

3

Á

2

9

'2

0

"

5

6

.

6

6

1

4

7

Á

2

3

'

4

0

"

1

6

2

.8

9

2

5

3

Á

0

2

'4

0

"

5

9

.

0

3

1

4

3

Á

4

4

'

2

0

"

1

5

9

.3

3

2

5

2

Á

3

4

'4

0

"

6

1

.

8

4

1

4

0

Á

3

4

'

0

0

"

1

5

1

.

9

8

2

5

1

Á

4

2

'0

0

"

6

7

.

0

8

1

3

5

Á

2

1

'

3

0

"

1

4

7

.

7

7

2

5

1

Á

0

9

'1

0

"

7

0

.

3

3

1

3

2

Á

4

4

'

2

0

"

1

2

5

.

1

92

4

7

Á

3

4

'0

0

"

8

8

.

9

2

1

2

2

Á

3

0

'

4

0

"

1

1

4

.

9

2

2

4

5

Á

2

7

'0

0

"

2102.97

90Á00'42"

829.54

87Á42'08

"

SPIKE 27A

NAIL 27

THR 08

NAIL 2

NAIL 30

NAIL 3

NAIL 29

NAIL 4

NAIL 28

NAIL 5

NAIL 22

NAIL 23

NAIL 24

NAIL 25

NAIL 31

SPIKE 32

NAIL 26

NAIL 6

ARP

NAIL 21

NAIL 7

NAIL 20

NAIL 8

NAIL 19

NAIL 9

NAIL 18

RL=2.311

RL=2.386

RL=2.144

RL=2.146

RL=2.378

RL=2.132

RL=2.362

RL=2.338

RL=2.132

RL=2.142

RL=2.416

RL=2.860

RL=2.467

RL=2.184

RL=2.264

RL=2.469

RL=2.303

RL=2.467

RL=1.943

RL=1.681

RL=1.296

RL=1.194

RL=1.273

RL=1.203

RL=1.572

RL=1.706

167.37

89Á59'15"

179.52

90Á01'00"

171.95

89Á58'55"

176.19

90Á01'20"

151.30

90Á02'00"

6

9

.

8

0

1

1

0

Á

0

3

'4

5

"

6

9

.

4

5

2

4

9

Á

5

7

'1

0

"

126.04

270Á01'00"

191.15

270Á00'55"

95.71

270Á00'30"

191.40

269Á59'50"

190.70

270Á00'20"

1

2

5

.

1

9

2

4

7

Á

3

4

'0

0

"

8

8

.

9

2

1

2

2

Á

3

0

'

4

0

"

1

1

4

.

9

2

2

4

5

Á

2

7

'0

0

"

9

9

.

1

3

1

1

8

Á

4

7

'

4

0

"

9

7

.

5

9

2

4

0

Á

3

9

'

5

0

"

4

8

.9

9

1

6

7

Á

2

8

'0

0

"

1

7

2

.3

1

2

5

3

Á

5

4

'4

0

"

5

4

.

2

2

1

5

1

Á

5

0

'

4

0

"

1

3

4

.

4

62

4

9

Á

1

2

'5

0

"

47.75

179Á36'40"

1274.55

91Á30'55"

NAIL 19

NAIL 9

NAIL 18

NAIL 10

NAIL 17

NAIL 11

NAIL 16

NAIL 12

NAIL 15

NAIL 13

NAIL 14

THR 26

RL=2.264

RL=2.303

RL=2.467RL=2.484

RL=2.324RL=2.337

RL=2.556

RL=2.546

RL=2.581

RL=2.371

RL=2.341

RL=2.550

A. HEIGHT DATUM UPDATED ARP=2.860m SG 16/01/13

CLIENT:

DWG. NO.

SCALE:

DRAWN:

ISSUED:

SURVEYED:

JOB NUMBER:

REV.

CHECKED:

APPROVED:

DESIGNED:REVISION DETAILS DATENAME

WOODSEngineers. Surveyors. Planners.

SURVEY CONTROL PLAN

SG

SG

60963/E 1:4000 @ A3

19/11/2012

60963-005-SU-080 A

SCALE: 1:6000 @ A3

N

N

N

NOTES

1. THE COORDINATES ARE IN TERMS OF A FALSE DATUM.

THE ORIGIN OF COORDINATES IS ARP.

400828.832mE, 8000034.149mN.

2. HEIGHTS ARE IN TERMS OF A FALSE DATUM SUPPLIED BY

AECOM ON 16/01/2013.

THE ORIGIN OF HEIGHTS IS ARP. RL=2.860m

AECOM




12 April 2013

Appendix B

ICAO Type A chart and data tables

Cassidy International Airport - Type A Table

Runway 08

Obstacle ID Description Distance fromSOT (m)

Distance fromFan Origin (m) CL Offset (m) Offset

DirectionWGS84Latitude

WGS84Longitude

ElliposoidalHeight (m)

Obstacle RL(m)

1.2% TakeoffRL (m)

1.2% TakeoffIntrusion (m)

1.6% TakeoffRL (m)


2.0% TakeoffRL (m)


T005 Tree 2685.9 432.9 6.9 L 1°59'10.73" 157°20'06.76" 30.7 9.5 7.7 1.7 9.5 0.0 11.2 -1.7

T004 Tree 2679.9 426.9 -5.5 R 1°59'10.31" 157°20'06.97" 30.2 1.4 7.7 -6.3 9.4 -8.0 11.1 -9.7

T006 Tree 2644.1 391.2 28.6 L 1°59'11.47" 157°20'08.18" 30.5 9.3 7.2 2.0 8.8 0.5 10.4 -1.1

T001 Tree 2349.4 96.4 -91.3 R 1°59'07.52" 157°20'17.63" 27.8 6.5 3.7 2.8 4.1 2.4 4.5 2.0

T002 Tree 2280.4 27.4 -82.8 R 1°59'07.82" 157°20'19.95" 28.1 6.9 2.9 4.0 3.0 3.9 3.1 3.8

T003 Tree 2264.5 11.5 -71.8 R 1°59'08.18" 157°20'20.47" 28.1 6.9 2.7 4.2 2.7 4.2 2.8 4.1

Cassidy International Airport - Type A Table

Runway 26

Obstacle ID DescriptionDistancefrom SOT(m)

Distancefrom FanOrigin (m)

CL Offset (m) OffsetDirection

WGS84Latitude

WGS84Longitude

ElliposoidalHeight (m)

Obstacle RL(m)

1.2% TakeoffRL (m)


1.6% TakeoffRL (m)


2.0% TakeoffRL (m)


T506 Tree 3010.8 757.8 76.7 L 1°59'08.08" 157°22'03.11" 51.8 30.6 11.4 19.2 14.4 16.2 17.5 13.1

T518 Tree 2776.5 523.5 101.0 L 1°59'07.29" 157°21'55.53" 45.2 23.9 8.6 15.3 10.7 13.2 12.8 11.1

T508 Tree 2948.0 695.0 86.7 L 1°59'07.75" 157°22'01.08" 46.4 25.2 10.7 14.5 13.4 11.7 16.2 9.0

T523 Tree 2712.1 459.1 97.5 L 1°59'07.40" 157°21'53.44" 42.4 21.1 7.8 13.3 9.7 11.5 11.5 9.7

T017 Tree 2935.4 682.5 -83.3 R 1°59'13.30" 157°22'00.65" 45.0 23.8 10.5 13.3 13.2 10.5 16.0 7.8

T516 Tree 2836.1 583.1 99.6 L 1°59'07.33" 157°21'57.46" 43.4 22.2 9.3 12.9 11.6 10.6 14.0 8.2

T525 Tree 2675.6 422.7 104.6 L 1°59'07.17" 157°21'52.26" 41.4 20.1 7.4 12.7 9.1 11.1 10.8 9.4

T509 Tree 2859.0 606.0 64.4 L 1°59'08.48" 157°21'58.20" 43.3 22.0 9.6 12.5 12.0 10.0 14.4 7.6

T512 Tree 2866.4 613.4 82.7 L 1°59'07.88" 157°21'58.44" 42.5 21.2 9.7 11.6 12.1 9.1 14.6 6.7

T531 Tree 2663.3 410.4 127.5 L 1°59'06.42" 157°21'51.87" 40.0 18.7 7.2 11.5 8.9 9.8 10.5 8.2

T530 Tree 2657.5 404.6 132.6 L 1°59'06.26" 157°21'51.68" 39.8 18.6 7.2 11.4 8.8 9.8 10.4 8.2

T511 Tree 2870.2 617.2 73.3 L 1°59'08.19" 157°21'58.56" 42.2 21.0 9.7 11.2 12.2 8.8 14.7 6.3

T517 Tree 2793.7 540.7 89.7 L 1°59'07.66" 157°21'56.08" 41.2 19.9 8.8 11.1 11.0 9.0 13.1 6.8

T014 Tree 2619.1 366.1 -99.9 R 1°59'13.84" 157°21'48.10" 36.0 17.7 6.7 11.0 8.2 9.6 9.6 8.1

T524 Tree 2695.3 442.4 101.0 L 1°59'07.29" 157°21'52.90" 39.8 18.5 7.6 10.9 9.4 9.2 11.2 7.4

T528 Tree 2656.3 403.3 120.6 L 1°59'06.65" 157°21'51.64" 39.3 18.1 7.2 10.9 8.8 9.3 10.4 7.7

T016 Tree 2936.1 683.1 -80.5 R 1°59'13.19" 157°22'00.67" 42.4 21.1 10.5 10.6 13.2 7.9 16.0 5.1

T541 Tree 2412.8 159.9 108.3 L 1°59'07.05" 157°21'43.76" 36.0 14.8 4.2 10.5 4.9 9.9 5.5 9.3

T315 Tree 2632.0 379.1 -129.2 R 1°59'14.82" 157°21'50.82" 38.3 17.3 6.9 10.5 8.4 9.0 9.9 7.4

T519 Tree 2771.8 518.9 95.9 L 1°59'07.45" 157°21'55.38" 40.0 18.8 8.5 10.2 10.6 8.1 12.7 6.1

T515 Tree 2824.4 571.4 80.2 L 1°59'07.96" 157°21'57.08" 40.5 19.3 9.2 10.1 11.5 7.8 13.7 5.5

T526 Tree 2669.8 416.8 92.9 L 1°59'07.55" 157°21'52.07" 38.5 17.3 7.3 9.9 9.0 8.3 10.6 6.6

T007 Tree 2478.1 225.1 27.3 L 1°59'09.69" 157°21'45.84" 35.9 14.7 5.0 9.7 5.9 8.8 6.8 7.9

T008 Tree 2483.3 230.3 29.2 L 1°59'09.63" 157°21'46.01" 36.0 14.7 5.1 9.6 6.0 8.7 6.9 7.8

T510 Tree 2859.5 606.6 69.3 L 1°59'08.32" 157°21'58.21" 40.4 19.2 9.6 9.6 12.0 7.2 14.4 4.7

T537 Tree 2607.9 354.9 98.3 L 1°59'07.37" 157°21'50.07" 37.3 16.0 6.6 9.5 8.0 8.0 9.4 6.6

T503 Tree 3316.4 1063.4 81.8 L 1°59'07.92" 157°22'13.00" 45.7 24.4 15.1 9.4 19.3 5.1 23.6 0.9

T527 Tree 2668.0 415.1 87.0 L 1°59'07.74" 157°21'52.02" 37.8 16.6 7.3 9.3 9.0 7.6 10.6 6.0

T536 Tree 2602.8 349.9 101.7 L 1°59'07.26" 157°21'49.91" 36.7 15.5 6.5 9.0 7.9 7.6 9.3 6.2

T521 Tree 2721.9 468.9 84.3 L 1°59'07.83" 157°21'53.76" 38.1 16.9 7.9 9.0 9.8 7.1 11.7 5.2

T011 Tree 2632.5 379.5 -64.2 R 1°59'12.68" 157°21'50.85" 36.9 15.6 6.9 8.7 8.4 7.2 9.9 5.7

T529 Tree 2652.7 399.7 125.8 L 1°59'06.48" 157°21'51.52" 36.7 15.5 7.1 8.4 8.7 6.8 10.3 5.2

T535 Tree 2601.5 348.5 131.9 L 1°59'06.28" 157°21'49.87" 36.0 14.7 6.5 8.2 7.9 6.8 9.3 5.4

T522 Tree 2702.3 449.3 73.6 L 1°59'08.18" 157°21'53.13" 37.0 15.8 7.7 8.1 9.5 6.3 11.3 4.5

T012 Tree 2645.3 392.3 -77.3 R 1°59'13.10" 157°21'51.26" 36.2 14.9 7.0 7.9 8.6 6.3 10.2 4.8

T539 Tree 2557.4 304.4 127.1 L 1°59'06.44" 157°21'48.44" 35.0 13.8 6.0 7.8 7.2 6.6 8.4 5.4

T013 Tree 2638.3 385.4 -93.6 R 1°59'13.63" 157°21'51.03" 36.0 14.7 6.9 7.8 8.5 6.3 10.0 4.7

T513 Tree 2842.5 589.5 73.8 L 1°59'08.18" 157°21'57.66" 38.3 17.1 9.4 7.7 11.7 5.4 14.1 3.0

T514 Tree 2831.9 578.9 76.6 L 1°59'08.08" 157°21'57.32" 38.1 16.9 9.3 7.6 11.6 5.3 13.9 3.0

T504 Tree 3033.3 780.3 47.6 L 1°59'09.03" 157°22'03.84" 40.5 19.3 11.7 7.6 14.8 4.5 17.9 1.4

T520 Tree 2727.7 474.7 90.5 L 1°59'07.63" 157°21'53.95" 36.5 15.2 8.0 7.2 9.9 5.3 11.8 3.4

T505 Tree 3018.8 765.8 51.5 L 1°59'08.90" 157°22'03.37" 39.9 18.7 11.5 7.2 14.6 4.1 17.6 1.1

T555 Tree 2923.2 670.2 -42.3 R 1°59'11.95" 157°22'00.27" 37.9 16.6 10.4 6.3 13.0 3.6 15.7 0.9

T009 Tree 2492.7 239.8 17.2 L 1°59'10.01" 157°21'46.31" 31.5 10.3 5.2 5.1 6.1 4.1 7.1 3.1

T553 Tree 2817.2 564.2 -96.8 R 1°59'13.73" 157°21'56.84" 35.1 13.9 9.1 4.8 11.3 2.5 13.6 0.3

T010 Tree 2548.0 295.0 -10.8 R 1°59'10.93" 157°21'48.10" 31.5 10.3 5.9 4.4 7.0 3.2 8.2 2.0

T545 Tree 2489.1 236.1 9.7 L 1°59'10.26" 157°21'46.23" 29.7 8.5 5.1 3.3 6.1 2.4 7.0 1.5

T546 Tree 2491.1 238.2 -10.6 R 1°59'10.92" 157°21'46.29" 29.6 8.4 5.2 3.2 6.1 2.3 7.1 1.3

T554 Tree 2837.9 584.9 -64.4 R 1°59'12.67" 157°21'57.51" 33.3 12.1 9.3 2.8 11.7 0.4 14.0 -1.9

T507 Tree 2981.1 728.2 58.3 L 1°59'08.68" 157°22'02.15" 33.7 12.5 11.0 1.4 14.0 -1.5 16.9 -4.4

R002 Building 2893.2 640.2 73.6 L 1°59'08.18" 157°21'59.30" 28.7 7.5 10.0 -2.5 12.6 -5.1 15.1 -7.6

T565 TreeGroundApproach 2479.5 226.5 27.5 L 1°59'09.68" 157°21'45.92" 23.4 2.2 5.0 -2.9 5.9 -3.8 6.8 -4.7



T568 TreeGroundApproach 2490.1 237.1 -6.8 R 1°59'10.79" 157°21'46.26" 23.1 1.9 5.2 -3.3 6.1 -4.2 7.1 -5.2

MAST 2 Mast 2-1 15379.7 13126.8 -286.7 R 1°59'19.97" 157°28'43.30" 66.9 45.7 159.8 -114.2 212.4 -166.7 264.9 -219.2

AECOM




12 April 2013

Appendix C

Approach OLS chart and data tables

Cassidy International Airport - Approach Obstacles

Runway 08/26

ObstacleID Description Chainage From 03

Threshold

Distance fromapproach fanorigin

Location in OLS Offset fromCentre Line Offset Direction WGS84 Latitude WGS84 Longitude Elliposoidal

Height (m)Obstacle RL(m)

Intrusion intoOLS

M001 Mast -718.0 1224.5 Approach Slope 26 -245.9 R of Approach 08 1°59'02.57" 157°21'56.97" 58.9 37.6 22.1T557 TreeGroundStripSouth -29.6 Transitional -123.0 R of Approach 08 1°59'06.57" 157°21'34.69" 40.1 18.8 16.4T548 Tree -124.3 630.8 Approach Slope 26 124.3 L of Approach 08 1°59'14.62" 157°21'37.75" 39.7 18.4 14.8T547 Tree -153.3 659.9 Approach Slope 26 101.3 L of Approach 08 1°59'13.87" 157°21'38.69" 39.1 17.9 13.7T569 TreeGroundApproach -152.4 658.9 Approach Slope 26 101.5 L of Approach 08 1°59'13.88" 157°21'38.66" 38.5 17.3 13.1T542 Tree -330.2 836.8 Approach Slope 26 -186.8 R of Approach 08 1°59'04.49" 157°21'44.42" 41.7 20.4 12.6T549 Tree -198.7 705.2 Approach Slope 26 118.7 L of Approach 08 1°59'14.44" 157°21'40.16" 38.2 17.0 11.8T506 Tree -907.8 1414.3 Approach Slope 26 -76.7 R of Approach 08 1°59'08.08" 157°22'03.11" 51.8 30.6 11.3T543 Tree -214.6 721.1 Approach Slope 26 -140.6 R of Approach 08 1°59'06.00" 157°21'40.68" 37.1 15.9 10.4T518 Tree -673.5 1180.0 Approach Slope 26 -101.0 R of Approach 08 1°59'07.29" 157°21'55.53" 45.2 23.9 9.3T532 Tree -531.4 1038.0 Approach Slope 26 -166.3 R of Approach 08 1°59'05.16" 157°21'50.93" 41.5 20.2 8.4T523 Tree -609.1 1115.6 Approach Slope 26 -97.5 R of Approach 08 1°59'07.40" 157°21'53.44" 42.4 21.1 7.8T540 Tree -458.9 965.4 Approach Slope 26 -150.6 R of Approach 08 1°59'05.67" 157°21'48.58" 39.2 18.0 7.6T525 Tree -572.7 1079.2 Approach Slope 26 -104.6 R of Approach 08 1°59'07.17" 157°21'52.26" 41.4 20.1 7.5T541 Tree -309.9 816.4 Approach Slope 26 -108.3 R of Approach 08 1°59'07.05" 157°21'43.76" 36.0 14.8 7.4T508 Tree -845.0 1351.5 Approach Slope 26 -86.7 R of Approach 08 1°59'07.75" 157°22'01.08" 46.4 25.2 7.1T533 Tree -533.4 1040.0 Approach Slope 26 -144.0 R of Approach 08 1°59'05.89" 157°21'51.00" 40.2 18.9 7.1T516 Tree -733.1 1239.6 Approach Slope 26 -99.6 R of Approach 08 1°59'07.33" 157°21'57.46" 43.4 22.2 6.4T530 Tree -554.6 1061.1 Approach Slope 26 -132.6 R of Approach 08 1°59'06.26" 157°21'51.68" 39.8 18.6 6.3T531 Tree -560.4 1066.9 Approach Slope 26 -127.5 R of Approach 08 1°59'06.42" 157°21'51.87" 40.0 18.7 6.3T014 Tree -516.1 1022.7 Approach Slope 26 99.9 L of Approach 08 1°59'13.84" 157°21'48.10" 36.0 17.7 6.2T007 Tree -375.1 881.6 Approach Slope 26 -27.3 R of Approach 08 1°59'09.69" 157°21'45.84" 35.9 14.7 6.0T017 Tree -832.5 1339.0 Approach Slope 26 83.3 L of Approach 08 1°59'13.30" 157°22'00.65" 45.0 23.8 5.9T008 Tree -380.3 886.9 Approach Slope 26 -29.2 R of Approach 08 1°59'09.63" 157°21'46.01" 36.0 14.7 5.9T528 Tree -553.3 1059.8 Approach Slope 26 -120.6 R of Approach 08 1°59'06.65" 157°21'51.64" 39.3 18.1 5.8T509 Tree -756.0 1262.5 Approach Slope 26 -64.4 R of Approach 08 1°59'08.48" 157°21'58.20" 43.3 22.0 5.8T315 Tree -529.1 1035.6 Approach Slope 26 129.2 L of Approach 08 1°59'14.82" 157°21'50.82" 38.3 17.3 5.6T538 Tree -449.3 955.8 Approach Slope 26 -130.5 R of Approach 08 1°59'06.33" 157°21'48.27" 36.9 15.7 5.5T524 Tree -592.4 1098.9 Approach Slope 26 -101.0 R of Approach 08 1°59'07.29" 157°21'52.90" 39.8 18.5 5.5T517 Tree -690.7 1197.2 Approach Slope 26 -89.7 R of Approach 08 1°59'07.66" 157°21'56.08" 41.2 19.9 4.9T534 Tree -501.3 1007.8 Approach Slope 26 -137.6 R of Approach 08 1°59'06.10" 157°21'49.95" 37.3 16.1 4.9T512 Tree -763.4 1269.9 Approach Slope 26 -82.7 R of Approach 08 1°59'07.88" 157°21'58.44" 42.5 21.2 4.8T537 Tree -504.9 1011.4 Approach Slope 26 -98.3 R of Approach 08 1°59'07.37" 157°21'50.07" 37.3 16.0 4.8T526 Tree -566.8 1073.3 Approach Slope 26 -92.9 R of Approach 08 1°59'07.55" 157°21'52.07" 38.5 17.3 4.8T511 Tree -767.2 1273.7 Approach Slope 26 -73.3 R of Approach 08 1°59'08.19" 157°21'58.56" 42.2 21.0 4.5T536 Tree -499.9 1006.4 Approach Slope 26 -101.7 R of Approach 08 1°59'07.26" 157°21'49.91" 36.7 15.5 4.3T519 Tree -668.9 1175.4 Approach Slope 26 -95.9 R of Approach 08 1°59'07.45" 157°21'55.38" 40.0 18.8 4.2T550 Tree -515.5 1022.1 Approach Slope 26 189.9 L of Approach 08 1°59'16.76" 157°21'50.41" 36.9 15.6 4.1T527 Tree -565.1 1071.6 Approach Slope 26 -87.0 R of Approach 08 1°59'07.74" 157°21'52.02" 37.8 16.6 4.1T011 Tree -529.5 1036.0 Approach Slope 26 64.2 L of Approach 08 1°59'12.68" 157°21'50.85" 36.9 15.6 3.9T515 Tree -721.4 1227.9 Approach Slope 26 -80.2 R of Approach 08 1°59'07.96" 157°21'57.08" 40.5 19.3 3.7T535 Tree -498.5 1005.0 Approach Slope 26 -131.9 R of Approach 08 1°59'06.28" 157°21'49.87" 36.0 14.7 3.6T539 Tree -454.4 960.9 Approach Slope 26 -127.1 R of Approach 08 1°59'06.44" 157°21'48.44" 35.0 13.8 3.5R001 Building 573.4 Transitional -193.7 R of Approach 08 1°59'04.26" 157°21'15.18" 33.3 12.1 3.5T521 Tree -618.9 1125.4 Approach Slope 26 -84.3 R of Approach 08 1°59'07.83" 157°21'53.76" 38.1 16.9 3.3T529 Tree -549.7 1056.2 Approach Slope 26 -125.8 R of Approach 08 1°59'06.48" 157°21'51.52" 36.7 15.5 3.3T016 Tree -833.1 1339.6 Approach Slope 26 80.5 L of Approach 08 1°59'13.19" 157°22'00.67" 42.4 21.1 3.3T012 Tree -542.3 1048.8 Approach Slope 26 77.3 L of Approach 08 1°59'13.10" 157°21'51.26" 36.2 14.9 2.9T510 Tree -756.6 1263.1 Approach Slope 26 -69.3 R of Approach 08 1°59'08.32" 157°21'58.21" 40.4 19.2 2.9T013 Tree -535.4 1041.9 Approach Slope 26 93.6 L of Approach 08 1°59'13.63" 157°21'51.03" 36.0 14.7 2.9T522 Tree -599.3 1105.8 Approach Slope 26 -73.6 R of Approach 08 1°59'08.18" 157°21'53.13" 37.0 15.8 2.6T003 Tree 2264.5 161.5 Approach Slope 8 -71.8 R of Approach 08 1°59'08.18" 157°20'20.47" 28.1 6.9 2.3T002 Tree 2280.4 177.4 Approach Slope 8 -82.8 R of Approach 08 1°59'07.82" 157°20'19.95" 28.1 6.9 2.0T520 Tree -624.7 1131.3 Approach Slope 26 -90.5 R of Approach 08 1°59'07.63" 157°21'53.95" 36.5 15.2 1.6T009 Tree -389.8 896.3 Approach Slope 26 -17.2 R of Approach 08 1°59'10.01" 157°21'46.31" 31.5 10.3 1.3T514 Tree -728.9 1235.4 Approach Slope 26 -76.6 R of Approach 08 1°59'08.08" 157°21'57.32" 38.1 16.9 1.1T513 Tree -739.5 1246.0 Approach Slope 26 -73.8 R of Approach 08 1°59'08.18" 157°21'57.66" 38.3 17.1 1.1T556 TreeGroundStripSouth -21.6 Transitional -123.2 R of Approach 08 1°59'06.56" 157°21'34.43" 24.5 3.2 0.9T552 Tree -676.9 1183.4 Approach Slope 26 182.8 L of Approach 08 1°59'16.53" 157°21'55.64" 36.5 15.2 0.5T602 TreeGroundStripNorth 490.9 Transitional 149.2 L of Approach 08 1°59'15.43" 157°21'17.85" 24.1 2.9 0.5T576 TreeGroundApproach -119.4 626.0 Approach Slope 26 154.0 L of Approach 08 1°59'15.59" 157°21'37.60" 25.2 4.0 0.4T596 TreeGroundTransitional 576.5 Transitional 151.8 L of Approach 08 1°59'15.51" 157°21'15.08" 24.2 3.0 0.4T559 TreeGroundStripSouth -35.9 Transitional -102.6 R of Approach 08 1°59'07.23" 157°21'34.90" 24.0 2.7 0.4T558 TreeGroundStripSouth -28.1 Transitional -102.2 R of Approach 08 1°59'07.24" 157°21'34.64" 24.0 2.7 0.4T001 Tree 2349.4 246.4 Approach Slope 8 -91.3 R of Approach 08 1°59'07.52" 157°20'17.63" 27.8 6.5 0.2T010 Tree -445.0 951.5 Approach Slope 26 10.8 L of Approach 08 1°59'10.93" 157°21'48.10" 31.5 10.3 0.2T577 TreeGroundTransitional -115.2 621.7 Approach Slope 26 161.6 L of Approach 08 1°59'15.83" 157°21'37.46" 25.2 4.0 0.1T562 TreeGroundStripSouth -55.8 Transitional -111.8 R of Approach 08 1°59'06.93" 157°21'35.54" 23.6 2.4 0.0T561 TreeGroundStripSouth -48.1 Transitional -111.4 R of Approach 08 1°59'06.95" 157°21'35.29" 23.6 2.3 0.0T560 TreeGroundStripSouth -39.6 Transitional -110.0 R of Approach 08 1°59'06.99" 157°21'35.01" 23.6 2.3 0.0T594 TreeGroundTransitional 344.8 Transitional 155.8 L of Approach 08 1°59'15.64" 157°21'22.57" 24.3 3.1 -0.1T563 TreeGroundApproach -75.5 582.0 Approach Slope 26 -120.7 R of Approach 08 1°59'06.64" 157°21'36.18" 23.7 2.5 -0.2T564 TreeGroundApproach -72.4 578.9 Approach Slope 26 -113.6 R of Approach 08 1°59'06.87" 157°21'36.08" 23.5 2.2 -0.4T545 Tree -386.1 892.6 Approach Slope 26 -9.7 R of Approach 08 1°59'10.26" 157°21'46.23" 29.7 8.5 -0.4T504 Tree -930.3 1436.8 Approach Slope 26 -47.6 R of Approach 08 1°59'09.03" 157°22'03.84" 40.5 19.3 -0.5T597 TreeGroundTransitional 633.6 Transitional 151.4 L of Approach 08 1°59'15.50" 157°21'13.23" 23.3 2.0 -0.5T546 Tree -388.2 894.7 Approach Slope 26 10.6 L of Approach 08 1°59'10.92" 157°21'46.29" 29.6 8.4 -0.5T593 TreeGroundTransitional 315.3 Transitional 160.8 L of Approach 08 1°59'15.81" 157°21'23.53" 24.4 3.2 -0.7T505 Tree -915.8 1422.3 Approach Slope 26 -51.5 R of Approach 08 1°59'08.90" 157°22'03.37" 39.9 18.7 -0.8T575 TreeGroundApproach -111.3 617.8 Approach Slope 26 155.0 L of Approach 08 1°59'15.62" 157°21'37.33" 23.8 2.6 -0.8T555 Tree -820.2 1326.8 Approach Slope 26 42.3 L of Approach 08 1°59'11.95" 157°22'00.27" 37.9 16.6 -1.0T574 TreeGroundApproach -118.2 624.7 Approach Slope 26 139.8 L of Approach 08 1°59'15.12" 157°21'37.56" 23.8 2.6 -1.0T503 Tree -1213.4 1719.9 Approach Slope 26 -81.8 R of Approach 08 1°59'07.92" 157°22'13.00" 45.7 24.4 -1.0T598 TreeGroundTransitional 735.6 Transitional 156.7 L of Approach 08 1°59'15.67" 157°21'09.93" 23.5 2.3 -1.0T595 TreeGroundTransitional 559.4 Transitional 162.8 L of Approach 08 1°59'15.87" 157°21'15.63" 24.3 3.0 -1.1T601 TreeGroundTransitional 757.6 Transitional 159.3 L of Approach 08 1°59'15.75" 157°21'09.22" 23.6 2.4 -1.3T573 TreeGroundApproach -141.3 647.8 Approach Slope 26 123.8 L of Approach 08 1°59'14.60" 157°21'38.31" 23.9 2.7 -1.3T592 TreeGroundTransitional 298.0 Transitional 159.2 L of Approach 08 1°59'15.75" 157°21'24.09" 23.5 2.3 -1.4T599 TreeGroundTransitional 746.0 Transitional 163.9 L of Approach 08 1°59'15.90" 157°21'09.59" 24.1 2.8 -1.5T553 Tree -714.2 1220.7 Approach Slope 26 96.8 L of Approach 08 1°59'13.73" 157°21'56.84" 35.1 13.9 -1.6T570 TreeGroundApproach -151.3 657.8 Approach Slope 26 102.0 L of Approach 08 1°59'13.89" 157°21'38.63" 23.8 2.6 -1.6T572 TreeGroundApproach -155.9 662.4 Approach Slope 26 108.6 L of Approach 08 1°59'14.11" 157°21'38.78" 23.9 2.6 -1.6T571 TreeGroundApproach -147.4 653.9 Approach Slope 26 109.8 L of Approach 08 1°59'14.15" 157°21'38.50" 23.5 2.3 -1.8T600 TreeGroundTransitional 755.5 Transitional 172.1 L of Approach 08 1°59'16.17" 157°21'09.28" 24.1 2.9 -2.6T578 TreeGroundTransitional -74.9 581.4 Approach Slope 26 179.5 L of Approach 08 1°59'16.42" 157°21'36.16" 25.1 3.9 -2.7T006 Tree 2644.1 541.2 Approach Slope 8 28.6 L of Approach 08 1°59'11.47" 157°20'08.18" 30.5 9.3 -2.9T005 Tree 2685.9 582.9 Approach Slope 8 6.9 L of Approach 08 1°59'10.73" 157°20'06.76" 30.7 9.5 -3.5T554 Tree -734.9 1241.4 Approach Slope 26 64.4 L of Approach 08 1°59'12.67" 157°21'57.51" 33.3 12.1 -3.8T579 TreeGroundTransitional -71.8 578.3 Approach Slope 26 188.5 L of Approach 08 1°59'16.71" 157°21'36.05" 25.1 3.9 -4.0M003 MAST 475.0 Transitional -314.8 R of Approach 08 1°59'00.32" 157°21'18.36" 43.0 21.7 -4.1T591 TreeGroundTransitional 263.6 Transitional 184.0 L of Approach 08 1°59'16.56" 157°21'25.20" 24.2 3.0 -4.2M000 MAST 706.4 Transitional -413.1 R of Approach 08 1°58'57.12" 157°21'10.88" 56.9 35.6 -4.3T583 TreeGroundTransitional 67.8 Transitional 186.5 L of Approach 08 1°59'16.64" 157°21'31.54" 24.5 3.3 -4.3T581 TreeGroundTransitional 5.9 Transitional 188.3 L of Approach 08 1°59'16.70" 157°21'33.54" 24.8 3.5 -4.4T584 TreeGroundTransitional 85.0 Transitional 188.1 L of Approach 08 1°59'16.70" 157°21'30.98" 24.4 3.2 -4.6T582 TreeGroundTransitional 30.4 Transitional 190.5 L of Approach 08 1°59'16.77" 157°21'32.75" 24.7 3.4 -4.7T585 TreeGroundTransitional 95.5 Transitional 196.3 L of Approach 08 1°59'16.96" 157°21'30.64" 24.0 2.8 -6.2T507 Tree -878.2 1384.7 Approach Slope 26 -58.3 R of Approach 08 1°59'08.68" 157°22'02.15" 33.7 12.5 -6.3T580 TreeGroundTransitional -57.4 Transitional 203.8 L of Approach 08 1°59'17.21" 157°21'35.59" 25.1 3.8 -6.3T565 TreeGroundApproach -376.5 883.0 Approach Slope 26 -27.5 R of Approach 08 1°59'09.68" 157°21'45.92" 23.4 2.2 -6.5T590 TreeGroundTransitional 233.0 Transitional 202.2 L of Approach 08 1°59'17.15" 157°21'26.19" 24.4 3.2 -6.6T566 TreeGroundApproach -388.5 895.0 Approach Slope 26 -21.6 R of Approach 08 1°59'09.87" 157°21'46.31" 23.3 2.1 -6.9T567 TreeGroundApproach -385.3 891.8 Approach Slope 26 -8.7 R of Approach 08 1°59'10.29" 157°21'46.20" 23.2 1.9 -6.9T588 TreeGroundTransitional 132.0 Transitional 207.2 L of Approach 08 1°59'17.32" 157°21'29.46" 24.8 3.6 -6.9T568 TreeGroundApproach -387.1 893.6 Approach Slope 26 6.8 L of Approach 08 1°59'10.79" 157°21'46.26" 23.1 1.9 -7.0T587 TreeGroundTransitional 110.5 Transitional 212.3 L of Approach 08 1°59'17.48" 157°21'30.16" 24.9 3.7 -7.6M004 MAST 551.2 Transitional -329.7 R of Approach 08 1°58'59.84" 157°21'15.90" 41.5 20.2 -7.8T589 TreeGroundTransitional 135.1 Transitional 214.6 L of Approach 08 1°59'17.56" 157°21'29.36" 24.8 3.6 -8.0T586 TreeGroundTransitional 94.1 Transitional 210.4 L of Approach 08 1°59'17.42" 157°21'30.69" 23.8 2.6 -8.4M002 MAST 508.6 Transitional -315.5 L of Approach 08 1°59'00.30" 157°21'17.28" 38.5 17.3 -8.7R002 Building -790.2 1296.7 Approach Slope 26 -73.6 R of Approach 08 1°59'08.18" 157°21'59.30" 28.7 7.5 -9.5T551 Tree -404.9 911.4 Approach Slope 26 312.8 L of Approach 08 1°59'20.76" 157°21'46.83" 36.9 15.6 -9.7T004 Tree 2679.9 576.9 Approach Slope 8 -5.5 R of Approach 08 1°59'10.31" 157°20'06.97" 30.2 1.4 -11.5

obstacle limitation surface (ols) survey and … · · 2015-10-26toda take off distance available...

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