GUIDELINES FOR AEROPLANE LANDING AREAS

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CIVIL AVIATION AUTHORITY
CIVIL AVIATION
ADVISORY PUBLICATION
Date: July 1992 No: 92-1(1)
SUBJECT: GUIDELINES FOR AEROPLANE LANDING AREAS
IMPORTANT
The information in this publication is
advisory only. There is no legal
requirement to observe the details set
out in this publication. The Civil Aviation
Regulations set out the legal
requirements that must be complied with
in relation to the subject matter of this
publication. There may be a number of
ways of ensuring that the requirements
of the Civil Aviation Regulations are met.
This publication sets out methods that
may be used and which experience has
shown should, in the majority of cases,
ensure compliance with the Regulations.
However, before using the information in
this publication the user should always
read the Civil Aviation Regulations listed
in the reference section below to ensure
that he or she complies with the legal
obligations of the Regulations.
PURPOSE
Civil Aviation Regulation 92 (1) states
that: “An aircraft shall not land at, or
take-off from, any place unless: ...(d) the
place....is suitable for use as an
aerodrome for the purposes of the
landing and taking-off of aircraft; and,
having regard to all the circumstances of
the proposed landing or take-off
(including the prevailing weather
conditions), the aircraft can land at, or
take-off from, the place in safety.”
Regulation 92 (1) does not specify the
method of determining which
“circumstances”, other than the
prevailing weather conditions, should be
considered in any particular case. These
matters are the responsibility of the pilot
in command and, in some
circumstances, are shared with the
aircraft operator.
These guidelines set out factors that
may be used to determine the suitability
of a place for the landing and taking-off
of aeroplanes. Experience has shown
that, in most cases, application of these
guidelines will enable a take-off or
landing to be completed safely, provided
that the pilot in command:
(a) has sound piloting skills; and
(b) displays sound airmanship.
CANCELLATION
This is the second issue of CAAP 92-1,
and supersedes CAAP 92-1(0).
REFERENCES
This publication should be read in
conjunction with: Civil Aviation
Regulations 92 (1), 93, 233 and 235;
Civil Aviation Orders; and the
Aeronautical Information Publication.
HOW TO OBTAIN COPIES OF THIS
PUBLICATION
Copies of this publication may be
obtained from:
Civil Aviation Authority Publications
Centre
607 Swanston Street
Carlton
Victoria 3053
Telephone (008) 331676
(008) 334191
(03) 342 2000
CONTENTS
1 Definitions p 2
CAAP 92-1(1) Guidelines for aeroplane landing areas
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2 Conversion table p 2
3 Which aircraft may use a
landing area? p 2
4 Which types of operations may
be conducted from a landing
area? p 2
5 Recommended minimum
physical characteristics of
landing areas and water
alighting areas p 3
6 Marking of landing areas p 4
7 Lighting for night operations p 4
8 Other factors that should be
considered prior to using a
landing area p 4
9 Surface testing of a landing
area p 5
1 - DEFINITIONS
1. In these guidelines, unless the
contrary is stated:
“clearway” means an area in which
there are no obstacles penetrating a
slope of 2.5% rising from the end of the
runway over a width of 45m;
“float plane” means any aeroplane
designed for landing or taking-off from
water;
“fly-over area” means a portion of
ground adjacent to the runway strip
which is free of tree stumps, large rocks
or stones, fencing, wire and any other
obstacles above ground but may include
ditches or drains below ground level;
“landing area” (LA) means an area of
ground suitable for the conduct of takeoff
and landing and associated
aeroplane operations under specific
conditions;
“lateral transitional slope” means a
desirable area around all LA's which
provides greater lateral clearance in the
take-off and landing area and may
reduce wind-shear when the runway is
situated near tall objects such as trees
and buildings. The dimensions of a
suitable lateral transitional slope are
shown in the following diagram;
Figure 1 - Transitional Slope
“obstacle free area” means there
should be no wires or any other form of
obstacles above the approach and takeoff
areas, runways, runway strips, flyover
areas or water channels;
“runway” means that portion of the
landing area which is intended to be
used for the landing or take-off of
aeroplanes;
“runway strip” means a portion of
ground between the runway and fly-over
area which is in a condition that ensures
minimal damage to an aeroplane which
may run off a runway during take-off or
landing;
“water alighting area” means a suitable
stretch of water for the landing or takingoff
of a float plane under specific
conditions.
2 - CONVERSION TABLE
2. Landing area gradients and splays
expressed as a percentage, in
accordance with ICAO practice, may be
converted into ratios or angles using the
following 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)
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3 - WHICH AIRCRAFT MAY USE A
LANDING AREA?
3. Use of landing areas other than
aerodromes is not recommended for
aircraft with a MTOW greater than 5700
kg.
4 - WHICH TYPES OF OPERATIONS
MAY BE CONDUCTED FROM A
LANDING AREA?
4. Aeroplanes engaged in the following
operations may use a landing area:
(a) private;
(b) aerial work—excluding student
solo flying and student dual
flying prior to successful
completion of the General
Flying Progress Test; and
(c) charter.
5 - RECOMMENDED MINIMUM
PHYSICAL CHARACTERISTICS OF
LANDING AREAS AND WATER
ALIGHTING AREAS
5.1 Runway Width. For other than
agricultural operations, a minimum width
of 15 metres is recommended although
aeroplanes with a MTOW below 2000kg
can be operated safely on runways as
narrow as 10 metres provided there is
no or only light cross-wind. For
agricultural operations, a 10 metre wide
runway is the recommended minimum.
5.2 Runway Length. For other than
agricultural operations by day, a runway
length equal to or greater than that
specified in the aeroplane's flight manual
or approved performance charts or
certificate of airworthiness, for the
prevailing conditions is required
(increasing the length by an additional
15% is recommended when unfactored
data is used). For agricultural day
operations, the minimum runway length
is the greater of 75% of the take-off
distance specified in the aeroplane's
flight manual or approved performance
chart for the prevailing conditions with
the balance as clearway or the landing
distance so specified.
5.3 Longitudinal Slope. The
longitudinal slope between the runway
ends should not exceed 2%, except that
2.86% is acceptable on part of the
runway so long as the change of slope is
gradual. For agricultural operations, the
slope should not exceed 12.5% for day
and 2% for night operations: where the
overall slope exceeds 2% the runway
should only be used for one-way
operations — downhill for take-off and
uphill for landing.
5.4 Transverse Slope. The transverse
slope between the extreme edges of the
runway strip should not exceed 2.5% or
12.5% upward slope over the fly-over
area. For agricultural day operations,
the transverse slope should not be more
than 3% over the runway and 5% over
the runway strip.
5.5 Other Physical Characteristics.
Both ends of a runway, not intended
solely for agricultural operations, should
have approach and take-off areas clear
of objects above a 5% slope for day and
a 3.3% slope for night operations. Other
recommended landing area physical
characteristics are shown on the
following diagrams:
Figure 2A - Single engined and Centre-Line
Thrust Aeroplanes not exceeding 2000 kg
MTOW (day operations)
Figure 2B - Other Aeroplanes (day
operations)
CAAP 92-1(1) Guidelines for aeroplane landing areas
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Figure 3 - Dimensions (night operations)
Figure 4 - Dimensions - agricultural day
operations
Figure 5 - Dimensions - agriculture night
operations
5.6 Float plane alighting areas. For
water operations, a minimum width water
channel of 60 metres for day operations
and 90 metres for night operations is
recommended. The depth of water over
the whole water channel should not be
less than 0.3 metres below the hull or
floats when the aeroplane is stationary
and loaded to maximum take-off weight.
An additional area, as shown in the
following diagrams, provides a protective
buffer for the water channel but need
not consist of water. Where the
additional area consists of water then it
should be clear of moving objects or
vessels under way. The centre line of a
water channel may be curved, provided
that the approach and take-off areas are
calculated from the anticipated point of
touchdown or lift-off.
Figure 6 - Float planes
6 - MARKING OF LANDING AREAS
6.1 Where extended operations are
expected to be conducted at a landing
area, the owner/operator is encouraged
to provide markings similar to those
found at government and licensed
aerodromes. If markings are provided,
they should follow the colours and
specifications set out in AIP AGA. A
suitable layout is shown at Figure 7.
6.2 Where runway markers are provided
which are not flush with the surface, they
should be constructed of a material that
is not likely to damage an aircraft.
Figure 7 - Typical ALA layout and marking
7 - LIGHTING FOR NIGHT
OPERATIONS
7.1 The recommended minimum lighting
and layout is as follows:
Guidelines for aeroplane landing areas CAAP 92-1(1)
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Figure 8 - Lighting for Night Operations
7.2 The lights should, under the weather
conditions prevailing at the time of the
flight, be visible from a distance of no
less than 3000 metres.
7.3 Substitution of runway lights with
reflectorised markers is permitted but not
recommended by the Authority.
7.4 The different types of reflectorised
markers vary in efficiency. Their
luminosity can be affected by a number
of factors, including equipment
cleanliness/layout, the position/strength
of the aircraft landing light(s) and
meteorological conditions -— especially
cross winds on final.
7.5 The following lights should not be
substituted by reflectorised markers:
(a) runway end/threshold corner
lights;
(b) lights 90m from each runway
end/threshold; and
(c) lights nearest to the
illuminated runway mid-length
point.
8 - OTHER FACTORS THAT SHOULD
BE CONSIDERED PRIOR TO USING A
LANDING AREA
8.1 A pilot should not use a landing area
or have an aeroplane engine running
unless the aeroplane is clear of all
persons, animals, vehicles or other
obstructions.
8.2 A pilot should not use a landing area
without taking all reasonable steps to
ensure the physical characteristics and
dimensions are satisfactory. For aerial
work and charter operations the operator
should provide evidence to the pilot on
the suitability of a landing area prior to
its use.
8.3 Runway lengths calculated for takeoffs
and landings should be increased
by 50% for agricultural operations on
one-way runways at night.
8.4 Geographic Location. A landing
area should not be located:
(a) within the area or in such
close proximity as to create a
hazard to aircraft conducting a
published instrument
approach, excluding the
holding pattern; or
(b) within any area where the
density of aircraft movements
makes it undesirable; or
(c) where take-off or landing
involving flight over a
populated area creates an
unnecessary hazard.
8.5 Except in an emergency, the
consent of the owner/occupier is
required before a landing area may be
used.
8.6 If the proposed landing area is
located near a city, town or populous
area or any other area where noise or
other environmental considerations
make aeroplane operations undesirable,
the use of such a landing area may be
affected by the provisions of the
Commonwealth Environment Protection
(Impact of Proposals) Act 1974 and
parallel State legislation as well as other
legislation. It is the responsibility of the
pilot and/or operator to conform with
these requirements.
8.7 A method of determining the surface
wind at a landing area is desirable. A
wind sock is the preferred method.
8.8 The surface of a landing area should
be assessed to determine its effect on
aeroplane control and performance. For
example, soft surfaces or the presence
of long grass (over 150mm) will increase
take-off distances while moisture, loose
gravel or any material that reduces
braking effectiveness will increase
landing distance.
9 - SURFACE TESTING OF A LANDING
AREA
9.1 Rough Surfaces. The presence of
holes, cracks and ruts will degrade
aeroplane performance and handling
and increase the possibility of structural
damage. The smoothness of a runway
CAAP 92-1(1) Guidelines for aeroplane landing areas
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can be tested by driving a stiffly sprung
vehicle along the runway at a speed of
at least 75 kph. If this is accomplished
without discomfort to the occupants, the
surface can be considered satisfactory.
9.2 Soft, Wet Surfaces. A test vehicle
as indicated in the table below should be
driven in a zig-zag pattern at a speed
not exceeding 15 kph along the full
length and width of the runway.
Particular attention should be paid to
suspect areas with possibly three
passes over these areas. If tyre imprints
exceed a depth of 25mm the surface is
not suitable for aircraft operations
represented by the test vehicle.
Experience may prove that for a certain
type of aircraft (eg, an aircraft with small
wheels or high tyre pressure) operations
are unsafe with a lesser imprint. Testing
with a crowbar should also be done in
several places along the runway to
ensure that a dry surface crust does not
conceal a wet base.

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