Publication of Runway Holding Position Coordinates in Aip

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AIS-AIMSG/7 - SN/5

AERONAUTICAL INFORMATION SERVICES-AERONAUTICAL INFORMATION MANAGEMENT STUDY GROUP(AIS-AIMSG)

SEVENTH MEETING

Montreal, Canada,14 to 18January 2013

Agenda Item 4:Aeronautical data and information scope and collection

PUBLICATION OF RUNWAY HOLDING POSITION COORDINATES IN AIP

(Presented by the Paul Bosman)

1.Background

1.1The publication of the article in Skybrary and the investigation report about a serious incident on 5 February 2011at Arlanda Stockholm, Sweden[1] drew attention to the abnormal situation regarding the publication of runway holding position (RWY HP)[2] coordinates in national Aeronautical Information Publications (AIPs).

1.2Although, the report remained inconclusive with regard to the reasons for the absence of RWY HP markings "2.2.2 AIP: The investigation has not been able to explain the lack of holding position markings in the AIP. It has been found that neither the older holding position markings nor the more recent markings appeared in the AIP that was valid in the summer of 2011....", further analysis of the current requirements for publication of RWY HP shows that neither ICAO Annex 14 nor 15 lay down adequate requirements for the proper publication of RWY HP coordinates in the AIP.

2.DISCUSSION/PROPOSED ACTION

2.1Annex 15 (Appendix 7) includes a list of aeronautical data elements that are critical to the safety of air navigation and specific quality requirements are therefore attributed to those elements.The RWY HP coordinates element is identified as a critical one with the required publication resolution of 1/100 sec and a required integrity of 10-8. However, there is no provision anywhere in Annex 15, providing the structure of the AIP, or in the AIS manual (Doc 8126), providing guidance on AIP publication, stipulating a place for publication of this critical data element. Consecutively none of the analysed National AIP in the ECAC area publishes this data element, despite that the AIXM and the European AIS Database (EAD) allows for inclusion of this data element in the database.

2.2Annex 4, providing SARPS for publication of the aeronautical chart, contains the only requirement (13.6 g)) for publication of the markings of the RWY HP (not coordinates) on the Aerodrome/Heliport Chart “This chart shall show: … g) all taxiways, helicopter air and ground taxiways with type of surface, helicopter air transit routes, with designations, width, lighting, markings (including runway-holding positions and, where established, intermediate holding positions), stop bars, other visual guidance and control aids, and bearing strength or aircraft type restrictions where the bearing strength is less than that of the associated runways;”.

2.3Appendix 5 to Annex 14, as is the case with Annex 15, recognises the RWY HP coordinates as a critical data element with a required surveying accuracy of 0.5m. However, the requirements of Chapter 2 for aeronautical data make absolutely no mention of the measurement and reporting of these coordinates to the aeronautical informationservices authority. The only reference could be found in “2.5.1 The following data shall be measured or described, as appropriate, for each facility provided on an aerodrome: … g) visual aids for approach procedures, marking and lighting of runways, taxiways and aprons, other visual guidance and control aids on taxiways and aprons, including taxi-holding positions and stopbars, and location and type of visual docking guidance systems;”.

2.4Considering the absence of RWY HP coordinates in most cases in AIS, the markings on charts (if available) represent only an approximation of the real position of the RWY HP.

2.5Amendment 37 to Annex 15 (applicable from November 2013) and consecutive changes to Annex 14 introduce the requirement for Aerodrome Mapping Data which recommends that States provide aerodrome geographic information in the form of aerodrome mapping databases(AMDBs) to supportapplications which would improve the user’s situational awareness or supplement surface navigation, therebyincreasing safety margins and operational efficiency.

2.6The AMDBs include the RWY HP coordinates. However, its provision remains a recommendation only and is conditioned by the State’s assessment of operational benefits[3] in terms of safety and/or performance.

2.7In an inquiry with one of the data integrators about the provision of RWY HP coordinates to the users requiring this data element in some of their applications, it was stated that where such data was not provided by the States, the specific data integrator was using high-resolution satellite images to determine and provide the RWY HP coordinates.

2.8Possible improvements in ICAO SARPS may include:

1. an additional requirementto Annex 14, Chapter 2 “The geographical coordinates of each runway holding position shall be measured to theaccuracy of one-half metreand reported to the aeronautical information services authority”
2. an additional requirement for publication of RWY HP coordinates in either the AD section of Appendix 1 (AD 2.8 or AD 2.12) of Annex 15 or inChapter 13 or 14 (Aerodrome/Heliport Chart or Aerodrome Ground Movement Chart) of Annex 4. The publication of these elements in AIP/charts could be made dependent on the provision of the digital dataset which requires the provision of this element.

1. The AMMON study at EUROCONTROLhad already revealed this inconsistency; however due to expectations that the future requirements for AMDB would ensure the provision of this element, the issue was not included in SN/5 to AIS AIMSG/4. Considering the status of the AMDB described in 2.6, it is important to brief the SG that similarly to the RWY HP coordinates, other elements were identified by the study having inconsistencies in ICAO SARPS:

-Missing requirements for publication in AIP/Charts of essential elements:

• Taxiway centre line/parkingguidance line points (Lat/Long)
• Taxiway intersection marking line(Lat/Long)
• Exit guidance line(Lat/Long)
• Runway shoulder width (Len/dist/dim)
• Taxiway shoulder width (Len/dist/dim)
• ILS marker – threshold distance (Len/dist/dim)
• ILS DME antenna – threshold, distancealong centre line (Len/dist/dim)
• MLS DME/P antenna – threshold,distance along centre line(Len/dist/dim)

-Data elements considered as critical and essential by Annex 14, but which do not have the same status in Annex 15 or 4

• RWY centreline points (Lat/Long) and (Elevation)
• Taxiway centre line/parkingguidance line points (Elevation)

3.ACTION BY THE AIS-AIMSG/7 meeting:

3.1The study group is invited to:

a)discuss and comment on the content in this SN;and

b)consider the need to amend Annexes 15, 14 and 4 to include the requirements for provision and publication of RWY HP coordinates in the AIP and/or charts.

— END —

[1]On 5 February 2011, an Airbus A319 departing Stockholm inadvertently proceeded beyond the given clearance limit for runway 19R and although it subsequently stopped before runway entry had occurred, it was by then closer to high speed departing traffic than it should have been. The subsequent investigation highlighted a number of shortcomings in the airport's safety management system (source: Skybrary).

[2] Runway-holding position: A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower (source: ICAO Annex 4).

[3]Annex 14 2.1.2 Recommendation: Aerodrome mapping data should be made available to the aeronautical information services for aerodromes deemed relevant by States where safety and/orperformance-based operations suggest possible benefits.