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below, and symmetrically disposed about, the take-off flight
path. This area has the following characteristics:
a) it commences at the end of the area declared suitable for
take-off (i.e. at the end of the runway or clearway as
appropriate);
b) its width at the point of origin is 180 m (600 ft) and this
width increases at the rate of 0.25D to a maximum of
1 800 m (6 000 ft), where D is the distance from the
point of origin;
C) it extends to the point beyond which no significant
obstacles exist or to a distance of 10.0 km (5.4 NM),
whichever is the lesser.
3.8.2.2 For runways serving aircraft having operating
limitations which do not preclude the use of a take-off flight
Note.- When a 1.0 per cent survey plane touches no
obstacles, this plane may be lowered until it touches the first
obstacle.
3.8.3 Declared distances
3.8.3.1 The following information for each direction of
each runway shall be entered in the space provided:
a) take-off run available;
b) accelerate-stop distance available;
c) take-off distance available;
d) landing distance available.
Note. In Annex 14, Volume I, Attachment A, Section 3,
guidance is given on declared distances.
3.8.3.2 Recommendation.- Where a declared distance
is not provided because a runway is usable in one direction
only, that runway should be identified as "not usable for take-
08 landing, or both ".
3.8.4 Plan and profile views
3.8.4.1 The plan view shall show:
a) the outline of the runways by a solid line, including the
length and width, the magnetic bearing to the nearest
degree, and the runway number;
b) the outline of the clearways by a broken line, including
the length and identification as such;
C) take-off flight path areas by a dashed line and the centre
line by a fine line consisting of short and long dashes;
d) alternative take-off flight path areas. When alternative
take-off flight path areas not centred on the extension of
the runway centre line are shown, notes shall be provided
explaining the significance of such areas;
e) obstacles, including:
1) the exact location of each significant obstacle together
with a symbol indicative of its type;
2) the elevation and identification of each significant
obstacle;
Chapter 3 Annex 4 - A ernnautical Charts
3) the limits of penetration of significant obstacles of
large extent in a distinctive manner identified in the
legend.
Note.- This does not exclude the necessity for
indicating critical spot elevations within the take-off
flight path area.
3.8.4.1.1 Recommendation.- The nature, of the runway
and stopway surfaces should be indicated.
3.8.4.1.2 Recommendation.- Sropways should be idenriJed
as such and should be shown by a broken line.
3.8.4.1.3 When stopways are shown, the length of each
stopway shall be indicated.
3.8.4.2 The profile view shall show:
a) the profile of the centre line of the nlnway hy a solid
line and the profile of the centre line of any associated
stopways and clearways by a broken line;
b) the elevation of the runway centre line at each end of the
runway, at thc stopway and at the origin of each takeoff
flight path area, and at each significant change in
slope of runway and stopway;
c) obstacles, including:
1) each significant obstacle by a solid vertical line
extending from a convenient grid line over at least one
other grid line to the elevation of the top of the
obstacle;
2) identification of each significant obstacle;
3) the limits of penetration of significant obstacles of
large extent in a distinctive manner identified in the
legend.
Note.- An obstacle projile consisting of a line
joining the tops of each significant obstacle and
representing the shadow created by successive
signi$cant obstacles may be shown.
3.9 Accuracy
3.9.1 The order of accuracy attained shall be shown on
the chart.
3.9.2 Recommendation.- The horizontal dimensions
and the elevations of the runway, stopway and cleanvay to be
printed on the chart should be determined to the nearest 0.5 m
(1 ft).
3.9.3 Recommendation.- The order of accuracy of the
jield work and the precision of chart production should be
such that measurements in t h t~ak e-oflight path areas can be
taken from the chart within the following maximum deviations:
I) horizontal distances: 5 m (15 ft) at a point of origin
increasing at a rate of I per 500;
2) vertical distances: 0.5 m (1.5 ft) in the jirst 300 m
(1 000 ft) and increasing at a rate of I per 1 000.
3.9.4 Datum. Where no accurate datum for vertical
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