9674 - WGS 84 Manual PDF

Doc 9674
AN/946
World Geodetic
System 1984
(WGS-84) Manual
Approved by the Secretary General

and published under his authority
Second Edition 2002
International Civil Aviation Organization

Doc 9674
AN/946
World Geodetic
System 1984
(WGS-84) Manual
Approved by the Secretary General

and published under his authority
Second Edition 2002
International Civil Aviation Organization

AMENDMENTS
The issue of amendments is announced regularly in the ICAO Journal and in the
monthly Supplement to the Catalogue of ICAO Publications and Audio-visual
Training Aids, which holders of this publication should consult. The space below
is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
No. Date Entered by No. Date Entered by
(ii)
FOREWORD
The Council of the International Civil Aviation Organiza- components. States aeronautical information service
tion (ICAO), at the thirteenth meeting of its 126th Session departments will publish in their Aeronautical Information
on 3 March 1989, approved Recommendation 3.2/1 of the Publications (AIPs), on charts and store in electronic
fourth meeting of the Special Committee on Future Air databases where applicable, geographic coordinate and
Navigation Systems (FANS/4) concerning the adoption of vertical component values based on WGS-84 which are
the World Geodetic System 1984 (WGS-84) as the supplied by the other State aeronautical services, such as
standard geodetic reference system for future navigation the air traffic service and the aerodrome/heliport authority.
with respect to international civil aviation. FANS/4
Recommendation 3.2/1 reads: The purpose of this manual is to furnish guidance on the
provision of geographic coordinates and vertical
Recommendation. Adoption of WGS-84 component values referenced to the WGS-84 datum in
order to assist States in the uniform implementation of the
That ICAO adopts, as a standard, the geodetic reference SARPs on WGS-84 as contained in:
system WGS-84 and develops appropriate ICAO
material, particularly in respect of Annexes 4 and 15, in Annex 4 Aeronautical Charts;
order to ensure a rapid and comprehensive implemen-
tation of the WGS-84 geodetic reference system.
Annex 11 Air Traffic Services;
The Council, at the ninth meeting of its 141st Session on

Annex 14 Aerodromes,
28 February 1994, adopted Amendment 28 to Annex 15,
Volume I Aerodrome Design and Operations and
introducing the provisions concerning the promulgation of
Volume II Heliports;
WGS-84-related geographical coordinates. Consequential
amendments to Annexes 4, 11 and 14, Volumes I and II,
were adopted by the Council on 1 March 1995, Annex 15 Aeronautical Information Services.
18 March 1994 and 13 March 1995, respectively. On
20 March 1997 the Council, at the seventeenth meeting of This manual has been prepared in consultation and
its 150th Session, adopted Amendment 29 to Annex 15 coordination with the European Organization for the Safety
introducing publication of the vertical component of the of Air Navigation (EUROCONTROL) and will be
WGS-84 geodetic reference system. Consequential amend- amended periodically. Users are invited to forward to ICAO
ments to Annexes 4 and 14, Volumes I and II, were adopted suggestions for improvements or additions based on their
by the Council on 20 March 1998 and 21 March 1997, practical experience when using the manual. Errors or
respectively. The Standards and Recommended Practices discrepancies noticed in the manual should be brought to
(SARPs) in Annexes 11 and 14, Volumes I and II, govern the attention of:
the determination (accuracy of the field work) and
reporting of geographic coordinates in terms of the WGS- The Secretary General
84 geodetic reference system. Annexes 4 and 15 SARPs International Civil Aviation Organization
govern the publication in textual or graphical form of 999 University Street
geographic coordinates (resolution) and vertical Montreal, Quebec, Canada H3C 5H7
(iii)
TABLE OF CONTENTS
Page Page
Chapter 1. Introduction . . . . . . . . . . . . . . . . . . . . 1-1 Chapter 5. Surveying guidance . . . . . . . . . . . . . . 5-1
1.1 Effects of using differing 5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

coordinate reference systems 5.2 General specifications . . . . . . . . . . . . . . . . . 5-1
in aviation . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 5.3 Survey requirements for aerodrome/
1.2 Magnitude of the problem. . . . . . . . . . . . . . 1-2 heliport-related navigation elements . . . . . . 5-4
1.3 Navigational implications . . . . . . . . . . . . . . 1-2 5.4 Aerodrome/heliport survey report
1.4 Solution to the problem. . . . . . . . . . . . . . . . 1-2 requirements . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Figures for Chapter 1 . . . . . . . . . . . . . . . . . . . . . . 1-4 5.5 Survey requirements for navigation aids . . 5-6
5.6 En-route survey report requirements . . . . . 5-7
5.7 Use of software . . . . . . . . . . . . . . . . . . . . . . 5-7
Chapter 2. Accuracy, Resolution and 5.8 Digital format for the delivery of
Integrity of Aeronautical Data . . . . . . . . . . . . . . . . 2-1 survey data. . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
2.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.2 Type and classification of positional Attachment A to Chapter 5. Monumentation . . . . . 5-8
data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 Source of raw aeronautical data . . . . . . . . . 2-1 1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
2.4 Accuracy requirements . . . . . . . . . . . . . . . . 2-2 2. Numbering system for survey markers . . . . . . 5-8
2.5 Resolution requirements . . . . . . . . . . . . . . . 2-3 Figures for Attachment A . . . . . . . . . . . . . . . . . . . 5-9
2.6 Integrity requirements . . . . . . . . . . . . . . . . . 2-3
Tables for Chapter 2 . . . . . . . . . . . . . . . . . . . . . . . 2-4 Attachment B to Chapter 5. Description of
geographical positions . . . . . . . . . . . . . . . . . . . . . . 5-12
Figures for Attachment B . . . . . . . . . . . . . . . . . . . 5-13
Chapter 3. The Global WGS-84 Coordinate
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Attachment C to Chapter 5. Survey reports . . . . . . 5-32
3.1 Definition of the WGS-84 coordinate
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 1. Geodetic connection . . . . . . . . . . . . . . . . . . . . . 5-32
3.2 Realization of the WGS-84 coordinate 2. Aerodrome/heliport survey. . . . . . . . . . . . . . . . 5-32
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3. En-route survey . . . . . . . . . . . . . . . . . . . . . . . . 5-32
3.3 Accuracy of WGS-84 coordinates . . . . . . . 3-1
Figures for Chapter 3 . . . . . . . . . . . . . . . . . . . . . . 3-3 Attachment D to Chapter 5. Computation of
threshold coordinates . . . . . . . . . . . . . . . . . . . . . . . 5-34
Chapter 4. A guide to obtain WGS-84

coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 Chapter 6. Quality assurance . . . . . . . . . . . . . . . . 6-1
4.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 6.1 Quality definitions. . . . . . . . . . . . . . . . . . . . 6-1

4.2 Scenario 1: Coordinates in a local 6.2 Quality assurance (QA). . . . . . . . . . . . . . . . 6-2
reference frame are available . . . . . . . . . . . 4-1 Figures for Chapter 6 . . . . . . . . . . . . . . . . . . . . . . 6-5
4.3 Scenario 2: Coordinates of the required
accuracy are not available . . . . . . . . . . . . . . 4-3 Chapter 7. Deliverables. . . . . . . . . . . . . . . . . . . . . 7-1
4.4 Scenario 3: Digitized coordinates from
maps are available . . . . . . . . . . . . . . . . . . . . 4-4 7.1 Survey reporting requirements . . . . . . . . . . 7-1
Figures for Chapter 4 . . . . . . . . . . . . . . . . . . . . . . 4-6 7.2 Basic reporting structure . . . . . . . . . . . . . . . 7-1
(v)
(vi) World Geodetic System 1984 (WGS-84) Manual
Page Page
7.3 Formats, standard algorithms and Appendix D. Datum transformation

working practices. . . . . . . . . . . . . . . . . . . . . 7-2 formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
Figures for Chapter 7 . . . . . . . . . . . . . . . . . . . . . . 7-6 Figure for Appendix D . . . . . . . . . . . . . . . . . . . . . D-5
Appendix A. The Global Positioning Appendix E. Surveying and photogrammetric

System (GPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1 methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1
Figures for Appendix A . . . . . . . . . . . . . . . . . . . . A-6 Figures for Appendix E. . . . . . . . . . . . . . . . . . . . . E-4
Appendix B. Principles of geodesy. . . . . . . . . . . . B-1 Appendix F. Map projections . . . . . . . . . . . . . . . . F-1

Figures for Appendix B. . . . . . . . . . . . . . . . . . . . . B-7
Appendix G. Sample questionnaire . . . . . . . . . . . G-1
Appendix C. The International Terrestrial
Reference System (ITRS). . . . . . . . . . . . . . . . . . . . . C-1 Bibliography
Chapter 1
INTRODUCTION
1.1 EFFECTS OF USING DIFFERING 1.1.5 There are many geodetic reference datums in use
COORDINATE REFERENCE throughout the world providing references for the charting
SYSTEMS IN AVIATION of particular areas. Each datum has been produced by fitting
a particular mathematical earth model (ellipsoid) to the true
1.1.1 Geodetic datum problems in air navigation shape of the earth (geoid) in such a way as to minimize the
were first encountered in Europe in the early 1970s during differences between the ellipsoid and the geoid over the
the development of multi-radar tracking systems for area of interest. Most ellipsoids in current use were derived
EUROCONTROLs Maastricht Upper Airspace Centre in the 1800s and were normally referenced to a local
(UAC), where plot data from radars located in Belgium, observatory. These different datums and ellipsoids produce
Germany and the Netherlands were processed to form a different latitude and longitude grids and, hence, different
composite track display for air traffic controllers. Discrep- sets of geographical coordinates. States developed their own
ancies in the radar tracks were found to be the result of geodetic datums which usually differed from those of
incompatible coordinates. adjacent States. As distance requirements increased beyond
national boundaries, new requirements arose for datums on
1.1.2 In the mid-1970s, during trajectography at least a continental scale.
experiments with the French SAVVAN system (Systme
Automatique de Vrification en Vol des Aides a la 1.1.6 Looking at the current situation, it must be
Navigation, i.e. Automatic In-flight Navigation Aids acknowledged that in the en-route environment, the use of
Checking System), positional jumps were noticed when ground-based navigation aids in different reference frames
switching between Distance Measurement Equipment does not have any significant effect since the primary
(DME) transponders located in different States. Once means of navigation remains the use of VOR or NDB
more, the errors could only be attributed to incompatibility signals to define radial tracks to or from the beacon with
of the coordinates of ground aids. turning points either at the beacon or at a distance from it,
defined by the DME. In such circumstances, published
1.1.3 If a ground-based radar navigation aid is coordinates of the navaid do not affect the track flown by
coordinated in two or more different geodetic reference the aircraft. This will dramatically change either in the
datums, aircraft horizontal position determination will have approach and landing phase or where reduced lateral
two or more different sets of latitude and longitude values. aircraft separation is implemented, i.e. Area Navigation
In metric units aircraft locations could show a discrepancy (RNAV) and Required Navigation Performance (RNP)
of up to several hundred metres when simultaneously systems with higher accuracy and integrity requirements.
located and tracked by two radars: Radar datum 1 and Therefore, these discrepancies will no longer be tolerable
Radar datum 2 (see Figure 1-1). This could lead to a and will demand the introduction of a common geodetic
situation where an aircraft close to a border between two reference system for use by international civil aviation.
States with different geodetic reference datums could be
seen by radars in the two States as having different 1.1.7 The United States Department of Defense (World
positions and the potential for misinterpreting aircraft Geodetic System Committee) defined and developed a
separations and clearances from restricted areas. number of geocentric reference systems to which other
geodetic networks may be referred. The continued develop-
1.1.4 Thus, the main source of systematic errors is the ment using increasingly available satellite information
non-use of a common geodetic reference datum for deter- resulted in the World Geodetic System 1960 (WGS-60),
mining radar positions; the solution is to derive the radar 1966 (WGS-66), 1972 (WGS-72) and the current
positions from a common geodetic reference frame. definition 1984 (WGS-84).
1-1
1-2 World Geodetic System 1984 (WGS-84) Manual
1.2 MAGNITUDE OF in Japan to the Tokyo Datum (TD) and in Europe to the
THE PROBLEM European Datum (ED). Each of these datums uses a
different mathematical model that best fits or provides the
1.2.1 The discrepancies between one geodetic reference best representation of the earths shape in that specific
frame and another depend upon the: geographic region. Even though States seldom publicize a
geodetic datum, it is common practice for a State to use a
a) order of magnitude of the three origin shifts; specific datum for all mapping, charting and geodetic
activities. The mathematical parameters of these datums
b) magnitude of the three axial rotations; differ, the location of the centre of each datum differs and,
except for those States that have already converted to an
c) scale factor value; and earth-centred datum, none of the datum centres coincides
with the centre of gravity of the earth.
d) shape of the reference ellipsoid (if working in
geographical coordinates). 1.3.3 Unlike ground-derived coordinates, navigation
system-derived coordinates are earth-centred. The Inertial
Note. Most States already have a national reference Navigation System (INS) uses accelerometers on a gyro- or
frame with a specific set of datum parameters. The datum laser ring-stabilized platform to sense movement and deter-
discrepancies range from metres to kilometres. mine aircraft position. The alignment of the platform relates
to the earths centre of mass and rotation resulting in INS-
1.2.2 Figure 1-2 illustrates the magnitude of positional generated coordinates that are referenced to the earths
differences for Europe between points expressed in different centre. This means that published coordinates as referenced
geodetic datums. The figure represents the differences in to local geodetic datums will not compare, directly, with
seconds of arc between values in national geodetic datums INS-generated coordinates. Because INS is normally aligned
and WGS-72 in five States for latitude and longitude, with local coordinates before take-off, it is the most accurate
respectively. WGS-72 has been used for this illustration within the area defined by the local datum. Inter-datum
because the transformation parameters from the national flights up to the present have not been hindered by the
geodetic datums were known. From Figure 1-2, it can be coordinate shift which is small compared with the drift of
deduced that the differences in position of points with respect the INS on the en-route phase of long-distance flights.
to different national geodetic datums and WGS-72 can be in
the order of a few hundred metres for a particular State.
1.3.4 Coordinates derived by the airborne Global
Navigation Satellite System (GNSS) from signals received
from satellites will be earth-centred because the GNSS
satellites operate with an earth-centred reference model,
1.3 NAVIGATIONAL
i.e. WGS-84. GNSS coordinates will not compare with
IMPLICATIONS
coordinates based on local geodetic datums except in areas
where coordinates have been readjusted to an earth-centred
1.3.1 Geographical coordinates used in the civil
datum. This means that the difference between the
aviation environment today are generally of two type:
coordinates of a point referenced to a local geodetic datum
ground-derived coordinates and navigation system-derived
and the coordinates of that same point referenced to the
coordinates. Ground-derived coordinates are those that are
earth-centred WGS-84 datum has to be taken into account.
obtained through surveys, calculations and measurements.
They are published by the civil aviation authorities in
Aeronautical Information Publications (AIPs) and charts
made available to the public. Navigation system-derived
coordinates, on the other hand, are coordinates generated 1.4 SOLUTION TO
by the airborne systems from accelerometers and ground- THE PROBLEM
based or satellite-based signals.
1.4.1 The solution to this problem was to adopt
1.3.2 Ground-derived coordinates (latitude and longi- WGS-84 as a common geodetic reference frame for civil
tude) are determined with measurements and calculations on aviation (see the Foreword). To facilitate implementation of
mathematical reference models. These models represent the the WGS-84 reference frame, this guidance material was
shape of the earth in a particular geographic region and are prepared.
called geodetic datums. For example, coordinates used by
civil aviation in the United States are mathematically refer- 1.4.2 The first step in the implementation of any
enced or calculated to the North American Datum (NAD), coordinate transformation proposal is to carry out an
Chapter 1. Introduction 1-3
inventory. In order to make an assessment of the quality b) Determine by a computational datum transformation
of the published aeronautical geographical coordinates WGS-84 coordinates for all remaining points.
required for air navigation, it is necessary to review all
existing related records of aeronautical coordinate data. 1.4.6 There are two general groups of air navigation
points for which geographical coordinates are required
1.4.3 A sample questionnaire designed for survey (see Table 1-1).
inventory is provided in Appendix G. Information provided
through the use of such a questionnaire will allow for 1.4.7 The preceding paragraphs considered the hori-
accurate estimates and identification of those items for zontal element of the WGS-84 geodetic system. However,
which a field survey is required in order to verify positions. WGS-84 is a three-dimensional reference frame coordi-
nated in X, Y, Z or in , and h. Geographical coordinates
are expressed in latitude and longitude while the
1.4.4 Analysis of the questionnaire data will identify
parameter h is the geometric (ellipsoidal) height above the
the navigation aids and aerodrome/heliport points and
WGS-84 ellipsoid.
facilities that need to be resurveyed. It will also identify
those positions where the geographical coordinates satisfy
1.4.8 GNSS-derived heights are referenced to the
the required accuracy and integrity to allow for direct
WGS-84 ellipsoid which will usually differ from
transformation to the WGS-84 geodetic reference frame by
the normal (orthometric) height at the same point. The
mathematical means alone.
difference will be of significance in the aerodrome environ-
ment when navigating with GNSS sensors. The difference
1.4.5 In principle, there are two approaches which can between orthometric height (geoid height, elevation) and
be used as stand-alone or combined methods to transform WGS-84 ellipsoidal height must therefore be made
a survey given in adequately accurate coordinates to available to the aviation community. The height that
WGS-84. separates geoid and WGS-84 ellipsoid is the geoid
undulation.
a) Survey at least three control stations (covering the
area under consideration) to obtain WGS-84 1.4.9 Geoid undulation is required for airport
coordinates and determine the datum parameters elevations, runway thresholds and touchdown and lift-off
between the local reference frame and WGS-84. areas (TLOFs) or thresholds of final approach and take-off
areas (FATOs) at heliports. (See also Appendix B.)
Table 1-1. Air navigation-related coordinates of interest
Area/en-route coordinates Aerodrome/heliport coordinates
ATS/RNAV route points Aerodrome/heliport reference points

Holding points Runway, FATO thresholds
En-route radio navigation aids Terminal radio navigation aids
Restricted/prohibited/danger areas FAF, FAP and other IAP essential points
Obstacles en route Runway centre line points
FIR boundaries Aircraft standpoints
CTA, CTZ Aerodrome/heliport obstacles
Other significant points
FIGURES FOR CHAPTER 1
Horizontal aircraft
position
Radar Radar
datum 1 datum 2
Datum 1 Datum 2
Positional discrepancy 100 m 3 000 m
Figure 1-1. Datum problem in air navigation
LAT LON
UK UK
Germ any Germ any
France France
Belgium Belgium
Netherlands Netherlands
Figure 1-2. LAT, LON between local and WGS-72 (")

Chapter 2
ACCURACY, RESOLUTION AND INTEGRITY

OF AERONAUTICAL DATA
2.1 GENERAL Three types of positional data have been defined: surveyed
points, calculated points and declared points (see Tables 2-1
2.1.1 Traditional navigation techniques have relied to 2-5).
upon the ability to fly to or from point navigation aids.
While the coordinates of the navigation aids have been a) Surveyed point. A surveyed point is a clearly defined
provided, this information has not been used as part of the physical point, specified by latitude and longitude,
navigation process. Increasing use is being made of Area that has been determined by a survey, conducted in
Navigation (RNAV) systems which derive the aircraft accordance with the guidance provided in this
position from such sources as Inertial Navigation Systems manual. Communication facilities, gates, navaids,
(INS), Omega, VHF omni-directional radio range/distance navigation checkpoints, obstacles and runway
measuring equipment (VOR/DME), dual or multi-DME thresholds are usually surveyed points.
and Global Navigation Satellite Systems (GNSS). Based on
aeronautical data, RNAV systems generate appropriate b) Calculated point. A calculated point is a point in
instructions to the autopilots which enable the aircraft to space that need not be specified explicitly in
follow the planned route during the departure, en-route and latitude and longitude, but that has been derived, by
approach phases and eventually, with the implementation of mathematical manipulation, from a known surveyed
GNSS, the landing phases. point. A fix, specified by radial/bearing and range
from a known surveyed point such as a navaid or by
2.1.2 For such operations, the track actually flown by the intersection of a number of radial/bearings from
the aircraft depends upon the coordinates defining both the a number of navaids, is an example of a calculated
track and the position of ground-based navigation aids. point. En-route way-points, which are computed
With the advent of precision RNAV (RNP 1) routes and the from the intersection of routes or from cross radial
extension of RNAV application to terminal area (TMA) fixes on routes, are also calculated points, albeit
procedures, higher precision is required, and it is necessary they are reported in latitude and longitude.
to ensure that the data defining the track to be flown are of
an accuracy, resolution and integrity consistent with the c) Declared point. A declared point is a point in space,
RNP requirements. defined by latitude and longitude, that is not
dependent upon, nor formally related to, any known
surveyed point. Flight information region (FIR)
boundary points and prohibited, restricted or danger
2.2 TYPE AND CLASSIFICATION
area points that are outside control areas are often
OF POSITIONAL DATA
declared points.
2.2.1 Air navigation points can be divided into two
basic groups (as outlined in Table 1-1):
a) area/en-route points; and 2.3 SOURCE OF RAW

AERONAUTICAL DATA
b) aerodrome/heliport points.
It is the responsibility of relevant technical services, within
2.2.2 Besides this basic categorization, air navigation the appropriate authority of a Contracting State, to ensure
points can be categorized by the type of positional data. the determination of raw aeronautical data required for
2-1
promulgation by the aeronautical information service (AIS). if required. Tables 2-1 to 2-5 contain accuracy requirements
On receipt of the raw data, the relevant technical services for aeronautical data as specified in Annex 11 and in
must check, record and edit the data so that they can be Annex 14, Volumes I and II. The requirements for quality
released to the next intended user in a standard format. Raw assurance and aeronautical data processing procedures are
aeronautical data containing positional information can provided in more detail in Chapter 6.
originate from a number of different sources.
Definition of Accuracy. A degree of conformance between
a) En-route. The surveyed positions of navaids and the estimated or measured value and the true value.
communication facilities are normally provided by
the owner/operator (ATC) of the equipment. Note. For measured positional data the accuracy is
normally expressed in terms of a distance from a stated
b) SID, STAR, Instrument approach procedures. The position within which there is a defined confidence of the
calculated positions are normally determined by the true position falling.
air traffic service provider responsible for the
procedure, in coordination with the technical branch 2.4.4 Accuracy requirements are based upon a 95%
dealing with the procedure design within the State confidence level (see Table 2-6). The underlying statistical
aviation authority. distribution for positional data in two dimensions is usually
taken to be the circular normal distribution. The probability
c) Aerodrome/heliport. The surveyed positions of P of a point actually falling within a circle of radius c
thresholds, gates, obstacles and navaids, etc. located around its reported position, where represents the standard
at the aerodrome/heliport are normally provided by univariate deviation and c is a numeric coefficient, is:
the owner or operator of the aerodrome/heliport.
P = 1 exp (c2/2).
d) Airspace divisions and restrictions. The declared
positions are normally defined by State civil aviation 2.4.5 The Circular Error Probable (CEP) is the radius
or military authorities or other government bodies. of the circle within which 50% of the measurements lie,
that is, 1.1774 . The radius within which 95% of the
measurements lie is 2.448 or 2.079 CEP. Table 2-6
relates error values, probable errors and probabilities in
2.4 ACCURACY REQUIREMENTS
one, two and three dimensions.
2.4.1 For aeronautical data to be usable, it must be

2.4.6 The RNP types (see Table 2-7) specify the
accurate and, in this context, can be subdivided into two
navigation performance accuracy of all the user and
distinct categories:
navigation system combinations within an airspace. RNP
types can be used by airspace planners to determine airspace
a) evaluated aeronautical data; and utilization potential and as input for defining route widths
and traffic separation requirements, although RNP by itself
b) reference aeronautical data. is not a sufficient basis for setting a separation standard.
2.4.2 Evaluated aeronautical data include such infor-

mation as positional data, elevation, runway length, declared 2.5 RESOLUTION REQUIREMENTS
distances, platform-bearing characteristics and magnetic
variation. Reference aeronautical data include navaid Definition of Resolution. A number of units or digits to
identifiers, navaid frequencies, way-point names, rescue and which a measured or calculated value is expressed and
fire-fighting facilities, hours of operation, telephone numbers, used.
etc.
2.5.1 Resolution of positional data is the smallest
2.4.3 The accuracy requirement for the reference data separation that can be represented by the method employed
is absolute; the information is either correct or incorrect. to make the positional statement. Care must be taken that
Conversely, the required degree of accuracy of the the resolution does not affect accuracy; the resolution is
evaluated data will vary depending upon the use to which always a rounded value as opposed to a truncated value.
the data are put. This manual addresses primarily evaluated The order of publication and the charting resolution of
positional data but many of the procedures may be applied aeronautical data must be that specified in Tables 2-1 to
to other evaluated aeronautical data and to reference data, 2-5.
Chapter 2. Accuracy, resolution and integrity of aeronautical data 2-3
Definition of Precision. The smallest difference that can be 2.6.2 Requirement for integrity
reliably distinguished by a measurement process.
2.6.2.1 A data items use forms the basis for
Note. In reference to the geodetic surveys, precision determining its integrity requirement. Aeronautical data
is a degree of refinement in performance of an operation or integrity requirements must therefore be based upon the
a degree of perfection in the instruments and methods used potential risk resulting from the corruption of data and
when making measurements. upon the particular use of the data item. Consequently, the
following classification of data integrity must apply.
2.5.2 The terms precision and resolution are often
interchangeable in general use. Here precision is a measure
a) Critical data. There is a high probability when
of the data field capacities that are available within a
using corrupted critical data that the continued safe
specific system design. (Example: 54 33' 15" is expressed
flight and landing of an aircraft would be severely
to a resolution of one second.) Any process that
at risk with the potential for catastrophe.
manipulates data subsequent to the original measurement or
definition cannot increase the precision to which the data
were originally measured or defined, regardless of the b) Essential data. There is a low probability when
resolution available within the system itself. using corrupted essential data that the continued
safe flight and landing of an aircraft would be
severely at risk with the potential for catastrophe.
2.6 INTEGRITY REQUIREMENTS
c) Routine data. There is a very low probability when
Definition of Integrity (aeronautical data). A degree of using corrupted routine data that the continued safe
assurance that an aeronautical data and its value has not flight and landing of an aircraft would be severely
been lost nor altered since the data origination or at risk with the potential for catastrophe.
authorized amendment.
2.6.2.2 To each of these types of data, an integrity
level requirement has been assigned as follows.
2.6.1 General
2.6.1.1 The integrity of the data can be regarded as the a) Critical data: 1 10-8. This level is given to the
degree of assurance that any data item retrieved from a runway threshold data which define the landing point.
storage system has not been corrupted or altered in any way The level of integrity has been derived from the
since the original data entry or its latest authorized integrity requirement for autoland and is defined to
amendment. This integrity must be maintained throughout ensure that the overall process, of which aeronautical
the data process from survey to data application. In respect data are only a part, has the required integrity.
to AIS, integrity must be maintained to the next intended
user. b) Essential data: 1 10-5. This level is assigned to
points which, while an error can in itself result in an
2.6.1.2 Integrity is expressed in terms of the probability aircraft being outside of the envelope required,
that a data item, retrieved from a storage system with no excursion does not necessarily result in a
evidence of corruption, does not hold the same value as catastrophe. Examples include en-route navigation
intended. For example, an integrity of 1 10-8 means that an aids and obstacles. The reason why obstacle data
undetected corruption can be expected in no more than one can be held with a relatively lower level of integrity
data item in every 100 000 000 data items processed. Loss of is that, while the data need to be accurate at the
integrity does not necessarily mean loss of accuracy. time the procedures are designed, any subsequent
However, it does mean that it is no longer possible to prove corruption should have no impact on the safety of
that the data are accurate without a further verification of the the aircraft on the condition that it conforms to the
data from the point at which integrity can be confirmed. procedure requirements.
2.6.1.3 The integrity requirements for data are not

c) Routine data: 1 10-3. This level is assigned to
absolute. The risk associated with a point being in error is
data for which errors do not affect the navigation
dependent upon how that data point is being used. Thus, the
performance. These include FIR boundary points.
integrity of a point at threshold used for landing needs a
higher integrity than one used for en-route guidance. It is
important to note that a lower accuracy does not necessarily Note. A classification of aeronautical data with
imply a lower integrity requirement. respect to integrity are provided in Tables 2-1 to 2-5.
TABLES FOR CHAPTER 2
Table 2-1. Aeronautical data quality requirements (latitude and longitude)
Accuracy Publication Chart Integrity

Latitude and longitude data type resolution resolution classification
Flight information region boundary 2 km (1 NM) declared 1 min as plotted 1 10-3 routine
points
P, R, D area boundary points 2 km (1 NM) declared 1 min as plotted 1 10-3 routine
(outside CTA/CTZ boundaries)
P, R, D area boundary points 100 m calculated 1 sec as plotted 1 10-5 essential
(inside CTA/CTZ boundary)
CTA/CTZ boundary points 100 m calculated 1 sec as plotted 1 10-5 essential
En-route NAVAIDS and fixes, holding, 100 m surveyed/ 1 sec 1 sec 1 10-5 essential
STAR/SID points calculated
Obstacles en-route 100 m surveyed 1 sec as plotted 1 10-3 routine
Aerodrome/heliport reference point 30 m surveyed/ 1 sec 1 sec 1 10-3 routine
calculated
NAVAIDS located at the aerodrome/ 3 m surveyed 1/10 sec as plotted 1 10-5 essential
heliport
Obstacles in the circling area and at the 3 m surveyed 1/10 sec 1/10 sec 1 10-5 essential
aerodrome/heliport (AOC Type C)
Significant obstacles in the approach 3 m surveyed 1/10 sec 1/10 sec 1 10-5 essential
and take-off area (AOC Type C)
Final approach fixes/points and other 3 m surveyed/ 1/10 sec 1 sec 1 10-5 essential
essential fixes/points comprising calculated
instrument approach procedures
Runway threshold 1 m surveyed 1/100 sec 1 sec 1 10-8 critical
Runway end (flight path alignment 1 m surveyed 1/100 sec 1 10-8 critical
point)
Runway centre line points 1 m surveyed 1/100 sec 1/100 sec 1 10-8 critical
Taxiway centre line points 0.5 m surveyed 1/100 sec 1/100 sec 1 10-5 essential
Ground taxiway centre line points, air 0.5 m surveyed/ 1/100 sec 1/100 sec 1 10-5 essential
taxiways and transit routes points calculated
Aircraft/helicopter standpoints/INS 0.5 m surveyed 1/100 sec 1/100 sec 1 10-3 routine
checkpoints
Geometric centre of TLOF or FATO 1 m surveyed 1/100 sec 1 sec 1 10-8 critical
thresholds, heliports
Table 2-2. Aeronautical data quality requirements (elevation/altitude/height)

Elevation/altitude/height data type resolution resolution classification
Aerodrome/heliport elevation 0.5 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential

WGS-84 geoid undulation at 0.5 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential
aerodrome/heliport elevation position
Runway or FATO threshold, 0.5 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential
non-precision approaches
WGS-84 geoid undulation at runway 0.5 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential
or FATO threshold, TLOF geometric
centre, non-precision approaches
Runway or FATO threshold, 0.25 m or 1 ft surveyed 0.5 m or 1 ft 0.5 m or 1 ft 1 10-8 critical
precision approaches
WGS-84 geoid undulation at runway 0.25 m or 1 ft surveyed 0.5 m or 1 ft 0.5 m or 1 ft 1 10-8 critical
or FATO threshold, TLOF geometric
centre, precision approaches
Obstacle Clearance Altitude/Height as specified in as specified in 1 10-5 essential
(OCA/H) PANS-OPS PANS-OPS
(Doc 8168) (Doc 8168)
Threshold crossing height, 0.5 m or 1 ft calculated 0.5 m or 1 ft 0.5 m or 1 ft 1 10-8 critical
precision approaches
Obstacles in the approach and 1 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential
take-off areas
Obstacles in the circling areas and 1 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential
at the aerodrome/heliport
Obstacles en-route, elevations 3 m (10 ft) surveyed 3 m (10 ft) 3 m (10 ft) 1 10-3 routine
Distance Measuring Equipment/ 3 m (10 ft) surveyed 3 m (10 ft) 1 10-5 essential
Precision (DME/P)
Distance Measuring Equipment 30 m (100 ft) surveyed 30 m (100 ft) 30 m (100 ft) 1 10-5 essential
(DME) elevation
Instrument approach procedures as specified in as specified in 1 10-5 essential
altitude PANS-OPS PANS-OPS
Doc 8168) (Doc 8168)
Minimum altitudes 50 m or 100 ft calculated 50 m or 100 ft 50 m or 100 ft 1 10-3 routine
Table 2-3. Aeronautical data quality requirements (declination and magnetic variation)

Declination/variation data type resolution resolution classification
VHF NAVAID station declination used 1 degree surveyed 1 degree 1 10-5 essential
for technical line-up
NDB NAVAID magnetic variation 1 degree surveyed 1 degree 1 10-3 routine
Aerodrome/heliport magnetic variation 1 degree surveyed 1 degree 1 degree 1 10-5 essential
ILS localizer antenna magnetic variation 1 degree surveyed 1 degree 1 10-5 essential
MLS azimuth antenna magnetic 1 degree surveyed 1 degree 1 10-5 essential
variation
Table 2-4. Aeronautical data quality requirements (bearing)

Bearing data type resolution resolution classification
Airway segments 1/10 degree 1 degree 1 degree 1 10-3 routine

calculated
En-route and terminal fix formations 1/10 degree 1/10 degree 1/10 degree 1 10-3 routine
calculated
Terminal arrival/departure route 1/10 degree 1 degree 1 degree 1 10-3 routine
segments calculated
Instrument approach procedure fix 1/100 degree 1/100 degree 1/10 degree 1 10-5 essential
formations calculated
ILS localizer alignment 1/100 degree 1/100 degree 1 degree 1 10-5 essential
surveyed True
MLS zero azimuth alignment 1/100 degree 1/100 degree 1 degree 1 10-5 essential
surveyed True
Runway and FATO bearing 1/100 degree 1/100 degree 1 degree 1 10-3 routine
surveyed True
Table 2-5. Aeronautical data quality requirements (length/distance/dimension)

Length/distance/dimension data type resolution resolution classification
Airway segments length 1/10 km or 1/10 km or 1 km or 1 NM 1 10-3 routine

1/10 NM calculated 1/10 NM
En-route fix formations distance 1/10 km or 1/10 km or 2/10 km (1/10 NM) 1 10-3 routine
1/10 NM calculated 1/10 NM
Terminal arrival/departure route 1/100 km or 1/100 km or 1 km or 1 NM 1 10-5 essential
segments length 1/100 NM calculated 1/100 NM
Terminal and instrument approach 1/100 km or 1/100 km or 2/10 km (1/10 NM) 1 10-5 essential
procedure fix formations distance 1/100 NM calculated 1/100 NM
Runway and FATO length, 1 m or 1 ft surveyed 1 m or 1 ft 1 m (AD chart) 1 10-8 critical
TLOF dimensions 0.5 m (AOC chart)
Stopway length 1 m or 1 ft surveyed 1 m or 1 ft 0.5 m (AOC chart) 1 10-8 critical
Landing distance available 1 m or 1 ft surveyed 1 m or 1 ft 1 m (AD chart) 1 10-8 critical
0.5 m (AOC chart)
ILS localizer antenna runway 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-3 routine
end and FATO end, distance
ILS glide slope antenna 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-3 routine
threshold, distance along centre line
ILS markers threshold distance 3 m or 10 ft calculated 3 m (10 ft) 2/10 km (1/10 NM) 1 10-5 essential
ILS DME antenna threshold, 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-5 essential
distance along centre line
MLS azimuth antenna runway 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-3 routine
end and FATO end, distance
MLS elevation antenna 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-3 routine
threshold, distance along centre line
MLS DME/P antenna threshold, 3 m or 10 ft calculated 3 m (10 ft) as plotted 1 10-5 essential
distance along centre line
Table 2-6. Accuracy and probability
One-dimensional Two-dimensional Three-dimensional

Accuracy expression probability probability probability
Three sigma 99.7% 98.9% 97.1%

Two sigma 95.0% 86.0% 78.8%
One sigma 68.0% 39.3% 19.9%
Probable error 50.0% 50.0% 50.0%
(0.67 ) (1.18 ) (1.54 )
Table 2-7. RNP types
Accuracy RNP 1 RNP 4 RNP 12.6 RNP 20
95% position accuracy in the 1.85 km 7.4 km 23.3 km 37 km

designated airspace (1.0 NM) (4.0 NM) (12.6 NM) (20.0 NM)
Chapter 3
THE GLOBAL WGS-84 COORDINATE SYSTEM
3.1 DEFINITION OF THE WGS-84 angular velocity, and the earth mass which is included in the
COORDINATE SYSTEM ellipsoid of reference.
3.1.4 The secondary parameters define a detailed

3.1.1 The World Geodetic System 1984 (WGS-84)
Earth Gravity Field Model (EGFM) of the degree and
coordinate system is a Conventional Terrestrial System
order n = m = 180. The WGS-84 EGFM, through
(CTS), realized by modifying the Navy Navigation Satellite
n = m = 180, is to be used when calculating WGS-84
System (NNSS), or TRANSIT, Doppler Reference Frame
geoid heights, WGS-84 gravity disturbance components,
(NSWC 9Z-2), in origin and scale, and rotating it to bring
and WGS-84 1 1 mean gravity anomalies via spherical
its reference meridian into coincidence with the Bureau
harmonic expansions. Expansions to this degree and order
International de lHeure (BIH)-defined zero meridian.
(n = m = 180) are needed to accurately model variations in
the earths gravitational field on or near the earths surface.
3.1.2 Origin and axes of the WGS-84 coordinate The WGS-84 EGFM, through n = m = 41, is more
system are defined as follows. appropriate for satellite orbit calculation (e.g. GPS
navigation satellites) and prediction purposes.
a) Origin is the earths centre of mass.
b) Z-axis is the direction of the Conventional Terres-

3.2 REALIZATION OF THE WGS-84
trial Pole (CTP) for polar motion, as defined by
COORDINATE SYSTEM
BIH on the basis of the coordinates adopted for the
BIH stations.
3.2.1 The origin and the orientation of coordinate
axes in WGS-84 are defined by the X, Y, Z coordinates of
c) X-axis is the intersection of the WGS-84 reference the five GPS monitoring stations (see Figure 3-2).
meridian plane and the plane of the CTPs equator,
the reference meridian being the zero meridian 3.2.2 Historically, the coordinates of the GPS tracking
defined by the BIH on the basis of the coordinates sites have been determined by the use of Doppler
adopted for the BIH stations. measurements to the TRANSIT satellite navigation system.
Data, observed over long periods, have been processed in
d) Y-axis completes a right-handed, earth-centred, order to derive precise station coordinates. The use of
earth-fixed (ECEF) orthogonal coordinate system, TRANSIT Doppler measurements in WGS-84 is a good
measured in the plane of the CTP equator, 90 east example of the practical realization of a reference system.
of the X-axis. It should be pointed out, however, that errors can spread
into the procedures used to realize reference frames.
Note. An illustration of the WGS-84 coordinate system
origin and axes, which serve also as the geometric centre
and the X, Y, and Z axes of the WGS-84 ellipsoid, is given 3.3 ACCURACY OF WGS-84
in Figure 3-1. COORDINATES
3.1.3 WGS-84 is an earth-fixed global reference 3.3.1 The accuracy, one sigma, (1 ) of WGS-84
frame, including an earth model, and is defined by a set of coordinates directly determined in WGS-84 by GPS Satellite
primary and secondary parameters. The primary parameters, Point Positioning, their respective precise ephemerides and
given in Table 3-1, define the shape of an earth ellipsoid, its ground-based satellite tracking data acquired in static mode,
3-1
in terms of geodetic latitude , geodetic longitude , and than the WGS-84 coordinates of a GPS station. This is due
geodetic height h, is: to the distortions and surveying errors present in local
geodetic datum networks, i.e. the lack of a sufficient
a) horizontal = = 1 m (1 ); and number of properly placed GPS stations collocated with
local geodetic networks for use in determining the
b) vertical h = 1 ... 2 m (1 ).
transformation parameters and the uncertainty introduced
3.3.2 These errors incorporate not only the observa- by the datum transformation.
tional error but also the errors associated with placing the
origin of the WGS-84 coordinate system at the earths 3.3.4 The accuracy of 1 m in the definition of
centre of mass and with determining the correct scale. WGS-84 is sufficient for nearly all air navigation
These absolute values should not be confused with the applications. Additional considerations may be necessary if,
centimetre-precision of GPS differential positioning. At the for example, satellite-based landing systems down to
time WGS-84 was established, only satellite Doppler Category III are to be used in the future. Precision approach
measurements with corresponding accuracy were available Category III needs a vertical accuracy of 0.6 m and a
to determine the ground control segment of WGS-84. horizontal accuracy of 6.0 m, which cannot be supplied by
WGS-84 according to its accuracy definition, but can be
3.3.3 The WGS-84 coordinates of a non-satellite- supplied, for instance, by International Terrestrial Reference
derived local geodetic network station will be less accurate Frame (ITRF).
Table 3-1. Parameters of WGS-84
Parameter Abbreviation WGS-84
Semi-major axis a 6 378 137 m

Angular velocity 7.292115 10-5 rad s-1
Geocentric gravitational constant (Mass of the earths GM 398 600.5 km3 s-2
atmosphere included)
Normalized second degree zonal harmonic coefficient C2,0 484.16685 10-6
of the gravitational potential
Flattening (derived from C2,0 ) f 1/298.257223563
Chapter 3. The global WGS-84 coordinate system 3-3
BIH-defined CTP (1984.0)
ZWGS-84
BIH-defined
zero Earths
meridian centre
(1984.0) of
mass
XWGS-84 YWGS-84
Figure 3-1. The WGS-84 coordinate system definition
Colorado
Springs
Hawaii Kwajalein
Diego
Ascencion Garcia
Master control station
Monitor station
Ground antenna
Figure 3-2. Realization of origin and orientation of WGS-84

Chapter 4
A GUIDE TO OBTAIN WGS-84 COORDINATES
4.1 GENERAL 4.2 SCENARIO 1: COORDINATES IN A

LOCAL REFERENCE FRAME
This chapter is intended to be a guide with recipes for ARE AVAILABLE
users to produce WGS-84 coordinates. The user of the
manual is guided through the steps necessary, depending Two approaches exist to transform coordinates given in
on the existence and the quality of aeronautical data, to national coordinates to WGS-84 coordinates. They are
obtain WGS-84 coordinates. The first question to be dependent on knowledge of the transformation parameters
answered is: and the type of coordinate system, and can be used as
stand-alone methods or combined.
Are coordinates of the required accuracy available?
4.2.1 Checking the type of
Yes If these coordinates are available in a local reference coordinate system
frame, then proceed to 4.2 (Scenario 1). If the
available coordinates have been digitized from maps, 4.2.1.1 Before carrying out a datum transformation,
then proceed to 4.4 (Scenario 3). check if the transformation parameters from the local
reference frame to WGS-84 are known and answer the
When considering the use of existing data, it is following question:
important to check and control the coordinates of
navigation facilities with respect to accuracy and Are all transformation parameters known?
integrity before transforming them to WGS-84 by
mathematical means. One has to keep in mind that Yes Perform a computational datum transformation by
coordinates in air navigation could be safety-critical using the datum transformation formulae (4.2.2 refers)
and that high-integrity requirements have to be to determine the WGS-84 coordinates. Several soft-
fulfilled. In order to fulfil the quality requirements ware programmes exist to support this procedure, e.g.
for coordinates, the surveyor must ensure that: the DATUM programme.
a) point labels have not been interchanged or Note. DATUM performs coordinate transformations
misidentified; between a variety of existing geodetic reference frames and
WGS-84.
b) the coordinates can be verified by aid of
No Use the GPS surveying technique, at known control
redundant measurements; and
stations (covering the area under consideration), to
obtain WGS-84 coordinates. Since these control
c) the accuracy is predictable and sufficient. stations are known in the local reference frame and in
WGS-84, two sets of coordinates for identical
No If coordinates of the required accuracy are not stations exist. These can then be used to determine
available or if, for example, the integrity require- the datum parameters in the Helmert Formula. At
ments cannot be fulfilled, a resurvey with related least three known control stations have to be
field work must be performed. The different methods surveyed by GPS to obtain additional WGS-84
of performing this resurvey to provide accurate coordinates necessary for determining all seven
WGS-84 coordinates are explained under 4.3 Helmert transformation parameters (using the Inverse
(Scenario 2). Helmert Formula). In practice, however, it is usual to
4-1
have as many common points as possible to obtain coordinates f, l, h by transforming from ellipsoidal
the best estimate of the parameters by least squares. coordinates to rectangular coordinates and vice
versa.
Note. See Appendix A for information on GPS
surveying. See Appendix D for a detailed description of the b) Standard Molodensky Formula to solve the trans-
Helmert Formula. formation in curvilinear coordinates f, l, h.
4.2.1.2 For the following example, it is assumed that c) Multiple Regression Equation approach to account
only the shifts of origin between the local reference frame for the non-linear distortion in the local geodetic
and the WGS-84 have to be determined and that, therefore, datum. (Only recommended for large areas).
only one known control station was GPS-surveyed. The
inverse Helmert Formula for solving the three shift of Note. See Appendix D for a detailed description of
origin parameters reads: these datum transformation formulae and Table B-1 for a
list of reference ellipsoids and parameters.
X X X
Y = Y Y
4.2.2.2 Accuracy considerations
Z Z WG 84
WGS-84
Z Local
Local
Shift of 4.2.2.2.1 Because of error propagation, a datum
origin transformation will never improve the survey accuracy. In
most cases the accuracy of the transformed coordinates in
Assumption: No change in orientation (X = Y = Z = 0) the absolute sense is worse than the accuracy of the original
and scale ( = 1) between the local reference frame and coordinates. The user has to check, in particular, whether
WGS-84. the resulting coordinate accuracy still meets the require-
ments. Furthermore, this quality control may be difficult to
4.2.1.3 After determining all necessary transformation perform.
parameters, proceed as explained at the beginning of 4.2.1.1.
The method of referencing a local (i.e. relative) and 4.2.2.2.2 Two of the several reasons known for this
sufficiently accurate GPS aerodrome survey to WGS-84 by loss of accuracy are:
simply measuring the coordinate differences between one
aerodrome point to a known and monumented WGS-84 a) because the datum or transformation parameters
station is called direct geodetic connection. In applying this are, in many cases, only weakly determined, sub-
procedure, all the airport coordinates can be directly stantial discrepancies of up to 50 m in datum
transformed to WGS-84. The problem, however, is that not parameters can occur between published values
many geodetic stations exist worldwide for which accurate from different reference sources. Furthermore, the
WGS-84 coordinates are known. It is therefore recommended accuracy of a navigation aids original coordinates
to use, if available, ITRF stations for this purpose. If no ITRF may not be sufficient, and in many cases the
station is near the aerodrome or navigation facility, the accuracy of the datum parameters is undefined; and
connection survey can be very laborious. In this case, long
distances have to be traversed by surveying, which could be b) there may be a slight distortion in the national
very expensive. network in the area under consideration.
4.2.2 Horizontal datum transformations 4.2.2.3 Limitations of transformations
4.2.2.1 There are three different approaches for 4.2.2.3.1 It should be noted that random and
transforming coordinates from a local datum to WGS-84. systematic errors in local survey data transform directly to
Use the: WGS-84. Because of geodetic network geometry and error
propagation in these networks, the local datum parameters
a) Helmert Formula to carry out the transformation in for a State are not constant in practice but vary with
rectangular Cartesian coordinates X, Y, Z, using location in the geodetic network.
three-, four-, or seven-parameter transformations
depending on the availability and/or reliability of 4.2.2.3.2 The signal-to-noise ratio for the datum
the transformation parameters. The Helmert parameters is, in many cases, close to one, i.e. the noise
Formula can also be applied for spatial ellipsoidal level is very high relative to the magnitude of the datum
Chapter 4. A guide to obtain WGS-84 coordinates 4-3
parameter itself. For example, the orientation angles of a Note. There is no doubt that a complete resurvey of
datum could be published, typically as, say, 0.5" 0.3". the point using differential GPS satellite surveying
techniques (relative to a known station with WGS-84
4.2.2.3.3 The predicted error, or uncertainty, is often coordinates) is the most accurate approach for determining
larger than the value itself. Figure 4-1 shows, in a precise WGS-84 coordinates.
qualitative manner, how the errors in transformation
procedures propagate into transformed coordinates.
4.3.3 Determination by
4.2.2.3.4 The error sources in a datum transformation conventional terrestrial surveying
are errors in the shift parameters, the orientation parameters
and the scale factor. The scale factor error is incorporated 4.3.3.1 Figure 4-2 shows how WGS-84 coordinates
in the above in that it is treated like an orientation error, in can be obtained by conventional terrestrial surveying.
radians, applied to the coordinate value to be transformed
by multiplication. Even an accurate survey with an internal
4.3.3.2 Some of the conventional surveying
accuracy of, say, 0.1 m may show, after the transformation
instruments of modern type (levelling instrument, theodolite,
parameters have been applied, only 1 m level accuracy in
distance meter, total station) have interactive field
WGS-84. Here the difference between absolute and relative
computational capabilities. After downloading the data via
point accuracy has to be considered.
an interface into an office computer, final post-processing
could be carried out. Before the derived coordinates can
enter the survey database, they have to be quality-controlled,
and integrity checks have to be performed. Various graphic
4.3 SCENARIO 2: COORDINATES OF THE
visualizations of data and results can also be done.
REQUIRED ACCURACY ARE
NOT AVAILABLE
Note. For more information on conventional
surveying, see Appendix E.
4.3.1 New field survey techniques
4.3.1.1 If coordinates of the required accuracy are not 4.3.4 Determination by

available, a new field survey must be performed using one, GPS surveying
or a combination of, the following techniques:
4.3.4.1 Most of the field surveying which is necessary
a) conventional surveying; for the positioning of navigation aids, radars, runways, etc.,
is best carried out by differential GPS satellite surveying.
b) GPS surveying; or This method has the advantages of 24-hour all-weather
operations, ease of use, speed, economy, high accuracy and,
c) photogrammetric surveying. most importantly, direct compatibility with the WGS-84
datum.
4.3.2 Best technique(s) for new field survey 4.3.4.2 GPS receivers store the field data. After
finishing the survey, the data have to be downloaded to a
4.3.2.1 In deciding which of the above techniques is computer where they are post-processed using software
(or are) the most efficient for the new field survey, the packages provided by GPS hardware manufacturers and/or
following may be used as guidance. universities. The processing can be done either by individual
baseline or in a multisession-multistation network approach.
a) Use the GPS technique for surveying limited and Again, before the derived coordinates can enter the survey
relatively small areas in a very economical way. database, they have to be quality-controlled, and integrity
checks have to be performed. Various visualizations of data
b) Use the photogrammetric technique if the area to be and results can also be performed.
surveyed is very large.
Note. For the choice of the GPS surveying technique,
c) Use conventional surveying if the area to be (static, rapid static, kinematics survey, etc.) which depends
surveyed contains many obstructions which would to a great extent on the desired accuracy, see Appendix A
lead to GPS signal losses or multipath. and Table A-2.
4.3.5 Determination by digitizing process involves the straightening and squaring

aero-photogrammetry of regular objects, leading to apparently well drawn maps
even after the enlargement process.
4.3.5.1 Figure 4-3 shows the determination of
WGS-84 coordinates by using photogrammetric flights. 4.4.1.2 The most important drawback of digitized
The parameters of the photogrammetric flight have to be maps, however, is the very nature of an analogue database.
determined as a function of anticipated coordinate accuracy High-precision mapping coordinates are generally given in
of the ground stations. If no WGS-84 coordinates at ground national grid northings and eastings, which have been
stations are available, they have to be established using obtained by converting geodetic (ellipsoidal) coordinates
GPS differential surveying techniques. Thus, a network of into a map projection. In addition, one must consider the
ground control points whose coordinates and heights are more significant projection scale and orientation errors
known in advance is an essential requirement for inherent in all map projections. While these can be reduced
referencing the newly derived coordinates to a national by the judicious use of an orthomorphic projection (e.g.
datum. The points to be coordinated have to be marked so Transverse Mercator), they are still substantial, rendering
that a unique identification in the aerial photos is possible. the process of extracting coordinate information from a
map precarious. For example, if the grid coordinates of two
4.3.5.2 If necessary, permission must be obtained to points are extracted from the map and the grid distance
release photo data. These data are then developed and the computed, the distance would be up to 30 cm per kilometre
stereo model construction is carried out in a photo- shorter than the value measured on the ground. This is
grammetric instrument in the office. After inputting the significant and may have serious implications.
ground control coordinates and, if available, GPS-derived
camera positions, the data are processed by a bundle block 4.4.1.3 Therefore, when digitizing coordinates from
adjustment. maps, the following points should be considered:
4.3.5.3 Again, before the derived coordinates can a) It is necessary to check by which technique the map
enter the survey database, they have to be quality- was established (from analogue data/digitizing of
controlled, and integrity checks have to be performed. other maps, from digital data, etc.).
Various visualizations of data and results can then be done.
b) In order to convert the northings and eastings to
Note. For more information on aero-photogrammetry geographical coordinates, it is necessary to know
and the minimization of ground control stations, see the exact formulae of the map projection.
Appendix E.
c) It is necessary to know the original datum of the
projected coordinates as well as the new one, when
transforming.
4.4 SCENARIO 3: COORDINATES DIGITIZED
FROM MAPS ARE AVAILABLE
d) Datum coordinate transformation can only be
applied after converting map projection coordinates
Note. This section helps the user transform
to geodetic coordinates.
coordinates to WGS-84, if the coordinates are available
from digitized maps.
e) The resulting accuracy of digitized coordinates
should be checked and verified in order to decide
whether the anticipated accuracy requirements have
4.4.1 Restrictions
been met.
4.4.1.1 While digitized data have no inherent scale
information, the accuracy of the data is clearly limited by 4.4.1.4 WGS-84 is the definition of the centre of mass
the corresponding accuracy of the analogue map from of the Earth as determined in 1984 and all charts produced
which the data were originally extracted and of the prior to that date using a different geodetic reference will
digitizing process involved. A new analogue map may be not correspond exactly to new charts based on WGS-84.
printed using a larger scale than that of the original map, Finally, one has to bear in mind that maps never contain
but this does not increase the accuracy to the level normally ellipsoidal heights. For example, heights in different maps
associated with the larger scale. The problem is further may refer to:
compounded by the frequent revision and updating of the
database with newly surveyed field data. Furthermore, the a) different zero points (tide gauges); or
b) different types of height systems. (There are not 4.4.2.2 All datum transformations require the use of
only orthometric heights, but also so-called normal the ellipsoidal height h in the local system, which is:
heights, for example, in Eastern Europe.)
h=H+N
4.4.2 Transformations where H is the orthometric height (elevation) and N is the

geoid undulation (height). In general, only the orthometric
height is known (and found also on maps). The geoid
4.4.2.1 To transform coordinates digitized from maps undulation has to be taken from a digital model (if
to WGS-84, it is essential to answer the following question: available). However, an investigation was made checking the
effect of an unknown (orthometric) height on the
Is the kind of map projection, which was used in the local transformed latitude and longitude of a point using the
survey for mapping the reference ellipsoid to the plane and Helmert Formulae. By assigning heights ranging from 0 m
for computing the plane metric coordinates, known? to 8 000 m, it was concluded that the effect on both latitude
and longitude was negligible (less than 15 cm at 8 000 m).
No If this question cannot be answered or the projection Consequently, for a point of known latitude and longitude
is not known, then Scenario 2 applies and a resurvey but unknown (orthometric) height, an arbitrary height of 0 m
should be performed. could be assigned without significantly affecting the
transformation.
Yes If the type of map projection is known, the inverse 4.4.2.3 Because national surveying agencies are using
map projection has to be calculated to compute different kinds of reference ellipsoids, the next step is to
latitude and longitude of the digitized metric determine which reference ellipsoid is being used in order
coordinates on the reference ellipsoid. to perform the datum transformation from the local datum
to the global datum. Sometimes it may be possible to
Note. See Appendix F for different types of map transform directly from the local datum to WGS-84. If not,
projections. then a further transformation from the global datum to
WGS-84 has to be undertaken.
70
60
Coordinate 50
transformation 40
30
error 20
[m] 10
0
0.5
0.4
0
0.3
10
0.2
20
0.1
30
40
Datum
0
Datum
50 orientation
shift error error
[m] ["]
Figure 4-1. Error propagation in datum transformation
Field data
Some instruments
Levelling have interactive Downloading Post
Theodolite field computation field data processing
capabilities
Distance meter
Total station
WGS-84
Reference coordinates
station data new stations
Figure 4-2. From terrestrial surveying data to WGS-84 coordinates

Aerial photos
GPS data
Attitude
GPS
Release/permission
Photo development
Photo
camera
Stereo model construction
Ground control (GPS) data

processing
Coordinates in WGS-84
Figure 4-3. From results of photogrammetric flights to WGS-84 coordinates

Chapter 5
SURVEYING GUIDANCE
5.1 INTRODUCTION 5.2 GENERAL SPECIFICATIONS
This chapter sets out guidance for surveying the 5.2.1 The geodetic datum to which coordinates of
geographical positions of navigation aids and navigation navigation elements must be referenced is WGS-84. This
points brought about by the adoption of WGS-84 as a requirement will be achieved by surveying with respect to
common geodetic reference frame for international civil an appropriate global geodetic reference frame.
aviation. The particular accuracy of the field work values
5.2.2 All aeronautical coordinate data which meet
has been based on operational requirements and is in
the specifications of this manual must be such that their
accordance with the provisions set forth in Annexes 11 and
quality can be demonstrated. The accuracy of the field
14, Volumes I and II while resolutions requirements are set
work, with respect to determination of the geographical
forth in Annexes 4 and 15. The specified accuracies can,
coordinates of the various navigation elements, has been
in many cases, easily be exceeded using modern survey
set in accordance with both current and anticipated
instrumentation.
operational requirements. Where a navigation aid serves
more than one phase of flight and is thereby subject to
different operational requirements, the more stringent
5.1.1 Application of surveying accuracy requirement must apply.
requirements
5.2.3 All position accuracies must relate to a probability
of 95% (2 ) containment unless otherwise stated. Units of
5.1.1.1 The requirements contained in this chapter
measurement must be in accordance with the survey custom
apply to all aerodromes/heliports selected by national
and practice of the particular State. All published geographi-
administrations for international and domestic use and they
cal positions and dimensions must be in accordance with
relate to the surveying, with respect to WGS-84, of the
ICAO requirements. In this regard, geographical positions
geographical coordinates of navigation elements. Those
must be published in the form of sexagesimal degrees
navigation aids and points whose coordinates contribute
(degrees, minutes, seconds and decimals of a second) and to
directly to air navigation are considered in this chapter as
the publication resolutions in Annex 15, Appendix 7 and the
navigation elements. Surveying guidance covers the deter-
charting resolutions in Annex 4, Appendix 6.
mination of coordinates, i.e. latitudes and longitudes of
certain navigation positions.
5.2.4 Dimensions and distances must be quoted in one
of the following units:
5.1.1.2 The results of the surveying of WGS-84-
related geographical positions of navigation elements must a) metres (m);
be reported to the aeronautical information service of the
national administration, in accordance with the provisions b) feet (1 ft = 0.3048 m); or
in Annexes 11 and 14.
c) nautical miles (1 NM = 1 852 m).
5.1.1.3 This chapter includes surveying requirements

for those aerodrome/heliport positions, such as designated 5.2.5 Aerodrome/heliport survey
aircraft stands and navigation checkpoints, whose coordi- control network
nates may be used for the purpose of checking, calibrating
or initializing navigation equipment. The list of navigation In order to determine the position of navigation elements at,
elements to be surveyed is given in Table 5-1. and in the vicinity of, designated aerodromes/heliports, a
5-1
Table 5-1. Minimum survey accuracy and integrity requirements for navigation elements
Note. Accuracies are those relative to the established aerodrome/heliport survey control network except where marked
by an asterisk (*) when they relate to absolute coordinates with respect to the datum.
Accuracy Integrity
Latitude and longitude data type classification
En-route NAVAIDS and fixes, holding, STAR/SID points 100 m surveyed/calculated 1 10-5 essential
Aerodrome/heliport reference point 30 m surveyed/calculated 1 10-3 routine
NAVAIDS located at the aerodrome/heliport 3 m surveyed 1 10-5 essential
Obstacles in the circling area and at the aerodrome/heliport 3 m surveyed 1 10-5 essential
Significant obstacles in the approach and 3 m surveyed 1 10-5 essential
take-off area
Final approach fixes/points and other essential fixes/points 3 m surveyed/calculated 1 10-5 essential
comprising instrument approach procedure
Runway (landing) threshold 1 m surveyed 1 10-8 critical
Runway end 1 m surveyed 1 10-8 critical
(flight path alignment point)
Runway centre line points 1 m surveyed 1 10-8 critical
Taxiway centre line points 0.5 m surveyed 1 10-5 essential
Ground taxiway centreline points, air taxiways and transit routes 0.5 m surveyed/calculated 1 10-5 essential
points
Aircraft standpoints/INS checkpoints 0.5 m surveyed 1 10-3 routine
Geometric centre of TLOF or FATO thresholds at heliports 1 m surveyed 1 10-8 critical
WGS-84 geoid undulation at aerodrome/heliport elevation position 0.5 m or 1 ft surveyed 1 10-5 essential
WGS-84 geoid undulation at runway or FATO threshold, TLOF 0.5 m or 1 ft surveyed 1 10-5 essential
geometric centre, non-precision approaches
WGS-84 geoid undulation at runway or FATO threshold, TLOF 0.25 m or 1 ft surveyed 1 10-8 critical
geometric centre, precision approaches
Aerodrome/heliport survey control network (datum transfer) 1 m * surveyed 1 10-8 critical
network of survey control stations must be established at each 5.2.6 Control network
such aerodrome/heliport. The network must consist of a accuracy requirements
minimum of two inter-visible survey stations at a minimum
lateral separation of 500 m. The aerodrome/heliport survey 5.2.6.1 The position of each survey station must be
control network may consist of a minimum of four stations so as determined to an accuracy of 1 m with respect to an
to provide sufficient redundancy to be able to sustain the loss of appropriate geodetic reference frame. The control network
one survey station and still enable the orientation to be checked. must have an internal accuracy consistent with the need to
Survey stations must be strategically located so as to provide provide control for the survey of navigation elements to
maximum utility in subsequent surveys. The monuments of the accuracies set out in the relevant Annexes and in this
existing aerodrome/heliport survey control networks may be used chapter. The aerodrome/heliport survey control network
for the purposes laid down in this chapter. may have an internal consistency of better than 10 cm.
Chapter 5. Surveying Guidance 5-3
5.2.6.2 Mathematical transformation methods based 5.2.10 Station descriptions

on a single set of average transformation parameters, which
relate known (existing) datum to WGS-84, must not be 5.2.10.1 A comprehensive aerodrome/heliport survey
used for the purpose of determining the coordinates of the network station description must be prepared. This must
aerodrome/heliport survey control network. consist of a written description and a clear diagram
indicating the dimensions and direction indicators to other
visible points on the aerodrome/heliport survey control
network.
5.2.7 Monumentation of survey
control stations
5.2.10.2 A photograph of the station showing
background detail may be included in the description.
The survey control stations must consist of standard types
Inspections may be made to check on the general condition
of survey monuments (see Attachment A to this chapter).
of the aerodrome/heliport survey network, and any
Different types of monuments will be appropriate for
disturbance or damage must be recorded.
different locations and ground conditions at the aerodrome/
heliport; it is the surveyors responsibility, under the
guidance of the national administration, to decide on the
5.2.11 Determination of control coordinates
most appropriate type. Investigation may be made prior to
the installation of a survey monument to ensure that
underground cables and services are not affected by the 5.2.11.1 One of the following methods of coordinate
installation. Where the survey network consists of fewer determination must be used to fix the positions of the
than the recommended four stations, monuments of a aerodrome/heliport survey control network.
larger size must be used.
a) Direct geodetic connection. Survey measurements
must be taken to connect the aerodrome/heliport
survey control network to a national or international
5.2.8 Station numbering (e.g. ITRF) geodetic frame in such a way that the
survey error in the connection does not contribute
5.2.8.1 Each survey station must carry an individual significantly to the coordinate error of the aerodrome/
number. This will ensure that, where a station has been heliport survey control network. This is the preferred
destroyed and subsequently replaced by a new station in option, in that it consists of the most accurate method
approximately the same location, misidentification does not of observation and incorporates a directly observed
occur. connection to the approved geodetic reference frame.
Static differential GPS connections may be made to,
5.2.8.2 Station labelling and numbering must be such preferably, three points on an appropriate geodetic
that there is no doubt as to the provenance or identity of the network but, in all cases, must be made to a minimum
survey station. Uniform labels (e.g. stamped disks) may be of two.
used at individual aerodromes/heliports for all survey
stations. An unambiguous numbering system, identifying b) Derived geodetic connection. Where the local
the aerodrome/heliport, year and station number, may be relationship between the existing geodetic control
used (see Attachment A to this chapter). Where an existing, network and WGS-84 is known to an accuracy
substantial topographic surface feature is used as a survey commensurate with the requirements in this
station, the station must be clearly marked with durable manual, then standard, nationally or regionally
paint. approved transformation methods may be used to
determine the coordinates of an existing aerodrome/
heliport survey control network. Where this method
is adopted, a full description of the transformation
5.2.9 Station location plan method and the values of the transformation
parameters must be included in the report. Full
An aerodrome/heliport survey network plan, at a scale of details of the connection of the existing aerodrome/
1:2 000 or other appropriate standard cartographic scale, heliport survey control network to the existing
indicating the location of all survey stations and principal geodetic network must be included in the survey
topographic features must be prepared. The plan may be report (an existing network means one that existed
orientated to true north or, alternatively, have the direction at the aerodrome/heliport prior to the implemen-
of true north indicated on the plan. tation of WGS-84 at that aerodrome/ heliport).
c) Direct observation of WGS-84. For those regions 5.3 SURVEY REQUIREMENTS FOR
where national or international coordinates are AERODROME/HELIPORT-RELATED
unavailable, the coordinates of the aerodrome/ NAVIGATION ELEMENTS
heliport survey control network must be determined
by direct observation of WGS-84 by using an
appropriate type of geodetic GPS receiver. All such 5.3.1 Runway centre lines and thresholds
observations must be controlled by simultaneous
observations made at points of known absolute 5.3.1.1 For surveying purposes, the centre line of a
WGS-84 coordinates. The observation and compu- runway must be taken as being the geometric centre of the
tation method must be such that the absolute width of the bearing surface, this definition taking precedence
coordinates of the aerodrome/heliport survey control over any existing runway centre line markings or lighting.
network are determined to the accuracy stated in this Where the edge of the runway is irregular or connected to a
chapter. taxiway, an appropriate theoretical line must be selected
which best identifies the probable edge of the runway.
5.2.12 Determination of the local 5.3.1.2 For surveying purposes, threshold positions
relationship between the known must be taken as being at the geometric centre of the runway
existing datum and WGS-84 and at the beginning of the paved surface, i.e. the beginning
of that portion of the runway usable for landing. Where
5.2.12.1 Where existing relative surveys need to be thresholds are marked by appropriate threshold markings
related to WGS-84 (e.g. aerodrome/heliport obstacle (e.g. displaced thresholds), these must be taken as the
surveys), observations must be taken to determine the local threshold points. Where threshold lighting is surveyed, the
relationship (difference in latitude, longitude, orientation locations must be described on the diagram accompanying
and scale) between the known existing datum and WGS-84, the report. Where there is no threshold lighting, the surveyor
except where the required information is provided by a must select an appropriate point for survey in accordance
derived geodetic connection. with the diagrams shown in Attachment B to this chapter.
5.2.12.2 Where used, the local relationship between
5.3.1.3 If the runway has only one threshold certified
the known existing geodetic datum and WGS-84 must be
for landing, the runway end position must be surveyed. For
determined to an accuracy commensurate with the relative
surveying purposes, the runway end position (flight path
accuracy of the data to be transformed. The values and
alignment point) must be taken as being at the geometric
accuracies of the local relationship must be declared in the
centre of the runway and at the end of the paved surface,
survey report.
i.e. the end of that portion of the runway usable for landing.
5.2.13 Report requirements 5.3.1.4 Survey witness marks must be installed to

enable the threshold survey point to be re-established in the
5.2.13.1 All survey work undertaken to determine the event of resurfacing, repainting or verification. In addition,
coordinates of navigation facilities at aerodromes/heliports two associated runway centre line points, at a separation of
must be reported in the format specified in Attachment C to not less than 10% of the runway length, must be surveyed.
this chapter. Where an existing national reporting practice The surveyor must, in processing the survey data, determine
differs from that shown in this chapter, the national and report on the collinearity of the three points. Where a
administration may make a case in support of the national runway has a threshold at each end, then the two thresholds
practice, where the national practice can be shown to be and the two additional runway centre line points may be
compatible. surveyed, the collinearity then being determined for the
group of four points.
5.2.13.2 Table 5-1 lays down the minimum survey
accuracies that must be achieved. These accuracies can, in
many cases, easily be exceeded using modern survey 5.3.2 Derived threshold coordinates
instrumentation. All survey observations may be made and
recorded to the resolution and accuracy of the equipment 5.3.2.1 Where a point has been selected for survey
used so that future requirements for surveys of greater which is not coincident with the runway threshold but offset
precision might be met. Where surveys are undertaken using along the centre line, then the coordinates of the threshold
equipment or techniques that yield height data as well as must be determined by the national administration. One
horizontal position, these must be comprehensively recorded method of calculation for this task is shown in Attachment D
and included in the survey report. to this chapter.
5.3.2.2 The newly derived threshold coordinates must guide line markings. Sufficient points must be surveyed to
be submitted to the same collinearity check as specified in maintain the required accuracy along the lines. The surveyor
5.3.1.4. must, in processing the data, conduct a graphical inspection
of the survey points to ensure collinearity.
5.3.3 Taxiways and stand/checkpoints
5.3.3.1 General guidelines 5.3.3.2 Taxiways
5.3.3.1.1 In accordance with the operational 5.3.3.2.1 Annex 14, Volume I, 5.2.8.5 and Figure 5-6
requirements for advanced surface movement guidance and recommend that taxiway markings on the runway are offset
control systems (A-SMGCS), pilots should be provided by 0.9 m parallel to the runway centre line and associated
with continuous guidance and control during the landing runway centre line marking to enable pilots to visually
roll-out, taxiing to the parking position and from the distinguish between the runway centre line markings and
parking position to the runway holding point to line up for taxiway markings for exits from the runway. However, to
an appointed take-off position, and during the take-off roll. permit uninterrupted transition from the actual runway centre
line to the taxiway centre line and to provide the required
5.3.3.1.2 Since determination of the appropriate continuity of guidance for the aircraft navigation data base,
taxiway centre line points and aircraft stand points for pilot differentiation must be made between the surface markings
guidance and control are predicated on the aerodrome/ and the actual path the aircraft must follow. Therefore, for
heliport surface markings, application of the following the guidance of aircraft entering or exiting the runway for
paragraphs must be restricted to those aerodromes/heliports take-off or landing, the following must be surveyed:
that conform to the SARPs for markings included in
Annex 14, Volume I, 5.2 and Volume II, 5.2.11 and 5.2.12. a) the point at which the radius of turn, prescribed by
the appropriate authority for each taxiway, is
5.3.3.1.3 Diagrams depicting appropriate points on tangential to the runway centre line (as determined
aerodrome/heliport movement areas are shown in under 5.3.1.1) and the point at which that radius of
Attachment B to this chapter. turn joins the taxiway centre line marking at a
tangent;
5.3.3.1.4 Except as provided in 5.3.3.2.1, for
surveying purposes the centre (mid-width) of the taxiway b) the point that prescribes the centre of the arc; and
centre line marking, apron taxilane marking or the aircraft
stand guide line marking must be taken as the reference c) the radius of the arc.
datums. Survey witness marks must be installed to enable
the taxiway centre line, apron taxilane and aircraft stand Where this is impracticable in the field, a series of sequential
guide line marking survey points to be re-established in the points must be surveyed along the curved section of the
event of resurfacing or repainting, and for verification centre line of taxiways.
purposes.
5.3.3.2.2 Where taxiway centre line marking is
5.3.3.1.5 The points of commencement and ends of provided on a runway that is part of a standard taxi route,
straight sections of taxiways, apron taxilanes and aircraft or a taxiway centre line is not coincident with runway
stand point guidance lines markings must be surveyed. centre line, the following points must be surveyed:
Sufficient additional points must be surveyed to maintain
the required accuracy along the lines. a) the point on the taxiway marking at which the
taxiway enters the runway;
5.3.3.1.6 For curved sections of taxiways, apron
taxilanes and aircraft stand guide line markings, the b) the points at which the taxiway deviates from a
commencement and end of the curved section centre line straight line;
must be surveyed together with the position of the centre
point of the arc and its radius. In the case of a compound c) the intersection of the taxiway centre line marking
curve, the centre and radius of each arc and the commence- and boundary of each block that has been
ment and end of each of the arcs must be surveyed. Where published as part of the airport movement and
this is impracticable in the field, a series of sequential points guidance control system; and
must be surveyed along the curved section of the centre line
with a maximum arc to chord distance not exceeding 0.25 m d) the point on the taxiway marking at which the
for taxiways and 0.10 m for apron taxilanes and aircraft stand taxiway exits the runway.
5.3.3.2.3 In defining taxiways, the following points aerodrome/heliport are marked uniformly, only a single
must be surveyed at the centre of the centre line marking of diagram need be prepared.
each taxiway, as appropriate:
a) intermediate holding positions and runway holding 5.3.4 Navigation checkpoints

positions (including those associated with the
intersection of a runway with another runway when Where navigation checkpoints used for the validation of
the former runway is part of a standard taxi route) navigation systems are surveyed, their coordinates must be
and for points established for the protection of determined to the accuracy laid down in Table 5-1. Where
sensitive areas for radio navigation aids; these checkpoints coincide with aircraft stands, the
nosewheel stopping position must be surveyed in accordance
b) taxiway intersection markings; with 5.3.3.3.
c) intersection of other taxiways, including taxiways

described in paragraph 5.3.3.2.2; 5.3.5 Road holding positions
d) intersections of blocks defined for surface In accordance with local requirements, significant points
movement, guidance and control systems; shall be surveyed to meet the needs of the surface
movement guidance and control system for vehicular traffic
e) commencement and end of selectable taxiway on the movement area of the aerodrome.
lighting systems provided as part of the surface
movement, guidance and control systems, where
different from subparagraph d) above; and 5.3.6 All other aerodrome/heliport
navigation elements
f) at stop bars.
For all other aerodrome/heliport navigation elements that
5.3.3.2.4 In defining a helicopter air taxiway, the require surveying, the geometric centre of the element must
centre of each air taxiway marker must be surveyed, as be surveyed except where a different specific survey point is
appropriate. standardized for the element, as indicated in Attachment B to
this chapter.
5.3.3.3 Aircraft standpoints
5.3.3.3.1 In defining the aircraft stands, the following 5.4 AERODROME/HELIPORT

points must be surveyed at the centre of the guide line SURVEY REPORT REQUIREMENTS
marking of the aircraft stands, as appropriate:
All survey work undertaken to determine the coordinates of
a) taxilane centre lines; navigation elements at aerodromes/heliports must be reported
in the format laid out in Attachment C to this chapter. Where
b) lead-in line(s); an existing national reporting practice differs from that
shown in this chapter, the national administration may make
c) turning line; a case in support of the national practice, where the national
practice can be shown to be compatible.
d) straight section of the turning line;
e) nosewheel stopping position;

5.5 SURVEY REQUIREMENTS FOR
f) true heading of the alignment bar; and NAVIGATION AIDS
g) lead-out line(s).
5.5.1 En-route and aerodrome/
5.3.3.3.2 Where aircraft stands are utilized by more heliport navigation aids
than one aircraft type and different guide line markings
exist, a diagram must be prepared by the surveyor showing 5.5.1.1 The coordinates of en-route and aerodrome/
the arrangement of the markings in use, together with an heliport navigation aids must meet the accuracy requirements
indication of the points surveyed. Where all the stands at an specified in Table 5-1. Where existing coordinates of
navigation aids that meet the accuracy and integrity specified in Attachment C to this chapter. Where an existing
requirements are converted to WGS-84 mathematically, the national reporting practice differs from that shown in this
conversion process must be shown to be such that the chapter, the national administration may make a case in
required coordinate accuracies are maintained. support of the national practice, where the national practice
can be shown to be compatible.
5.5.1.2 Where the quality (for surveying purposes this
relates to accuracy and integrity requirements) of existing
coordinates cannot be determined, they must be surveyed to
the accuracy specified in Table 5-1. In all cases, surveyed
coordinates may be published in preference to coordinates 5.7 USE OF SOFTWARE
determined by graphical methods.
Where software is used for any of the survey processing, it
must be demonstrated that it functions correctly. This
5.5.2 Description of en-route and
demonstration must take the form of a written report
aerodrome/heliport navigation aids
showing that the software produces the same results as
standard computation.
The diagrams of the most common en-route and aerodrome/
heliport navigation aids are shown in Attachment B to this
chapter. For navigation aids not described in Attachment B,
the position of the geometric centre of the antenna must be
surveyed. Where collocated VOR/DME are surveyed, the
5.8 DIGITAL FORMAT
position of the DME element must be taken as the position
FOR THE DELIVERY
for both systems.
OF SURVEY DATA
A digital format for the delivery of survey data is included

5.6 EN-ROUTE SURVEY in Chapter 7. This format may be used for the delivery in
REPORT REQUIREMENTS digital form of all survey data. Where a national standard
predates the format in Chapter 7 or where the State prefers
All survey work undertaken to determine the coordinates of its own format, the relationship between the two formats
en-route navigation elements must be reported in the format must be described in detail.

Attachment A. MONUMENTATION
1. GENERAL 2.3 Station identifiers, whether alphabetic or numeric,

may be assigned chronologically with the construction of
Where survey markers are installed, they must be of a type the station. The inclusion of the year allows the time of
appropriate for the task and for the surface and ground type establishment to be referenced and lessens confusion where
in which they are installed. Designs of suggested survey replacement stations have been established. Alternatively, a
markers are shown in Figures 5A-1, 5A-2 and 5A-3, but simple consecutive numbering system can be used.
other types of markers may be equally appropriate.
2.4 While numbering systems will vary from State to
State, it is important that each system include a means
whereby the stations are not confused with other survey
2. NUMBERING SYSTEM FOR markers being established at the same aerodrome/heliport.
SURVEY MARKERS A simple consecutive numbering system alone, without
other identifiers, would not be suitable.
2.1 Each survey control point that forms part of the
aerodrome/heliport survey control network may be marked Example:
in the field with a unique identification number.
Aerodrome/heliport ICAO location
2.2 The system of numbering may include the indicator
aerodrome/heliport identifier, the station identifier and the
year of establishment. Although the aerodrome/heliport Station identifier
identifier will be the same for each station at that aerodrome/
heliport and, therefore, will serve no local purpose, its Year of establishment
inclusion is important for identification purposes in digital
databases.
LYBE C 2001
FIGURES FOR ATTACHMENT A
40 mm diameter aluminium disc with

centre hole to suit road pin diameter
Pin surrounded by 200 mm

square of white paint on
paved surface
100 mm
minimum
Road pin
CROSS SECTION
FULL SIZE
Aluminium disc
Road pin
Area of white paint
PLAN
FULL SIZE
Figure 5A-1. Survey marker

Bevelled top with

SV cover
centre punch
nail at top
Concrete
500 x 500 mm
on plan
Compressible
filler 25 mm
thick minimum
20 mm diameter
stainless steel
rod 600 mm long 10 mm diameter stainless steel
rod 100 mm long fitted through
pre-drilled hole in 20 mm
Trial pit diameter (vertical) rod
back filled
with concrete

Fine mark cross

Ground surface
Optional
concrete collar
Steel or alloy tube
Length to be agreed according to ground conditions.

The illustration is diagrammatic only and is not intended
to refer to any particular proprietary type.

Attachment B. DESCRIPTION OF GEOGRAPHICAL POSITIONS
In order to standardize the determination of threshold positions showing the actual arrangement of the markings
for survey purposes, the following guidance is provided: and the positions selected for survey;
a) diagrams most closely representing the runway Note. Wing-bar threshold lights and lights
markings may be selected and used as the basis for installed ahead of the runway hard surface have no
a description of the location of the markings (lights) direct survey status with respect to thresholds.
and the positions selected for survey;
c) where existing national standards are used, the
b) where none of the diagrams in this attachment are survey report must indicate the equivalence to the
appropriate, a new diagram must be prepared, diagrams shown in this attachment.
FIGURES FOR ATTACHMENT B
Threshold
position
to survey
Threshold
position 1/2 w 1/2 w
to survey
1/2 w 1/2 w
1/2 w
Threshold
position
to survey
Figure 5B-1. Threshold planimetric position to be surveyed

W W
1/2 w 1/2 w 1/2 w
Threshold Threshold Threshold

position position position
to survey to survey to survey

1/2 w
Threshold
position
to survey

Position
to survey
Touchdown and lift-off area

(TLOF)
H Position
to survey
Final approach and

take-off area (FATO)
Position
to survey
1/2 w 1/2 w
Figure 5B-4. TLOF and FATO planimetric threshold positions to be surveyed

Threshold
position
to survey
1/2 w
Threshold
position
to survey
Final approach and take-off area (FATO)
Figure 5B-5. FATO planimetric threshold position to be surveyed

Figure 5B-6. ILS localizer
Figure 5B-7. MLS

Figure 5B-8. MLS
Figure 5B-9. VOR/DME

Figure 5B-10. VOR
Figure 5B-11. DVOR/DME

.
. . . . . .
. .
Figure 5B-12. TACAN

Figure 5B-13. NDB

B r
+ C
r
A
r
+
r C
B
A Points of tangency
of extended taxiway centre line
B Centre of radius (r)
C Points of tangency of runway
centre lines
+ r C
Figure 5B-14. Runway and taxiway intersections to be surveyed

Point of tangency
of arc with extended
taxiway centre line
Point of tangency
of arc with Centre of
centre line of runway radius
+
r
Centre of
r radius
r
+
r
Taxiway centre line marking Runway centre line Taxiway centre line marking
(offset from runway centre line) marking (offset from runway centre line)
Figure 5B-15. Runway and taxiway intersections to be surveyed

PATTERN A
Intersection of extended
taxiway centre line
marking and centre line
of barrier line
marking
PATTERN B
Figure 5B-16. Runway holding positions to be surveyed

A Points of tangency of taxiway marking

B Centre of radius (r)
C Intersection of taxiway centre line
B r A r B
+ +
r r
A C A
r r
+ r r +
B A B
Intermediate holding positions
Intersection of extended taxiway

centre line marking and centre line
of intermediate holding position marking
Figure 5B-17. Taxiway intersections to be surveyed

Surveying point
Figure 5B-18. Helicopter air taxiway marker to be surveyed

Stop line G N
Stop line
F M
Lead-in line
J
Lead-in line
C
B+ +D
r
r r
I+ r +L
A E K H
Figure 5B-19. Simple nosewheel lead-in line Figure 5B-20. Offset nosewheel lead-in line
Position Description of point to be surveyed
A Point of tangency of centre of lead-in marking with centre of taxilane marking

B Centre of arc of lead-in line and radius
C Point of tangency with centre of lead-in line marking
D Centre of arc of lead-in line and radius
E Point of tangency of centre of lead-in marking with centre of taxilane marking
F Nosewheel position of parked aircraft
G End of lead-in line marking
H Intersection of centre of lead-in line marking and centre of taxilane marking

I Centre of arc of lead-in line and radius
J Centre of commencement of straight section of lead-in line
K Intersection of centre of lead-in line marking and centre of taxilane marking
L Centre of arc of lead-in line and radius
M Nosewheel position of parked aircraft
N End of lead-in line marking
B+ A H N
r O
Lead-out line
Turning line I
D+ C J+ P+
+F +L
r r r r r
E G K M Q R
Figure 5B-21 Figure 5B-22 Figure 5B-23
Simple nosewheel lead-out lines
A Centre of commencement of turning line marking

B Centre of arc of turning line and radius
C Centre of intersection of turning line marking and lead-out line marking
D Centre of arc of lead-out line and radius
E Point of tangency of centre of lead-out line marking and taxilane marking
F Centre of arc of lead-out line and radius
G Point of tangency of centre of lead-out line marking and taxilane marking
H Commencement of lead-out line

I Centre of commencement of curved section of lead-out line
J Centre of arc of lead-out line and radius
K Point of tangency of centre of lead-out line marking and taxilane marking
L Centre of arc of lead-out line and radius
M Point of tangency of centre of lead-out line marking and taxilane marking
N Point of tangency of centre of lead-out line marking and taxilane marking

O Centre of commencement of curved section of lead-out line
P Centre of arc of lead-out line and radius
Q Point of tangency of centre of lead-out line marking and taxilane marking
R Intersection of centre of lead-out line marking and taxilane marking
B+ A Turning line I O Lead-out line

r Lead-out line
C Lead-out line
E G K M Q
+ D + + + +
F r r H L r J r N P r R
Figure 5B-24 Figure 5B-25 Figure 5B-26
Offset nosewheel lead-out lines
A Centre of commencement of turning line marking

B Centre of arc of turning line and radius
C Centre of intersection of turning line marking and lead-out line marking
D Centre of end of straight section of lead-out line marking
E Centre of arc of lead-out line and radius
F Intersection of centre of lead-out line marking and taxilane marking
G Centre of arc of lead-out line and radius
H Intersection of centre of lead-out line marking and taxilane marking
I Commencement of lead-out line

J Centre of commencement of curved section of lead-out line
K Centre of arc of lead-out line and radius
L Intersection of centre of lead-out line marking and taxilane marking
M Centre of arc of lead-out line and radius
N Intersection of centre of lead-out line marking and taxilane marking
O Commencement of lead-out line

P Centre of commencement of curved section of lead-out line
Q Centre of arc of lead-out line and radius
R Intersection of centre of lead-out line marking and taxilane marking
Turn bar Tur

nin
g
F li
ne
r
Stop line
C H
e
+G I
lin
L J
-i n
A
Lead-out line
K
lig
Le a d
nm
en
r
tb
ar
B+ N+ M +P
r +E r r
D A O Q
Figure 5B-27. Turning lines
Figure Position Description of point to be surveyed
5B-27 A Intersection of centre of lead-in line marking and centre of taxilane marking
B Centre of arc of lead-in line and radius
C Centre of commencement of straight section of lead-in line
D Intersection of centre of lead-in line marking and centre of taxilane marking
E Centre of arc of lead-in line and radius
F End of straight section of lead-in line marking/commencement of turning line marking
G Centre of arc of turning line and radius
H Centre of commencement of straight section of turning line marking
I Nosewheel position of parked aircraft
J Centre of end of straight section or turning line marking
K True bearing of alignment bar
L Commencement of lead-out line
M Centre of commencement of curved section of lead-out line
N Centre of arc of lead-out line and radius
O Point of tangency of centre of lead-out line marking and taxilane marking
P Centre of arc of lead-out line and radius
Q Point of tangency of centre of lead-out line marking and taxilane marking

Attachment C. SURVEY REPORTS
1. GEODETIC CONNECTION 2. Historical data (dates and general purpose of survey,

names of surveyor and survey organization, etc.).
1.1 A survey report conforming to the following
general format must be provided. 3. Description of the method of survey.
4. Details of the observations made, cross-referenced

Contents list Geodetic connection to the control survey.
1. Receipt note signed on behalf of the commissioning 5. Navigation elements survey plan and cross-
organization indicating the date of receipt of the referenced witness diagrams (where necessary).
survey report, confirming its completeness and
listing the distribution of copies of the report. 6. Schedule of points surveyed showing coordinates
and date of survey, including diagrams as required.
2. Historical data (dates and general purpose of survey,
names of surveyor and survey organization, etc.). 7. Quality control report indicating equipment cali-
bration information and the method of checking of
3. Description of the method of survey. the survey. Demonstrable evidence that the accuracy
requirements have been met.
4. Details of the datum connection and the source of
the control coordinates (i.e. original descriptions and
2.2 Records of actual observations must be provided in
coordinate lists from the national geodetic organiz-
a separate indexed volume. Cross-references to observations
ation or lists cross-referenced to previous surveys).
must be made in the survey report.
5. Control network diagram.
6. Survey station descriptions.

3. EN-ROUTE SURVEY
7. Schedule of points surveyed showing date of monu-
mentation, description and survey. 3.1 A survey report conforming to the following
general format must be provided.
8. Quality control report indicating equipment
calibration information and the method of checking
of the survey. Demonstrable evidence that the Contents list En-route survey
accuracy requirements have been met.
1. Receipt note signed on behalf of the commissioning
1.2 Records of actual observations must be provided in authority indicating the date of receipt of the survey
a separate indexed volume. Cross-references to observations and listing the distribution of copies of the report.
must be made in the survey report.
2. Historical data (dates and general purpose of survey,
names of surveyor and survey organization, etc.).
2. AERODROME/HELIPORT SURVEY 3. Description of the method of survey.
2.1 A survey report conforming to the following 4. Details of the coordination of individual navigation
general format must be provided. aids.
5. Survey diagram showing the local survey

Contents list Aerodrome/heliport survey connection by which the coordinates of the centre
of the aid were obtained.
1. Receipt note signed on behalf of the commissioning
authority indicating the date of receipt of the survey 6. Schedule of points surveyed showing coordinates
and listing the distribution of copies of the report. and date of survey.
7. Quality control report indicating equipment cali-

bration information and the method of checking
of the survey. Demonstrable evidence that the
accuracy requirements have been met.
3.2 Records of actual observations must be

provided in a separate indexed volume. Cross-references
to observations must be made in the survey report.

Attachment D. COMPUTATION OF THRESHOLD COORDINATES
Where the centre line point actually surveyed does not

coincide with the threshold, the threshold coordinates
may be derived by computation of coordinates of a
threshold longitudinally offset from the point surveyed
by using the following method:
C (LatC, LonC)
d
P
B (LatB, LonB)
A (LatA, LonA)
(Angles in decimal degrees.) Note 1. Using the naming convention described, the
above formula works for all cases. The accuracy of the
Given: A (LatA, LonA) runway centre line point formula may be improved by using a more accurate local
B (LatB, LonB) surveyed threshold point figure than 1 852 m for 1 NM.
d (metres) longitudinal offset to true threshold
Find: C (LatC, LonC)

Note 2. Longitudes west of Greenwich may be entered
PB = (LonB LonA) 1 852 60 cos[(LatB + LatA)/2] as negative. Where the offset is from B towards A, the
PA = (LatB LatA) 1 852 60 dimension d may be entered as negative.
AB = +(PB2 + PA2)
k = d/AB
Note 3. These are approximate formulae and may
LatC = LatB + k(LatB LatA) only be used where d is small (i.e. less than 1 km and less
LonC = LonB + k(LonB LonA) than AB).
Chapter 6
QUALITY ASSURANCE
6.1 QUALITY DEFINITIONS method has been proven to produce the required product
successfully, a system is required that can assure that the
6.1.1 It is essential to have a common understanding method or methods are followed correctly each time the
of the terminology used in discussing quality issues. Most process is repeated. All activities and functions that affect
people will have different interpretations of the meaning of the level of quality of a product are of concern to QA which
quality based on their personal experience. The following is achieved through the use of a quality system.
definitions are included to establish consistency.
Quality control. The operational techniques and activities that
Procedures. The method used, i.e.: how the responsibilities are used to fulfil requirements for quality (ISO 8402*).
for the task should be assigned; what should be
achieved in the tasks; and what should be recorded as Quality level. The extent to which the customers needs
the associated quality record. have been met. A quality level of 100% means that
there has been a complete conformance to specification
6.1.2 A procedure is not equipment-specific. It deals every time.
with what should be achieved having satisfied the steps of
the procedure. Work instructions are the detailed how to Quality management. All activities of the overall manage-
descriptions, for example, how to operate a particular ment function that determine the quality policy,
instrument or piece of equipment. objectives and responsibilities, and implementing them
by means such as quality planning, quality control,
Quality. Totality of characteristics of an entity that bear on quality assurance and quality improvement within the
its ability to satisfy stated and implied needs (ISO quality system (ISO 8402*).
8402*).
6.1.5 This could be interpreted as the implementation
Note. Entity is an item that can be individually of QA.
described and considered (ISO 8402*).
Quality record. Documented evidence of tasks carried out
6.1.3 In this case, it indicates the ability of a product to which demonstrates that the required results have been
consistently meet its stated requirements, i.e. it is qualified achieved and provides sufficient links to other quality
for its specified purpose. There is no single or absolute records to ensure traceability.
measure of quality although statements about the quality of
a process or item may be based upon physical measurements Quality specifications. The minimum, pre-defined specifi-
and observations, for example, quality level. cations that must be met to fulfill the stated quality
requirements. A quality system provides the management
Quality assurance (QA). All the planned and systematic control to assure the required quality specifications are
activities implemented within the quality system, and achieved.
demonstrated as needed, to provide adequate confid-
ence that an entity will fulfil requirements for quality Quality system. The organizational structure, procedures,
(ISO 8402*). processes and resources needed to implement quality
management (ISO 8402*).
6.1.4 In other words, QA is the process of ensuring
that stated quality specifications are incorporated in the * ISO Standard 8402 Quality Management and Quality
final product, by use of pre-defined methods. Once a Assurance Vocabulary, Second Edition
6-1
Requirements for quality. Expression of the needs or their requirement. The various tasks involved need to be
translation into a set of quantitatively or qualitatively identified and managed efficiently. This is done by using a
stated requirements for the characteristics of an entity to quality system or quality management system (QMS). The
enable its realization and examination (ISO 8402*). basic elements of such a system could be (see Figure 6-1):
Resolution. A number of units or digits to which a a) Organization (the management structure). It is very
measured or calculated value is expressed and used. important that the responsibilities for the operation
are stated and understood by all concerned, i.e.
Traceability. Ability to trace the history, application or everyone knows who does what.
location of an entity by means of recorded identifi-
cations (ISO 8402*). b) Planning/procedures. Identifying the tasks to be
done and developing procedures necessary for the
Validation. Confirmation by examination and provision of production process.
objective evidence that the particular requirements for a
specific intended use are fulfilled (ISO 8402*). c) Documentation. Procedures should be written down
to enable consistency of application by different
Verification. Confirmation by examination and provision of personnel. Documents can be updated, but under an
objective evidence that specified requirements have authorized control procedure. Written quality records
been fulfilled (ISO 8402*). are needed to provide traceability if there is a
problem to be located.
Note. Objective evidence is information which can be
proved true, based on facts obtained through observation,
d) Assessment. The most important part of any quality
measurement, test or other means (ISO 8402*).
system is the method of assessment used, i.e. the audit
process. It provides the checks that show whether the
Work instructions. Actual steps to carry out a procedure.
procedures are being used correctly and whether they
These are the details that are specific, for example, to a
are achieving the required results. It initiates the loop
particular piece of equipment used in the production
to make improvements where necessary. The aim of
process.
an assessment is to provide constructive recommen-
dations for improvement where there are non-
conformances and to establish confidence in the
6.2 QUALITY ASSURANCE (QA) methods where there is conformance.
e) Review. The process of considering the assessment

6.2.1 Need for a quality assurance system result and implementing any necessary changes
through a corrective action procedure.
The objective of WGS-84 implementation is to produce
coordinate data referenced to a common datum in which a Note. The International Organization for Standard-
high degree of confidence can be placed in the accuracy ization (ISO) 9000 series of quality assurance standards
and integrity of the data. The method used to acquire all the provides a basic framework for the development of a
positional data to the required standard has to address the quality assurance programme. The details of a successful
problems of the size of the task. All the coordinates programme are to be formulated by each State and in most
produced should be traceable back to their origin along an cases are unique to each States organization.
unbroken trail. Each point is unique so that quality control
checks on a sample would not be suitable. Considering the 6.2.2.2 Figure 6-2 is an example of a QMS structure
large number of points and the geographical spread, it applicable to the QA of the acquisition of new data. It
would be impractical to independently check every single illustrates:
point. However, it is possible to check the method by which
the data are acquired. This can be achieved by QA. a) the objectives and responsibilities as set up within
the national administration;
6.2.2 Quality assurance and WGS-84 b) various planning tasks, including:

implementation
i) decision to use existing data or to resurvey;
6.2.2.1 QA is about preventing errors, rather than
fixing them. To do this, it is essential to understand the ii) type of survey: geodetic, aerodrome or en-route;
Chapter 6. Quality Assurance 6-3
iii) accuracy requirements; and 6.2.5 Information needed

to define data quality
iv) briefing of survey contractors on the accuracy
requirements and safety issues, and evaluating If integrity is to be assured and demonstrable, all
their suitability before awarding contracts; coordinates must be traceable to their source by an
unbroken trail. While the Cyclic Redundancy Check (CRC)
c) two outcomes from the assessment process (audit): will be used by receivers of data to confirm correct receipt,
it is not sufficient to define the quality of the data.
i) conformance, in which case, the data can then Therefore, a record must be kept of all changes made. The
be processed; and following are some of the elements of a sample set of the
required data record:
ii) non-conformance, where the process flow should
then loop back to the planning stage via a a) data accuracy;
corrective (remedial) action procedure.
b) data origin;
6.2.3 Safety aspects in surveying
c) details of changes made to the data;
6.2.3.1 A quality system must take into account safety
aspects in surveying. Involvement in safety has various legal d) reason for the data change;
positions to be considered and will vary within each adminis-
tration. A quality system, however, needs to encourage safe e) references associated with the data change;
working practices as any accident is a reflection on the quality
of the service, for example, making sure that the survey teams f) the source of the data change;
are well briefed on the type of survey they have to do and are
aware of any local procedures. This is particularly important g) the identity of the person making the change;
where work at aerodromes is concerned.
h) date of the change.
6.2.3.2 Prior to awarding any contracts, evaluation of
the survey companys experience should be considered, i.e.
how many aerodrome surveys they have conducted. To 6.2.6 Procedures to ensure traceability
follow the requirements of a QMS, quality records should
be kept, such as a checklist of the briefing of the survey 6.2.6.1 The quality records must be kept by the
team. If there is no acknowledgment that the survey team organization carrying out the data modification. While an
has been briefed on the aerodrome safety requirements, indicator allowing the retrieval of this information will
then the team should not proceed. need to be associated to data transferred to the next
intended user, together with the CRC, the quality record
6.2.4 Quality plans itself does not need to be sent.
The QMS described above has been designed purely for the 6.2.6.2 The quality records may be in electronic or hard
QA of the origin of WGS-84 data, largely relying on the copy format. To provide for the unbroken trail, certain
acquisition by survey teams. The scope of this system does change information must remain with the data item through-
not include the management of all the navigation data out the data manipulation and use and must, wherever
processes that may be the responsibility of an AIS possible, be stored in an associated field or record.
department. It is possible, however, for this QMS to
function as a subsidiary element within a total quality
system having a wider scope. The subsidiary QMS is 6.2.7 Procedures to ensure integrity
referred to as a quality plan. For example, the QMS
described in Figure 6-2 has been labelled the State quality 6.2.7.1 The accuracy of data (see Chapter 2) is
plan. This plan can be incorporated within an existing determined at the point where the data originate. In the case of
administrations quality system or as part of a new one surveyed data, procedures necessary to ensure the established
along with other quality plans, such as one for managing the accuracy can be found in Chapter 5 Surveying Guidance.
onward flow of data via database storage and publication. Procedures for calculating points must not only take into
Figure 6-3 gives an example of such a total data account the accuracy of the known (surveyed) data, but must
management system. also ensure that subsequent mathematical manipulation
maintains the accuracy requirements set by the data model. 6.2.10 Software aspects
Declared points must be declared to the accuracy required by
the data model provided in Chapter 2. 6.2.10.1 Whenever data are manipulated by a computer
programme, even if it is simply to extract an item from the
6.2.7.2 If data integrity is to be assured, there must be database and output it onto magnetic media, there is a risk
clearly defined procedures for all stages of the navigation that, as a result of software error, the resultant data item will
data process, from the point where the data are originated not be a true copy of the original. Accordingly, all software
to the point where the data are used. Apart from rigorous used to manipulate data must be subject to rigorous testing,
manual independent verification, there is little that can be verification and validation.
done to ensure the integrity of data held in a manual
system. However, once the data are held on electronic 6.2.10.2 In addition to the threat to data integrity
media, there are a number of options available. When posed by a software fault, there is a threat from computer
choosing appropriate methods to protect the integrity of viruses which may be introduced via an executable code in
electronically stored data, consideration must be given to applications software and utilities. This aspect must also be
the integrity requirements for the data and the risk posed to addressed by the configuration management system.
that data.
6.2.11 Data retention aspects

6.2.8 Manual data entry
Although hardware reliability has improved markedly over
the years, there is still a risk of corruption from component
The transfer of data from written or printed form into an
failure or power surge/spike. Detection of corruption
electronic format is the greatest potential source of error in
caused by hardware faults can be improved by the use of
the entire process. Careful consideration must be given to
validation and verification checks at regular intervals.
the means by which this transfer is to be performed and
verified if end-to-end data integrity at the required levels is
to be achieved.
6.2.12 Data transfer aspects
The risk to data, while being written to or read from

6.2.9 Data validation checks magnetic/optical storage media, depends on the devices
used and the methods employed in the packing and handling
Data validation checks, which can be performed once the of the media. Protection is provided by the software
data item is held in electronic format, will detect many of controlling the reading from/writing to the media. To
the errors induced by manual data entry, but it is doubtful achieve the protection of data while stored or being
whether integrity can be improved even by one order of transferred, the CRC must be used. (See Chapter 7 for
magnitude on the basis of validation checks alone. details.)
Chapter 6. Quality Assurance 6-5
Policy/
objectives
Organization
Planning
Audit/
assessment
Production
process
Report
Review/
corrective action
Feedback
Figure 6-1. Basic structure of a quality system (QA loop)
Objectives
Responsibilities
Remedial
action Planning
Review of Resurvey
existing data
Unsatisfactory
Assessment
Conformance
Data to AIS
Figure 6-2. Model of a State quality plan

System
boundary
Data quality
management system
State Queries
quality plan
(for data
acquisition) Maintenance
Format
and
security External
data
Storage/
publication/
transfer
Data produced
Data transfer to users outside the system
various media
Figure 6-3. Quality plans within a quality system

Chapter 7
DELIVERABLES
7.1 SURVEY REPORTING ii) En-route survey,

REQUIREMENTS
iii) Aerodrome/heliport survey.
7.1.1 It is important to know what type of data has
been surveyed and to what level of accuracy and resolution There is also the case of coordinate data that have been
this was done. The classification of data types, accuracy and produced by conversion from an existing data set, which
resolution was described in Chapter 2. In addition to the itself should have originated from one of the above survey
production of accurate positional data, the other aim of types.
WGS-84 implementation is to be able to recall the history
of that data. It is the survey report that will provide the b) Common reporting elements. A number of topics
details of the acquisition method used. This is the quality are common to each of the report formats.
record that will be used for assessment and future reference.
i) Historical data should describe the general
7.1.2 It is therefore essential that the surveyors record survey information as follows:
all the necessary information. In this way, all survey work
the purpose,
undertaken to determine the coordinates of navigation
facilities can be reported in a predefined format. Where an
the date, and
existing national reporting practice differs from that shown
in this manual, national administrations may make a case in
the surveyors names and the company.
support of the national practice, where this can be shown to
be compatible. ii) Survey method used: This is the actual way the
survey was carried out, not just a description of
7.1.3 An advantage to having consistency in the the theory behind the technique used.
report through the use of standardized formats could be
realized in the assessment (audit) phase. Checklists would iii) Diagrams: Where relevant, diagrams should be
facilitate an efficient audit process particularly where large included, i.e. for station descriptions, control
numbers of surveys are involved. Further advantages of networks and threshold descriptions.
checklists are their use in briefing the survey teams on the
requirements of the surveying standards and as a guidance iv) The quality control report should provide
document for the reporting requirement, the benefit being information on the equipment calibrations
consistency for the administration. carried out. It should also describe the methods
used to check the survey and, in particular,
show evidence that the required accuracy for
the particular data type has been achieved.
7.2 BASIC REPORTING
STRUCTURE v) Observations: Records of the actual observ-
ations should be provided in a separate volume.
7.2.1 The following is an example of the basic Cross-references should be made to the survey
reporting format structure: report.
a) Three types of reporting formats. c) Aerodrome/heliport survey report format. The

following lists a complete reporting format for an
i) Geodetic survey, aerodrome/heliport survey.
7-1
1. A receipt note signed on behalf of the 7.3.1.2 Inquiries, comments or recommendations

commissioning authority, indicating the date of concerning UDDF are encouraged and should be addressed
receipt of the survey and the number of copies to:
of the report.
Robert Fisher
2. Historical data giving the dates and purpose of Manager, FAA Programs
the survey, the survey company names and Photogrammetry Branch, NGSD
personnel. 1315 East-West Highway
Silver Spring, Maryland
20910
3. Description of the method of the survey.
7.3.1.3 FAA document No. 405 is organized as
4. Details of the observations made with cross- follows:
references to the control survey.
a) Structure overview describes the general structure
of the UDDF format.
5. A facility survey plan with cross-referenced
witness diagrams (where necessary). b) Conventions describes UDDF conventions, such as
the use of record type separators and field
6. Schedule of the points surveyed giving the delimiters.
coordinates and the date when surveyed.
c) Annotated file listing presents annotated UDDF
files which include code numbers at the beginning
7. QC report giving equipment calibration details of each field. The code numbers have been decoded
and describing the methods used to check the indicating data description, field type and field
survey. In addition, evidence should be provided columns.
to show that the accuracy requirements have
been met. 7.3.1.3.1 Structure overview. The UDDF is imple-
mented in seven files, each file providing data for one of
8. Actual observations (provided in a separate seven survey types, as follows:
volume), indexed so that cross-references can
be included in the report. a) airport obstruction chart (AOC);
b) area navigation approach precision conventional

landing (APC)
7.3 FORMATS, STANDARD c) area navigation approach non-precision conventional

ALGORITHMS AND landing (ANC);
WORKING PRACTICES
d) area navigation approach precision vertical landing
The following data format, standard algorithms and (APV);
working practices are suggested for common use.
e) area navigation approach non-precision vertical
landing (ANV);
7.3.1 Universal Data Delivery Format (UDDF)
f) engine out departure (EOD);
7.3.1.1 The Universal Data Delivery Format (UDDF), g) special purpose (SPL).
submitted by the United States (Federal Aviation Adminis-
ration document No. 405, Standards for Aeronautical Data 7.3.1.3.1.1 Each of these files is organized into the
and Related Products), is a digital delivery system which following data sections.
provides aeronautical and other data, including aerodrome/
heliport, runway, navigation aid and obstacle, in a standard a) Airport data furnishes airport name, ICAO location
ASCII format. This information can be easily read into the indicator, FAA site number, survey date, survey
user data files and databases. It details the format to be used edition, magnetic declination and other airport and
when reporting surveyed data to the AIS. survey information.
Chapter 7. Deliverables 7-3
b) Runway data furnishes thresholds and displaced aviation authorities who will continue to develop and
thresholds, stopway, blast pad and other runway- transfer data using manual processes, a CRC value could be
related information. attached to the data set so that each succeeding user who
receives the data could compare the original CRC to a
c) Navigation aid data furnishes navigation aid recalculated value. A hard copy Aeronautical Information
information including computed distances between Publication (AIP) could be created using a desktop
navaids and selected runway points. publishing system that would provide the aeronautical data
in an electronic format. Individual data or all the data
d) Obstacle data furnishes information on obstacles, contained in one page could then be wrapped into the
including computed distances from and heights CRC to ensure the protection of data. The resulting
above selected runway points. calculated value of the CRC applied should be printed
either together with the specific individual data or for the
e) Special notices lists miscellaneous information that whole page. In this way, the CRC value attached to the
cannot be logically included with the other data, original data values could be monitored from data creation
such as advisories of possible surface penetrations through publication. Recipients of data, such as the data
by vessels. preparation agency and the avionics manufacturer, would
then be able to verify the integrity of the values received
7.3.1.3.2 Conventions. UDDF information is furnished from the civil aviation authority prior to inputting into the
as ASCII files. The file name identifies the airport, database by comparing the printed CRC value with the
approximate survey date and survey type. Each field is value obtained from their own, independent CRC check.
delimited by the vertical broken line symbol and data
sections are separated within the file by the @ symbol. 7.3.2.3 CRC is a mathematical process whereby a
Data sections within a section, such as data for individual sequence of N data bits is manipulated by an algorithm to
runways within the runway section, are separated by the # produce a block of n-bits, known as the CRC, where n is
symbol. The end of the file is indicated by EOF. less than N. A check of the integrity of the data can be
performed by comparing the result of the application of the
7.3.1.3.3 Annotated file listing. An annotated file with CRC algorithm with the declared expected result. A failure
field descriptions is required (see Figure 7-1). of the mathematical routine to regenerate the CRC value
from the data indicates that either the data or the CRC has
7.3.1.3.4 When entering data into the database, it will become corrupt and the data are, therefore, no longer
be necessary to: reliable. By careful choice of the algorithm employed, in
conjunction with the relative values of n and N, it can be
a) confirm the data against the original survey data; guaranteed that more than a specified proportion of the
original N-bits must be corrupted before there is any
b) enter the data under strict quality control procedures; possibility of the same resultant n-bit code being produced.
and For a given CRC formula, the ratio between n and N will
determine the integrity level achieved for any data element.
c) verify entered data.
7.3.2.4 In summary, the characteristics of a CRC are:
7.3.2 Cyclic redundancy check (CRC) algorithm
a) it is better than check sums or parity bits for error
7.3.2.1 For those civil aviation authorities who will be
detection;
developing the electronic aeronautical database, it is specified
that the transfer of data, whether from personal computer to
personal computer, within a database, or digitally over b) the elements of generating a CRC are
communication networks, be monitored by a cyclic
redundancy check (CRC) determined for the batch of data to a data block divided by a generating polynomial,
be transferred. A CRC can also be used to monitor the
integrity of specific records within the database. Data the CRC is resulting remainder,
integrity values to be maintained for specific data within a
database or while being transferred are grouped in Tables 2-1 the CRC is tagged onto the end of the data
to 2-5. block, and
7.3.2.2 CRC is an error detection algorithm capable of no errors gives the remainder from division as
detecting small changes in a block of data. For those civil zero;
c) the assurance of error detection (see relationship a) confirm the correctness against the original survey
between data integrity and CRC length as contained data;
in Table 7-1).
b) enter data under strict quality control procedures;
and
7.3.2.5 Standard CRC algorithms
c) execute checks to verify data following entry.
7.3.2.5.1 The generator polynomial of a CRC
algorithm is measured in bit size where the polynomial 7.3.2.6.3 For the CRC to be used for checking the
coefficients are binary values equal to 0 or 1. The level of correctness of data, the chosen CRC must meet the level of
integrity protection provided by a specific generator integrity required for the individual data items to be
polynomial is a function of the highest order term in the transferred. This CRC value will need to be associated with
polynomial. The higher the term, the higher the level of the smallest related set of data. Thus, for much of the
protection. From the following generator polynomials: WGS-84-related subject of implementation, this smallest
element will be a single point. A suitable set of data for a
a) 1 + x5 + x12 + x16 is the CRC-CCITT algorithm; CRC check could also be a procedure and, ultimately, a
and whole aeronautical database.
b) 1 + x + x3 + x5 + x7 + x8 + x14 + x16 + x22 + x24 +

x31 + x32 is the CRC-32Q algorithm. 7.3.2.7 Different computer formats and
7.3.2.7 their effect on CRC
7.3.2.5.2 The CRC-CCITT algorithm is a 16-bit
algorithm and provides less protection than the CRC-32Q Ideally, once formed, the CRC would remain unchanged
algorithm, which is a 32-bit algorithm. The above CRC until its application in the flight management system (FMS)
algorithms are suggested for uniform application by States or RNAV system. However, data formats change during the
worldwide. process and a CRC is only valid for a particular data
format. For example, data are held in a computer in a
format dependent upon word length which is unlikely to be
7.3.2.6 Using a CRC for checking the same in the database of the supplier or the RNAV/FMS.
7.3.2.6 the correctness of data Thus, it will be necessary to recalculate the CRC at various
steps in the management of data. This recalculation must be
7.3.2.6.1 Integrity cannot be added once it is lost. carried out under strict quality control if the CRC is to
Thus, the integrity assurance must be provided from remain a valid indication of integrity.
origination to final application. It is therefore suggested
that when a data item is entered into an electronic format,
it will need to be provided with the CRC, thereby providing 7.3.2.8 Integrity and CRC length
the capability for verification on its transfer to the next
intended user. Then, and at each subsequent step, the 7.3.2.8.1 CRC offers absolute assurance of error
receiver must confirm the data validity to provide assurance detection when there is only a single period of burst error
that data have not been corrupted while stored or during within the stream of data that was subjected to the CRC,
transmission. provided that the substring containing all affected bits is
shorter than the length of the CRC employed. If the
7.3.2.6.2 The insertion of data into the database at the separation of corrupted bits is greater than the length of the
start of the process is therefore a most critical point in the CRC, the probability of an undetected error is the
whole process. At this time it will be necessary to: probability that the same CRC will be produced from both
Table 7-1. Integrity and CRC length
Lengths of CRC
Integrity Bits Characters
3.9 10-3 8 1
1.5 10-5 16 2
-8 24 3
6.0 10
2.3 10-10 32 4
the original and the corrupted data. Assuming an even Then:

mapping of valid data strings to the CRC, the probability of
an undetected error rises to a maximum of 2-n when the D = QO GP + RO (at origination)
number of bits protected by the CRC is several times the
length of the CRC itself. D + RO = QR GP + RR (at receiver)
7.3.2.8.2 Table 7-1 gives the length of the CRC which can be represented as D = QR GP + RR + RO.
required to achieve different levels of assurance of
detection of multiple bit error in the data, where there is no It follows that:
guarantee that the separation of the bits in error is less than
the length of the CRC. In order to achieve an integrity QO GP RO = QR GP + RR + RO.
assurance of 1 10-8, it is therefore necessary to employ a
32-bit CRC. Cancel GP and RO to give:
QO = QR if RR = 0 (i.e. no errors).
7.3.2.9 Example of CRC generation
7.3.2.9.3 A CRC can be implemented with simple
7.3.2.9.1 The algorithm by which a CRC is produced shift registers and exclusive OR (XOR) gates. For clarity,
is defined by a generating polynomial (GP). The GP for an the following example is performed manually.
n-bit CRC is of order n; the coefficients are either 0 or 1,
with the constraints that the polynomial is primitive and 7.3.2.9.4 CRC generation.
that the coefficients of x0 and of xn are both 1. To generate
a CRC, a data block is divided by a GP. The resulting 7.3.2.9.4.1 An example of the generation of a CRC is
remainder, the CRC, is usually tagged onto the end of the shown at Figure 7-2. The data is 11011001, the GP is 11001
data block. When the data are subsequently checked, an and the CRC is 4 bits long.
identical division is performed on the data although the
remainder is now included. If no errors have occurred, the 7.3.2.9.4.2 One of the prerequisites for the GP is that
remainder from this division should be 0. it is 1 bit longer than the CRC.
7.3.2.9.2 This can be shown with the following
7.3.2.9.4.3 Four zeros are appended to the data (the
mathematics, carried out using modulus 2 arithmetic.
length of the CRC) and the data (with the four zeros added)
Let: are XORed with the GP. This operation yields a quotient
and a remainder (the CRC).
D = data, GP = generator polynomial, Q = quotient and
R = remainder. 7.3.2.9.5 Validation. The CRC is now appended to the
data. When the receiver of the data passes this string
(Suffixes O and R denote Transmitter and Receiver, through the same calculation again, there will be a zero
respectively.) remainder if no errors have occurred (see Figure 7-3).
0 1 2 3 4 5 6 7
12345678901234567890123456789012345678901234567890123456789012345678901...
|ASR (MFR) | 422306.6000| 1225146.7000| 1310.0| | | |
60 61 62 63 64 65 66
|DME (14) | 422140.0470| 1225201.8010| 1334.0| | | |

|GS (14) | 422242.4910| 1225224.7530| 1297.1| | | |
|GS (14) PP | 422241.0590| 1225229.7230| 1299.7| | 400| 1081|
|LOC (14) | 422140.1380| 1225157.8070| 1318.9| | 998| |
|LMM (14) | 422321.0000| 1225250.6000| | | 3250| |
|LOM (14) | 422703.2000| 1225448.2000| | | 27420| |
|VORTAC (OED) | 422846.5000| 1225446.7000| 2080.0| | | |
Items 1 to 6 are UDDF field descriptions with the following meaning:
1. AIRPORT IDENTIFIER/A6/2-7
2. AIRPORT SITE NUMBER/A10/9-18
3. FAA REGION/A4/20-23
4. SURVEY TYPE/A6/25-30
AOC AIRPORT OBSTRUCTION CHART SURVEY

EOD ENGINE OUT DEPARTURE SURVEY
NPA NON-PRECISION AREA NAVIGATION APPROACH SURVEY
PAA PRECISION AREA NAVIGATION APPROACH SURVEY
SPL SPECIAL PURPOSE
5. OC NUMBER/I5/32-36
6. OC EDITION/A3/38-40
Figure 7-1. UDDF format for navigation aid data
1 0 0 1 1 1 1 1 QUOTIENT
1 1 0 0 1 1 1 0 1 1 0 0 1 0 0 0 0
X O R 1 1 0 0 1
0 0 0 1 0 0 0 1
1 1 0 0 1
0 1 0 0 0 0
1 1 0 0 1
0 1 0 0 1 0
1 1 0 0 1
0 1 0 1 1 0
1 1 0 0 1
0 1 1 1 1 0
1 1 0 0 1
0 0 1 1 1
Remainder (CRC)
Figure 7-2. Data divided by GP to generate the CRC

1 0 0 1 1 1 1 1
1 1 0 0 1 1 1 0 1 1 0 0 1 0 1 1 1
X O R 1 1 0 0 1
0 0 0 1 0 0 0 1
1 1 0 0 1
0 1 0 0 0 0
1 1 0 0 1
0 1 0 0 1 1
1 1 0 0 1
0 1 0 1 0 1
1 1 0 0 1
0 1 1 0 0 1
1 1 0 0 1
0 0 0 0 0
Remainder = 0 (no error)
Figure 7-3. Data with CRC divided by GP to establish whether corruption has occurred
Appendix A
THE GLOBAL POSITIONING SYSTEM (GPS)
1. BASIC CONCEPT 3. GPS SATELLITE

SIGNAL STRUCTURE
The Navigation System with Time And Ranging
(NAVSTAR) Global Positioning System (GPS) is an all- 3.1 The actual carrier broadcast by the satellite is a
weather, space-based navigation system, which has been spread spectrum signal that makes it less subject to inten-
designed primarily for the United States Department of tional (or unintentional) jamming. The spread spectrum
Defense. In use since 1973, it became fully operational in technique is commonly used today by such diverse equip-
1994, allowing the worldwide and instantaneous deter- ment as hydrographic positioning ranging systems and
mination of a vehicles position and velocity (i.e. wireless Local Area Network (LAN) systems.
navigation) as well as the precise coordination of time.
3.2 The key to the systems accuracy is the fact that
all signal components are precisely controlled by atomic
clocks. The Block II satellites have four on-board time
2. SYSTEM ORGANIZATION standards: two rubidium and two caesium clocks. These
highly accurate frequency standards, being the heart of GPS
The Global Positioning System is made up of three major satellites, produce the fundamental L-band frequency of
segments: 10.23 MHz. Coherently derived from this fundamental
frequency are two signals, the L1 and the L2 carrier waves,
a) The Control Segment with ground-based equipment generated by multiplying the fundamental frequency by
for monitoring the satellites and updating the 154 and 120, respectively, thus yielding:
information they transmit. As its name suggests, the
Operational Control System (OCS) maintains and L1 = 1 575.42 MHz (19 cm), and
supports the rest of the system. It has three main
activities tracking, prediction, and uploading L2 = 1 227.60 MHz (24 cm).
and consists of a single Master Control Station
(MCS), five monitor stations, and three ground 3.3 These dual frequencies are essential for the
antennas. elimination of the major source of error, i.e. ionospheric
refraction. The pseudo-ranges that are derived from the
b) The Space Segment providing global coverage with measured travel time of the signal from each satellite to the
four to eight simultaneously observable satellites receiver use two pseudo-random noise (PRN) codes that are
above 15 elevation. This is accomplished by modulated (superimposed) onto the two-base carrier waves.
having satellites in six nearly circular orbits with an The first code is the C/A code (Coarse/Acquisition code),
altitude of about 20 200 km above the earth over a also designated as the Standard Positioning Service (SPS),
period of approximately 12 hours. The number of which is available for civilian use. The C/A code, with an
operational satellites is 21 (plus three additional effective wavelength of 293.1 m, is modulated only on L1
active spares), with an inclination of 55 and with and is purposely omitted from L2.
four satellites per plane. The spare satellites are
used to replace a malfunctioning active satellite. 3.4 The second code is the P code (Precision code),
also designated as the Precise Positioning Service (PPS),
c) The User Segment, comprising an unlimited number which has been reserved for use by the U.S. military and
of receivers, which receive the satellite signals and other authorized users. The P code, with an effective
calculate instantaneous position and other wavelength of 29.31 m, is modulated on both carriers L1
navigation information. and L2.
A-1
A-2 World Geodetic System 1984 (WGS-84) Manual
4. GPS SATELLITE MESSAGE Selective Availability (S/A)
4.1 In addition to the PRN codes, a data message is 6.2 Primarily, this kind of denial has been
modulated onto the carriers consisting of: accomplished by dithering the satellite clock frequency in
a way that prevents civilian users from accurately measuring
a) satellite ephemerides, instantaneous pseudo-ranges (Dither-Process). This form of
accuracy denial mainly affects single-receiver operations.
b) ionospheric modelling coefficients, When pseudo-ranges are differenced between two receivers,
the dithering effect is largely eliminated, so that this
c) status information, navigation mode, proposed for example by the U.S. Coast
Guard, will remain unaffected. The S/A has only been
d) system time and satellite clock bias, and implemented in Block II satellites and has been in force
intermittently since April 1990 at various levels of accuracy
e) drift information. denial.
4.2 The total message consisting of 1 500 bits is 6.3 The second method is to truncate the transmitted
transmitted in 30 seconds with a data rate of 50 bits/sec. navigation message so that the coordinates of the satellites
This message is subdivided into 5 subframes. One cannot be accurately computed (Epsilon-Process). The error
subframe is transmitted in 6 seconds and contains 10 words in satellite positions roughly translates to similar size
with 30 bits. position errors in the receiver.
Anti-spoofing
5. PSEUDO-RANGE AND CARRIER
PHASE MEASUREMENTS 6.4 The design of the GPS system includes the ability
to essentially turn off the P code or invoke an encrypted
5.1 Figure A-1 shows pseudo-range and carrier phase code (Y code) as a means of denying access to the P code
measurements. Comparing the transmitted code from the to all but authorized users. The rationale for doing this is to
satellite with a replica of it generated by the receiver results keep adversaries from sending out false signals with the
in the measurement of a time shift t, also called pseudo- GPS signature, thereby creating confusion and causing
range. Multiplying it by the velocity of light c (plus various users to misposition themselves. Access to the P code is
corrections) results in a user-to-satellite distance. only possible by installing on each receiver channel an
Auxiliary Output Chip (AOC) which is available only on
5.2 The carrier of the signal emitted by the satellite is an authorized basis. Anti-spoofing affects many of the
received (Doppler-shifted) by the receiver and compared high-accuracy survey uses of the system.
with a generated carrier. The phase difference between both
is the so-called carrier phase measurement.
5.3 This measurement is a subdivision of a wave- 7. GPS ABSOLUTE POSITIONING

length of the signal, and the integer number of additional
cycles making up the remainder of the distance is 7.1 Figure A-2 shows that if a three-dimensional
unknown. The integer cycle count is not observed but position is to be determined, four pseudo-range measure-
counted by the receiver. Every loss of lock leads to a loss ments from different satellites have to be taken.
of the number of cycles and produces a so-called cycle
slip. Thus, since the initial value of n and the one after a 7.2 The extra measurement is to determine the clock
cycle slip are unknown, phase measurements are ambiguous. offset between the very precise caesium clock of the
This ambiguity (= integer number of cycles) has to be satellite and the non-precise quartz clock of the receiver.
determined in the processing.
7.3 The following system of equations with four
unknowns has to be solved:
6. SYSTEM ASSURANCE TECHNIQUES (x1 x)2 + (y1 y)2 + (z1 z)2 + dT = (PR1)2 (A-1)
(x2 x)2 + (y2 y)2 + (z2 z)2 + dT = (PR2)2 (A-2)
6.1 There are basically two methods for denying (x3 x)2 + (y3 y)2 + (z3 z)2 + dT = (PR3)2 (A-3)
civilian users full use of the GPS system. (x4 x)2 + (y4 y)2 + (z4 z)2 + dT = (PR4)2 (A-4)
Appendix A. The Global Position system (GPS) A-3
GPS single-point absolute Such a reference station can be used for an infinitely large
positioning accuracy number of users around it, say, in a radius of up to 100 km.
The three-dimensional relative baseline vector, between the
7.4 The civilian C/A code delivers a horizontal reference station and the user station, results from
accuracy of 100 m (2 dRMS) if S/A is on, and 40 m processing using GPS analysis software. Processing can be
(2 dRMS) if S/A is off. Vertical coordinates may be worse by done in baseline or network mode.
a factor of two to three because of satellite-user geometry.
Single-point positioning can be done in static as well as in 9.2 Table A-1 shows the receiver noise and the
kinematic (roving) mode. theoretically expected differential position error when
assuming a favourable satellite geometry (PDOP = 3).
7.5 It is interesting to note that the accuracies of the PDOP is a measure of satellite geometry: the smaller the
Russian satellite system GLONASS are in the same range as number, the better.
GPS but to our knowledge there is no S/A-type implemen-
tation on GLONASS.
10. CHOICE OF GPS
SURVEYING TECHNIQUE
8. POSITION ERRORS OF GPS 10.1 Depending on the desired coordinate accuracies,

one can choose between the following processing
The following error sources of single-point positioning are techniques:
possible:
a) Metre and submetre accuracies
a) satellite orbit;
Differential phase-smoothed pseudo-range processing.
b) satellite clock; Here the receiver costs are moderate (< US $10 000).
Real-time surveying seems to be more robust than
c) satellite code selective availability (S/A); using pure phase measurements.
d) receiver resolution of the observation; b) Centimetre accuracies
e) receiver observation noise; Carrier phase-based approach. The necessary equip-

ment and analysis software have a significantly
f) antenna multipath effect; and higher price, mainly due to the use of dual frequency
receivers. Different observation strategies are
g) atmospheric refraction (ionosphere, troposphere). possible: static, rapid or fast static, pseudo-kinematic,
stop-and-go, semi-kinematic and kinematic mode.
These are explained in Table A-2.
9. DIFFERENTIAL GPS SURVEYING

GPS surveying
9.1 The elimination of the various errors of single- modes and accuracy
point positioning can be achieved by forming differences
between observations. The positioning of a static or roving 10.2 Table A-2 shows the various GPS surveying
user, relative to a fixed reference station with known techniques and the corresponding resulting baseline
WGS-84 coordinates, is called differential GPS positioning. accuracies.
Table A-1. Observation noise and error propagation
Differential position error

C/A code observations Receiver noise (PDOP = 3)
Pseudo-range 0.2 to 5 m 0.6 to 15 m

Carrier phase 0.2 to 2 mm 0.6 to 6 mm
Table A-2. GPS surveying modes and accuracy
Mode Characteristics Accuracy
Static Long observation time (hours to days)

0.1 mm to 1 ppm
Long baselines (say > 100 km)
Rapid static Short observation time (5 to 30 minutes)
Fast static Short baselines (say < 10 km) (5 mm + 1 ppm)
Dual frequency receivers preferable
Pseudo-kinematic Short observation time (few minutes)
(5 mm + 1 ppm)
Reoccupations of stations necessary
Stop-and-go Short observation time (few minutes)
(5 mm 1 ppm)
Semi-kinematic Maintain lock between stations
Kinematic No stopping required
(1 to 5 cm 1 ppm)
Sophisticated software needed
Differential GPS Differential pseudo-range

real-time positioning corrections
10.3 Since mid-1994, differential GPS (DGPS) real- 11.2 A differential pseudo-range correction is the
time surveying has been offered by several companies. The difference between the observed and calculated (from
real-time aspect came about not because of any necessity known reference station coordinates and transmitted satellite
for immediate results, but in order to carry out quality ephemerides) pseudo-range at the reference station.
control in the field.
11.3 The advantage over formerly used position
10.4 Figure A-3 demonstrates the principle of corrections is that biases due to different satellite tracking
differential GPS real-time positioning, i.e.: scenarios at reference and user stations are avoided. The
possible real-time surveying accuracy is 3 to 6 m.
a) positioning of a (roving) user relative to a reference
station with known coordinates;
Differential carrier-smoothed
b) determination of GPS pseudo-range and/or carrier pseudo-range corrections
phase corrections at the reference station;
11.4 The principle is the same as for the differential
c) transmission of the corrections to the mobile user pseudo-range corrections, but now the carrier phases are
by telemetry; and used to smooth the pseudo-ranges in a filter. This results in
higher positioning accuracies, and antenna multipath is
d) quality and error control by monitor stations. eliminated to a large extent. No repair of cycle slips is
necessary, only the necessity to detect them. The possible
real-time surveying accuracy is 0.6 to 2 m.
11. DIFFERENTIAL CORRECTIONS

Differential carrier
11.1 Three types of corrections sent out by the phase corrections
reference station are possible:
11.5 This type of correction involves the calculation
a) position or pseudo-range corrections, and transmission of the corrections at a known reference
station. This is a new development with the following
b) carrier-smoothed pseudo-range corrections, and characteristics.
c) carrier phase corrections. a) Advantages:

navigation in the centimetre range; 13. GPS DIFFERENTIAL

POSITIONING TECHNIQUES
smaller amount of telemetry data compared to
raw data; 13.1 GPS differential positioning techniques have the
following characteristics.
reduction of time sensitivity; and
a) Advantages:
reduced computational burden for roving user.
all-weather 24-hour positioning capability;
b) Disadvantages: various levels of accuracy are possible,

depending on the available hardware and
necessity: Carrier phase ambiguity resolution software; and
on-the-fly;
easy to use.
dependence of the user with respect to the
integrity and reliability of the calculation at the b) Disadvantages:
reference station; and
no line-of-sight between target (user station)
and the reference station required; however,
error detection more difficult.
line-of-sight to at least four satellites is needed;
and
11.6 The possible real-time surveying accuracy is 1 to
5 cm.
since certain signal obstruction by buildings, trees,
etc. may occur, a certain amount of conventional
12. ACCURACY OF GPS surveying must still be carried out.
Figure A-4 shows the GPS (absolute) and DGPS 13.2 Only ellipsoid height differences can be
(differential) navigation and surveying accuracies achievable, determined by DGPS. In order to get orthometric heights,
along with corresponding statistical distributions. one has to use a geoid model of appropriate accuracy.
FIGURES FOR APPENDIX A
Transmitted Carrier received

code from from satellite
satellite (Doppler-shifted)
Replica of the Carrier phase

satellite code generated in the
generated in the receiver
receiver
t Carrier phase
Time shift = observation
pseudo-range measurement (received
(in principle, the time between minus
transmission and reception is measured) generated)
Observed phase: 120 45
Total phase: 360 C n + 120 360 C (n+3) + 45
Figure A-1. Pseudo-range and carrier phase measurement
PR2 PR3
PR1
PR4
P(X,Y,Z)
Figure A-2. Principle of GPS absolute positioning

Surveyed station
Differential DGPS
transmitter reference
DGPS correction terms receiver
Figure A-3. Differential GPS real-time positioning

Levels of GPS accuracy
Phase measurements Code measurements
Key SPS (Degraded)

Absolute
5% 50% 95% SPS (without S/A)

Distribution
SPS Standard positioning service
PPS
PPS Precise positioning service
S/A Selective availability
Pseudo-range
DGPS navigation
Phase-smoothed
Differential
pseudo-range
Carrier phase DGPS navigation
DGPS navigation
Survey (static)
(Plus 1 PPM)
1 2 5 1 2 5 10 20 50 1 2 5 10 20 50 100
mm mm mm cm cm cm cm cm cm m m m m m m m
Horizontal error Status 08/95
Figure A-4. Accuracy of GPS

Appendix B
PRINCIPLES OF GEODESY
1. DEFINITION OF GEODESY 2. FIGURE OF THE EARTH

AND REFERENCE SURFACES
Geodesy is the science concerned with the study of the
shape and size of the earth in the geometric sense as 2.1 The figure of the earth was approximated first by
well as with the form of the equipotential surfaces of a sphere and later by an ellipsoid. Whereas these approxi-
the gravity potential. mations are of geometrical character, the geoid represents a
dynamical reference surface a certain equipotential
1.1 This definition was penned in 1880 by surface of the earths gravity field.
Friedrich R. Helmert, one of the main proponents of
geodesy of the nineteenth century.
The earth as a sphere
1.2 The following represents a more up-to-date
description given by the Committee on Geodesy of the U.S. 2.2 Various opinions on the form of the earth
National Academy of Sciences (1978). prevailed in the past, e.g. the notion of an earth disk
encircled by Oceanus. Homers Illiad (approximately
a) Establishment and maintenance of national and 800 B.C.), Pythagoras (approximately 580500 B.C.) and
global three-dimensional geodetic networks. his school, and Aristotle (384322 B.C.), among others,
expressed belief in the spherical shape.
b) Measurement and analyses of geodynamic phenom-
2.3 The founder of scientific geodesy is Eratosthenes
ena (earth rotation, earth tides, crustal movements,
(276195 B.C.) of Alexandria who, assuming the earth was
etc.).
spherical, deduced from measurements a radius for the
earth with 2% uncertainty (left-hand side of Figure B-1).
c) Determination of the earths gravity field.
2.4 The principle of arc measurements developed by
These three items also include changes with time.
him was still applied in modern ages: from geodetic
measurements, the length G of a meridian arc is deter-
1.3 The time-related monitoring of coordinates and of mined. Astronomical observations furnish the associated
the gravity field is the new aspect. central angle . The radius of the earth is then given by
R = G/.
Why does geodesy deal with 2.5 The arc measurements in middle ages are
the gravity field? characterized by fundamental advances in instrumentation
technology. Arc measurements and early triangulations are
1.4 Every geodetic measurement is a function of the shown on the world map of Figure B-1.
gravity field. For example, by putting an instrument into
the horizontal plane by using spirit bubbles, it aligns its
vertical axis with the local plumb-line (local gravity vector) The earth as an ellipsoid
which, unfortunately, may vary from point to point.
2.6 Towards the end of the seventeenth century,
1.5 In defining heights, an equipotential surface of the Newton demonstrated that the concept of a truly spherical
gravity field must be used as vertical reference. (Where earth was inadequate as an explanation of the equilibrium of
does water flow?) the ocean surface. He argued that because the earth is a
B-1
B-2 World Geodetic System 1984 (WGS-84) Manual
rotating planet, the forces created by its own rotation would 2.11 Although Listing (1873) had assigned the name
tend to force any liquids on the surface to the equator. He for the geoid, Helmert (1880, 1884) made the transition to
showed, by means of a simple theoretical model, that hydro- the current concept of the figure of the earth. Here the
static equilibrium would be maintained if the equatorial axis deflections of the vertical are also taken into account in the
of the earth were longer than the polar axis. This is computation of the ellipsoidal parameters.
equivalent to the statement that the body is flattened towards
the poles. 2.12 The determination of the geoid has been, for the
last hundred years, a major goal of geodesy. Its importance
2.7 Flattening is defined by f = (a b)/a where a is the increased recently with the new concept of replacing the
semi-major and b is the semi-minor axis of the ellipsoid. measurements of spirit levelling by GPS space observations
and the use of precise geoid heights. Other global
2.8 In the eighteenth and nineteenth centuries, considerations require a unified vertical reference, i.e. a geoid
ellipsoids were defined which were best fitted to a certain determination with centimetre or even millimetre accuracy.
region of the earth (Figure B-2). These local ellipsoids still This remains a challenge for geodesy in the coming years.
provide the geometrical reference for the horizontal
coordinates of various national geodetic (triangulation) 2.13 There are difficulties in defining a geoid such as
networks. sea-surface topography, sea-level rise (melting of the polar
ice caps) and density changes (earthquakes).
2.9 Table B-1 shows examples of the ellipsoidal
parameters of various ellipsoids. Note that the East
Europeans (the former U.S.S.R) based their horizontal
coordinates on a triaxial ellipsoid (Krassovsky). 3. COORDINATE SYSTEMS AND
REFERENCE ELLIPSOIDS
3.1 The geodetic glossary gives the following general

The earth as a geoid
geodetic definitions.
Definition of Geoid. The equipotential surface in the gravity
a) Coordinate. One of a set of N numbers designating
field of the Earth which coincides with the undisturbed
the location of a point in N-dimensional space.
mean sea level (MSL) extended continuously through the
continents.
b) Coordinate system. A set of rules for specifying
how coordinates are to be assigned to points
Note. The geoid is irregular in shape because of local
(origin) set of axes.
gravitational disturbances (wind tides, salinity, current, etc.)
and the direction of gravity is perpendicular to the geoid at 3.2 There are three types of coordinate systems: local,
every point. geocentric (earth-fixed) and Cartesian, or ellipsoidal.
Definition of Geoid undulation. The distance of the geoid

above (positive) or below (negative) the mathematical Local coordinate system
reference ellipsoid.
3.3 Due to historical developments, national
Note. In respect to the World Geodetic System 1984 departments of survey computed, ellipsoids best fitted to
(WGS-84) defined ellipsoid, the difference between the their State to provide the basis for mapping. The origin and
WGS-84 ellipsoidal height and orthometric height represents orientation of a coordinate system are arbitrary, but often
WGS-84 geoid undulation. the ball under the cross on top of the tower of a specific
church served as the zero-point (or origin) of a national
2.10 Laplace (1802), Gauss (1828), Bessel (1837) and coordinate system (e.g. Soldners coordinate system in
others had already recognized that the assumption of an Bavaria with the Munich cathedral Liebfrauendom as
ellipsoidal earth model was not tenable when compared to origin). The national ellipsoids are the geometric reference
high-accuracy observations. One could no longer ignore the surfaces only for horizontal coordinates.
deflection of the physical plumb-line, to which measure-
ments refer, from the ellipsoidal normal (deviation of the Geocentric (earth-fixed) Cartesian system (X, Y, Z)
vertical, see Figure B-3). By an adjustment of several arc
measurements for the determination of the ellipsoidal 3.4 As a fundamental terrestrial coordinate system, an
parameters a and f, contradictions arose which exceeded by earth-fixed spatial Cartesian system (X, Y, Z) is introduced
far the observational accuracy. whose origin is the earths centre of mass S (geocentre
Appendix B. Principles of Geodesy B-3
centre of mass including the mass of the atmosphere (see 3.10 The spatial ellipsoidal coordinates , , h are
Figure B-4)). The Z-axis coincides with the mean rotational designated as geodetic coordinates. The point Q on the
axis of the earth (polar motion). ellipsoid is obtained by projecting the surface (or space)
point P along the ellipsoidal normal. A point in space is
3.5 The mean equatorial plane perpendicular to this defined by , , h and the shape of the ellipsoid (a, f).
axis forms the X-Y plane. The X-Z plane is generated by
the mean meridian plane of Greenwich. The latter is 3.11 A standard earth model as a geodetic reference
defined by the mean rotational axis and the zero meridian body should guarantee a good fit to the earths surface and
of the Bureau International de lHeure (BIH)-adopted to the external gravity field, but it should also possess a
longitudes (mean observatory of Greenwich). The Y-axis simple principle of formation.
is directed so as to obtain a right-handed system. The
introduction of a mean rotational axis is necessary because 3.12 In this respect, the rotational ellipsoid, already
in the course of time, the rotation changes with respect to introduced as a geometric reference surface, is well suited.
the earths body. This applies to the position of the earths In addition to the semi-major axis a and the flattening f as
rotation axis (polar motion) and to the angular velocity of geometric parameters, the total mass M and the rotational
the rotation. angular velocity as physical parameters are introduced.
The gravity field is then formed as a result of gravitation
and rotation.
Ellipsoidal geographic coordinates
3.13 If we now require the surface of this ellipsoid to
3.6 As Figure B-5 shows, the earths surface may be be a level surface of its own gravity field, then, according to
closely approximated by a rotational ellipsoid with flattened Stokes Theorem, the gravity field is uniquely defined in the
poles (height deviation from the geoid < 100 m). As a result, space exterior to this surface. This body is known as a level
geometrically defined ellipsoidal systems are frequently used (or equipotential) ellipsoid. Additionally, the geocentric
instead of the spatial Cartesian coordinate system. gravitational constant GM and the dynamic flattening C2,0
(second order zonal harmonic of an earth gravity model) are
3.7 The rotational ellipsoid is created by rotating the given. If the ellipsoidal parameters are given those values
meridian ellipse about its minor axis. The shape of the which correspond to the real earth, then this yields the
ellipsoid is therefore described by two geometric parameters, optimum approximation to the geometry of the geoid and to
the semi-major axis a and the semi-minor axis b. Generally, the external gravity field: mean earth ellipsoid.
b is replaced by a smaller parameter which is more suitable:
the (geometrical) flattening f. 3.14 Table B-1 lists the reference ellipsoids and their
constants a, f associated with local geodetic datums which
f = (a b)/a are tied to WGS-84 through datum transformation constants
and/or multiple regression equations.
3.8 Further definitions:
a) Origin. Earths centre of mass.

4. GEODETIC DATUM
b) Geographic (geodetic) latitude . Angle measured
in the meridian plane between the equatorial (X, Y) Definitions
plane and the surface normal at P.
4.1 The terminology required to describe the geodetic
c) Geographic (geodetic) longitude . Angle datum problem is rather complex and has developed over
measured in the equatorial plane between the zero more than a century. In order to avoid confusion and
meridian (X-axis) and the meridian plane of P. misunderstanding, care must be taken to use the various
terms precisely.
Spatial ellipsoidal coordinate system 4.2 The following definitions have been adopted by
the international geodetic community:
3.9 For the spatial determination of points on the
physical surface of the earth (or in space) with respect to a) Geodetic reference system. Conceptual idea of an
the rotational ellipsoid, the height h above the ellipsoid is earth-fixed Cartesian system (X, Y, Z).
introduced in addition to the geographic coordinates , .
The ellipsoidal height h is measured along the surface b) Geodetic reference frame. Practical realization of a
normal (Figure B-6). geodetic reference system by observations.
Table B-1. Reference ellipsoid names and constants

(WGS-84 minus local geodetic datum)
1
a (m), f ,
Reference ellipsoid name ID code a (m) f 104
Airy 1830 AA 6377563.396, 299.3249646,

573.604 0.11960023
Australian National AN 6378160, 298.25,
23 0.0001204237
Bessel 1841
Ethiopia, Indonesia, Japan, Korea BR 6377397.155, 299.1528128,
739.845 0.1003748283
Namibia BN 6377483.865, 299.1528128,
653.135 0.1003748283
Clarke 1866 CC 6378206.4, 294.9786982,
69.4 0.3726463909
Clarke 1880* CD 6378249.145, 293.465,
112.145 0.547507137
Everest
Brunei and E. Malaysia EB 6377298.556, 300.8017,
(Sabah and Sarawak) 838.444 0.2836136834
India 1830 EA 6377276.345, 300.8017,
860.655 0.2836136834
India 1956** EC 6377301.243, 300.8017,
835.757 0.2836136834
W. Malaysia and Singapore 1948 EE 6377304.063, 300.8017,
832.937 0.2836136834
W. Malaysia 1969** ED 6377295.664, 300.8017,
841.336 0.2836136834
Geodetic Reference System 1980 RF 6378137, 298.257222101,
0 1.6193 x 107
Helmert 1906 HE 6378200, 298.3,
63 0.004807957
Hough 1960 HO 6378270, 297,
133 0.14192702
International 1924 (Hayford) IN 6378388, 297,
251 0.14192702
Krassovsky 1940 KA 6378245, 298.3,
108 0.004807957
Modified Fischer 1960 FA 6378155, 298.3,
18 0.004807957
South American 1969 SA 6378160, 298.25,
23 0.000812042
WGS-72 WD 6378135, 298.26,
2 0.000312108
WGS-84 WE 6378137, 298.257223563,
0 0
* As accepted by NIMA.
** Through adoption of a new yard to metre conversion factor in the reference State.
4.3 It is important to make a distinction between a factor (). These seven parameters are needed to relate two
reference system and a reference frame. A reference system Cartesian three-dimensional reference frames.
is the conceptual idea of a particular coordinate system
(theoretical definition). A reference frame is the practical 4.8 Because the earth is a curved surface approximated
realization of a reference system by observations and by an ellipsoid, navigators usually work in geographical
measurements (which have errors). Practical surveying is coordinates (latitude, longitude). In order to define geo-
only concerned with reference frames, but the underlying graphical coordinates, the shape of the so-called reference
concepts of a specific reference frame are of fundamental ellipsoid also has to be considered. The shape of an ellipsoid
importance. is defined by its semi-major and semi-minor axes, i.e. two
additional parameters are required. These two additional
a) Global GRS: parameters constitute the difference between a Cartesian and
an ellipsoidal datum. Thus, an ellipsoidal datum is defined
origin: earths centre of mass; by nine transformation parameters.
Z-axis: coincides with mean rotational axis of 4.9 Rule of thumb: ellipsoidal datum = Cartesian
earth; datum + shape of earth ellipsoid.
X-axis: mean meridian plane of Greenwich and

perpendicular to the Z-axis; and
5. TRANSFORMATIONS
Y-axis: orthogonal.
5.1 A geodetic datum transformation is a mathematical
b) Local GRS:
rule used to transform surveyed coordinates given in a
Reference Frame 1 into coordinates given in Reference
origin and orientation of axes are arbitrary.
Frame 2. The mathematical rule is a function of the set of
c) Geodetic datum: necessary datum transformation parameters.
minimum set of parameters required to define 5.2 The nine parameters:

location and orientation of the local system with
respect to the global reference system/frame. translation (shift) of the origin: X, Y, Z;
4.4 Furthermore, it is important to distinguish between rotation angles: x, y, z;

global and local reference frames. Looking at the entire set
of possible reference frames located in the body of the scale factor ; and
earth, there is only one truly global reference system. The
origin of a global reference system coincides with the centre change in ellipsoidal semi-major axis a and
of the earth, the Z-axis should coincide with the mean flattening f,
rotational axis of the earth and the X-axis is contained in the
mean meridian plane of Greenwich, perpendicular to the define the location and orientation of a (local) coordinate
Z-axis. The Y-axis is orthogonal to both the X- and Z-axes system with respect to a global reference frame. These
(right-hand system). parameters are needed for a computational coordinate
transformation using Helmerts formula.
4.5 A geodetic datum is expressed in terms of the set
of transformation parameters which are required to define
the location and orientation of the local frame with respect
to the global frame. 6. HEIGHT
Note. The term datum is often used when one What is height?
actually means reference frame.
6.1 Usually, the implicit imagination behind the term
4.6 A distinction must be made between a Cartesian height is the answer to the question: Where does water
datum and an ellipsoidal datum. flow? Physically, we consider a lake where water is in rest
as a surface of equal heights. More specifically, it is the
4.7 A Cartesian datum is defined by a set of three equipotential surface in the gravity field of the earth.
shifts (X, Y, Z); three rotations (, , ); and a scale Moving on such a surface means no work is carried out; no
forces are acting on it. Thus, the definition of a height with 6.5 The geoid is realized in practice by observing
such a physical meaning cannot be defined geometrically mean sea level at tide gauges at the coasts over a certain
nor can the reference surface (zero surface) be the ellipsoids time period. However, there are complications brought about
geometrical surface. by wind, salinity, currents, etc., that produce deviations from
the geoid of up to 2 m (sea surface topography). This
means that the zero point and, consequently, the heights of
Geodetic networks different national networks may differ by similar magnitudes.
6.2 The application of differential GPS satellite 6.6 Heights above the geoid are called orthometric
observations delivers: heights H. The relationship between an ellipsoidal height h
and H is given by:
a) horizontal WGS-84 coordinates: ellipsoidal latitude
H=hN
and longitude ; and
where N is the geoid undulation.
b) vertical WGS-84 coordinates: ellipsoidal height h.
6.3 The ellipsoidal height does not have a physical Vertical datum
meaning. It is a geometric quantity that does not indicate a
level surface (i.e. it does not indicate the direction of the 6.7 WGS-84 is a three-dimensional reference frame
flow of water). Geodetic networks consist, in general, of coordinated in X, Y, Z or in , , h. The parameter h is the
geometrically defined and referred ellipsoidal latitude and (geometric) height above the WGS-84 ellipsoid.
longitude, whereas national heights refer to the geoid
(mean sea level) as zero surface. 6.8 In aviation, heights (flight level) are defined by
atmospheric pressure. All aircraft are therefore equipped
with baro-altimeters. One has to be very careful when
The geoid as reference dealing with heights. The differences between the different
surface for heights zero points of national vertical networks may vary up to 3
metres! Presently, there is a worldwide effort to come up
6.4 The geoid can be considered as an idealized ocean with a unified height system. It is hoped that this zero
extending under the continents (Figure B-7). It is a surface (namely the geoid) can be determined worldwide to
particular equipotential gravity surface of the earth an accuracy < 20 cm by using satellite altimetry.
coinciding with approximately two-thirds of the earths
surface. There is only one geoid. 6.9 Table B-2 shows vertical datum differences.
Table B-2. Reference surface differences

with respect to the geoid
State/reference surface Difference to geoid (cm)
Australia: Mainland 68
Tasmania 98
England 87
United States: NAVD 29 26
NAVD 88 72
NAVD 88, East 38
Germany 4
FIGURES FOR APPENDIX B

Alexandria G
R
Sun
Equator
O
Figure B-1. The earth as a sphere, derived from arc measurements
Local
Ellipsoid
Global
Ellipsoid
Figure B-2. Local ellipsoids are best fitted to the specific State
Geoid
undulation
Mean sea
surface (geoid) Geoid
a n Ellipso
Oce id
Perpendicular
to ellipsoid Perpendicular to
geoid (plumb-line)
Deviation of
the vertical
Figure B-3. The earth as a geoid
P (X, Y, Z)
Z
Mean rotational axis
Mean meridian
plane of
Greenwich P (X, Y, Z)
Greenwich
r
S Y
X Mean equatorial plane
Figure B-4. Earth-fixed spatial Cartesian system (X, Y, Z)

Z
=
N
p

P P
0 Y
P
P
=0
X S
Figure B-5. Ellipsoidal geographic coordinates

Z
P ( , , h; a, f)
P (X, Y, Z)
rQ r
h
n
0
Y

X Q ( X Q, Y Q, Z Q)
Figure B-6. Spatial ellipsoidal coordinate system
Tide gauge
(MSL) H
h Geoi
d
Ocean
N
Ellips
oid
Figure B-7. The geoid as reference surface for heights

Appendix C
THE INTERNATIONAL TERRESTRIAL

REFERENCE SYSTEM (ITRS)
1. The most precise geodetic measuring techniques 3. Plate tectonic movement was incorporated in that
for long base lines are, at present, satellite laser ranging coordinate system using results of recent measurements and
(SLR) and very long base-line interferometry (VLBI). Both a global geophysical model. Thus, it is a model with
techniques guarantee a precision of 1 to 3 cm over changing coordinates due to movements of tectonic plates
distances up to about 5 000 km. Global networks of up to on which the ground stations are located. However, this
70 SLR stations and up to 81 VLBI stations were reference system provides the fundamental position of the
established for continuous observation and data collection. earth to within 10 cm and the orientation of the axes to
Since 1987, a new International Earth Rotation Service correspondingly high accuracies. Since 1988, the IERS has
(IERS) has been operating, making use of SLR and VLBI defined the mean spin axis, the IERS Reference Pole (IRP),
results predomi-nantly, and producing a new global set of the zero meridian and the IERS Reference Meridian (IRM).
X, Y, Z coordinates every year by combining various SLR
and VLBI solutions. 4. The maintenance of a datum at this level of
accuracy requires constant monitoring of the rotation of the
2. The precise SLR technique has led to a precise earth, the motion of the IRP and the movement of the plates
worldwide terrestrial coordinate system, called the Inter- of the crust of the earth on which the ground stations are
national Terrestrial Reference System (ITRS). The ITRS is located. The current definition of ITRF is known as
maintained by the IERS and the realization of the ITRS is ITRF 97, which means the computation of the ITRF
the International Terrestrial Reference Frame (ITRF). coordinates at epoch 1997.0.
C-1
Appendix D
DATUM TRANSFORMATION FORMULAE
1. GENERAL longitude but unknown (orthometric) height, an arbitrary

height of 0 m could be assigned without significantly
1.1 The general task of a datum transformation can be affecting the transformation.
expressed as follows:
Given: a point with spatial ellipsoidal coordinates 2. HELMERTS FORMULA

(geodetic latitude and geodetic longitude ,
ellipsoidal height h) referring to a local ellipsoid with 2.1 The application of Helmerts formula requires a
semi-major axis a and flattening f): three-step approach if the input coordinates are given in
spatial ellipsoidal coordinates , , h. If the input
Find: the geodetic latitude , longitude and coordinates are already given in rectangular coordinates X,
ellipsoidal height h referring to the WGS-84 ellipsoid. Y, Z of a local system, then proceed to Step 2.
This is illustrated in Figure D-1. 2.2 Step 1. Transformation from the spatial ellipsoidal
coordinates , , h of the local ellipsoid into rectangular
1.2 The following three transformations are explained
coordinates X, Y, Z of the local system.
in more detail in this appendix:
a) Helmerts Formula, (, , h)Local (X, Y, Z)Local
b) Standard Molodensky Formula, and X = (v + h)cos cos
c) Multiple Regression Equation. Y = (v + h)cos sin
1.3 The clear advantage of computational transform- Z = (v(1 e2) + h)sin

ations over WGS-84 surveying is the minimal effort
required in using appropriate software and known datum v = radius of curvature in the prime vertical
parameters.
a
= --------------------------------------
-
Note. All datum transformations require the use of 2 2 12
( 1 e sin )
the ellipsoidal height h in the local system which is
h = H + N with H being the orthometric height and N being
a = semi-major axis of ellipsoid
the geoid undulation (height). In general, only the
orthometric height is known (and found also in maps). The
e = eccentricity of ellipsoid (e2 = f(2 f))
geoid undulation (height) has to be taken from a digital
model (if available).
f = flattening of ellipsoid
1.4 An investigation was made checking the effect of
an unknown (orthometric) height on the transformed Note. See Table B-1 for a list of reference ellipsoids
latitude and longitude of a point using the Helmert and parameters.
transformation formula. By assigning heights ranging from
0 m to 8 000 m, it was concluded that the effect on both 2.3 Step 2. Depending on the availability and
latitude and longitude was negligible (less than 15 cm at reliability of datum parameters, this transformation may use
8 000 m). Consequently, for a point of known latitude and only the three shifts of origin, or the three shifts of origin
D-1
D-2 World Geodetic System 1984 (WGS-84) Manual
and the scale parameter, or all seven parameters including

the rotation angles.
+ Z Y
X X X X 2 2
= Y + Z + X Y + Y w = x +y
Y
Z WGS84
WGS-84 Z Local + Y X Z Local Z
2 2 2 2
l = e 2, m = (w a) , n = [ ( 1 e )z b ]
Rotation angles Shift of
2 2 2
and scale factor origin i = ( 2l + m + n ) 2 , k = l (l m n)
2 3 2
Note. See Table D-1 for a list of WGS-84 trans- q = ( m + n 4l ) 216 + mnl
formation parameters.
2 2
D = ( 2q mnl )mnl
2.4 Step 3. The back transformation from WGS-84
Cartesian coordinates into spatial ellipsoidal WGS-84 3 3
= i3 q+D qD
coordinates , , h is performed. It should be noted that the
back transformation is carried out below in an iterative 2
t = k ( + i ) 2 sin ( m n ) ( i ) 2
manner. However, the development converges quickly due
to h < n. 2
w1 = w ( t + l ) , z 1 = ( 1 e )z ( t l )
(, , h)WGS-84 (X, Y, Z)WGS-84
z 1 ( 1 e 2 )w
1
Z 2 v
= arc tan ---------------------- 1 e ------------ = arc tan 1
2 2 v + h
X +Y
Y = 2 arc tan [ ( w x ) y ]
= arc tan ---
X
2 2 2 2
X +Y h = sin ( t 1 + l ) ( w w 1 ) + ( z z 1 )
h = ---------------------- v
cos
2.5 The exact back transformation formula presented

below is provided in the Exact Conversion of Earth-
Centred Earth-Fixed Coordinates to Geodetic Coordinates
by J. Zhu, Journal of Guidance, Control and Dynamics, 3. STANDARD MOLODENSKY FORMULA
Vol. 16, No. 2, March-April 1993. (not to be used between 89 latitude and the pole)
= geodetic latitude (positive north) 3.1 Besides the transformation from a local geodetic
datum to WGS-84 in rectangular coordinates (see
= geodetic longitude (measured east from the Greenwich Helmerts Formula), the transformation can also be
meridian) performed in curvilinear (geodetic) coordinates:
h = altitude normal to ellipsoid WGS-84 = Local +

WGS-84 = Local +
a = ellipsoidal equatorial radius (a = 6 378.137 km for hWGS-84 = hLocal + h
model WGS-84)
with the Standard Molodensky Formula.
e = eccentricity of ellipsoid (e2 = 0.00669437999 for
model WGS-84) " = { X sin cos Y sin sin + Z cos
+ a (ve2 sin cos )/a + f [ (a/b)
b = ellipsoidal polar radius ( b = a 1 e )
2
+ v(b/a)]sin cos } [( + h)sin 1"]-1
2.6 Given earth-centred earth-fixed coordinates (X, Y, " = [-X sin + Y cos ] [(v + h)cos sin 1"]-1
Z) of a point P, we can transform them into geodetic
coordinates (, , h) through the following formulae, h = X cos cos + Y cos sin + Z sin
provided that P does not fall within 43 km of earth centre: a (a/v) + f (b/a)v sin2
Appendix D. Datum Transformation Formulas D-3
, , h = corrections to transform local geodetic datum Note. Local geodetic datum to WGS-84 datum trans-
to WGS-84. The units of and are arc formation Multiple Regression Equations for seven major
seconds (''); the units of h are metres (m) continental-size datums covering contiguous continental-size
land areas with large distortion are provided in Department
, , h = geodetic coordinates (old ellipsoid) of Defense World Geodetic System 1984, Its Definition and
h = H + N (where H is the orthometric height and Relationships with Local Geodetic Systems, National
N is the geoid undulation) Imagery and Mapping Agency, NIMA TR8350.2.
v = radius of curvature in the prime vertical = A0 + A1 U + A2 V + A3 U2 + A4 UV + A5 V2 + K

+ A99 U9V9
= radius of curvature in the meridian
a, b = semi-major axis, semi-minor axis of the local = B0 + B1 U + B2 V + B3 U2 + B4 UV + B5 V2 + K

geodetic datum ellipsoid (b/a = 1 f) + B99 U9V9
f = flattening of ellipsoid h = C0 + C1 U + C2 V + C3 U2 + C4 UV + C5 V2 + K
+ C99 U9V9
X, Y, Z = shift of origin
A0, B0, C0 constant
a, f = difference between the semi-major axis and the Ai (i = 1 ... 9) unknowns to be determined
flattening of the local geodetic datum ellipsoid Bi (i = 1 ... 9) unknowns to be determined
and the WGS-84 ellipsoid, respectively (WGS-84 Ci (i = 1 ... 9) unknowns to be determined
minus Local) U = k ( m) normalized geodetic latitude
V = k ( m) normalized geodetic longitude
e = eccentricity of ellipsoid (e2 = f(2 f)) k scale factor, and degree to radian
conversion
Note. See Table B-1 for a list of reference ellipsoids
m, m mean values of local geodetic datum
and parameters and Table D-1 for a list of datum
area (in degrees)
transformation parameters.
4.2 The main advantage lies in the modelling of

distortion for a better fit in geodetic applications.
4. MULTIPLE REGRESSION EQUATION
4.1 To obtain a better fit over continental-size land

areas than what could be achieved using the Standard 5. TRANSFORMATION PARAMETERS
Molodensky Formula with datum shifts X, Y, Z, the
development of local geodetic datum to WGS-84 datum Table D-1 gives a list of datum transformation parameters
transformation the Multiple Regression Equation was of existing national reference frames.
initiated.
D-4 World Geodetic System 1984 (WGS-84) Manual
Table D-1. Datum transformation parameters
Translations (m) Rotations (") Scale

Reference datum X Y Z X Y Z (ppm) Comments
WGS-84
WGS-72 0.0 0.0 4.5 0.0 0.0 0.554 0.22
ED 50 87.0 98.0 121.0
ED 79 86.0 98.0 119.0
ED 87 82.5 91.7 117.7 0.1338 0.0625 0.047 0.045
Austria NS 595.6 87.3 473.3 4.7994 0.0671 5.7850 2.555 Via ED 87
Belgium 50 55.0 49.0 158.0
Berne 1873 649.0 9.0 376.0
CH-1903 660.1 13.1 369.2 0.8048 0.5777 0.9522 5.660
Danish GI 1934 662.0 18.0 734.0
Nouvelle 168.0 60.0 320.0 Greenwich
Triangulation de Zero Meridian
France
Nouvelle 168.0 60.0 320.0 8414.03 Paris Zero
Triangulation de Meridian
France
Potsdam 587.0 16.0 393.0 Via ED 50
GGRS 87 199.6 75.1 246.3 0.0202 0.0034 0.0135 0.015
55 73.0 46.0 86.0
Ireland 65 506.0 122.0 611.0
Italy 1940 133.0 50.0 97.0 44828.40 Via ED 50
Rome Zero
Meridian
Nouvelle 262.0 75.0 25.0 Via ED 50
Triangulation de
Luxembourg
Netherlands 1921 719.0 47.0 640.0 Via ED 50
OSGB 36 375.0 111.0 431.0
Portugal DLX 504.1 220.9 563.0 0.554 0.220 Via WGS-72
Portugal 1973 227.0 97.5 35.4 0.554 0.220 Via WGS-72
RNB 72 104.0 80.0 75.0 Via ED 50
RT 90 424.3 80.5 613.1 4.3965 1.9866 5.1846 0.0
NAD 27 8.0 160.0 176.0 Mean solution
NAD 83 0.0 0.0 0.0
Note 1. 1" in the rotation angle is approximately equal to 31 m on the earths surface:
1" = 6 400 000 m 3.141593 / (180 3600") = 31.03 m

[1 NM = 1 852 m (so 1" = 30.48 m)]
Note 2. 1 ppm = 10-6, i.e. 1 ppm is equivalent to approximately 6.4 m on the earths surface.
Appendix D. Datum Transformation Formulas D-5
FIGURE FOR APPENDIX D
P (Local, Local, hLocal; aLocal, fLocal)
Datum
transformation
formulas
P (WGS-84, WGS-84, hWGS-84; aWGS-84 , fWGS-84)
Figure D-1. General principle of a datum transformation

Appendix E
SURVEYING AND PHOTOGRAMMETRIC METHODS
1. SURVEYING instruments with complete digital data handling are

available, the technique is very time-consuming, elaborate
Definition of Surveying. A method of data collection by and expensive and the error propagation formula is only
observation and measurement. applicable in a local area, say, up to 50 km. Hence, the
main application of spirit levelling is with respect to the
local area.
Conventional surveying techniques
1.5 Heights that are derived using a trigonometric
1.1 WGS-84 coordinates can be obtained by technique (measuring zenith or height angles) can be
collocating the point(s) with a WGS-84 (ITRF) station considered as orthometric heights (neglecting gravity
(measurement of relative coordinate differences). data and accuracy in decimetre level).
1.2 Conventional surveying techniques determine:

Advantages/disadvantages of
a) directions and angles using a theodolite (accuracy conventional surveying
of directions up to 0.01 mgon (0.1''). One gon is
also called the grad which is 1/400 of a circum- 1.6 Field operations with modern total stations take a
ference). The technique is also called triangulation; very short time and a surveyor with an assistant can typically
and survey up to 1 000 points per day in favourable meteoro-
logical circumstances (theodolite and EDM instruments, as
b) distances by EDM (electronic distance measure- well as spirit levelling instruments, are less efficient). This
ment). The accuracy derived can be up to 1 mm. technique, however, has a number of drawbacks.
The technique is also called trilateration.
1.7 The observations are limited by intervisibility
between theodolite and target and, to a lesser extent, by
Total stations range. The technique requires a number of evenly distributed
control reference stations, whose coordinates are either
1.3 Modern total stations combine a self-recording, known in advance or determined separately. Horizontal
high-precision electronic theodolite with an EDM instrument control coordinates are normally computed by triangulation
which is mounted (often) co-axially. A total station is set up points and heights are provided by benchmarks, both
over a reference point where coordinates are known and the obtainable from the respective national mapping organiz-
telescope is pointed towards a target/reflector to measure ation. National survey organizations, in turn, survey these
distance, and horizontal and vertical angles. These are points and compute their coordinates or heights by using a
recorded automatically either for immediate display (on-line series of hierarchical networks, starting at primary level and
field computation capabilities) or for post-processing. broken down successively into second order, third order, and
so on. In a densely surveyed State, lower-order triangulation
points are to be found, at best, at a density of, say, one every
Spirit levelling 5 km. This is not sufficient for general surveying, and
additional control stations have to be established prior to a
1.4 Figure E-1 shows the principle of spirit levelling, detailed survey by well-known control survey techniques
which is used to determine height differences relative to a such as triangulation, trilateration and traversing. GPS
point of known (orthometric) height. The accuracy derived surveying and photogrammetric techniques are, in that
can be up to 0.3 mm/s (km). Although automated respect, becoming progressively more efficient.
E-1
E-2 World Geodetic System 1984 (WGS-84) Manual
Heights using ground control (stations with WGS-84 coordinates

available or with coordinates established by GPS
1.8 Processing of vertical angle and distance surveying) in each model (one pair of photos). Furthermore,
measurements results in so-called trigonometric height for large areas, the earths curvature has to be taken into
differences (= ellipsoidal height differences). consider-ation as well as the variation of the geoid.
1.9 Orthometric heights of high accuracy can only be

derived by measuring gravity potential differences C = W = Minimization of
g dh (combination of gravity observations g and spirit- ground control
levelled height differences dh) and dividing it by normal
gravity. In other words, to come up with high-accuracy 2.6 Knowing that approximately 60% to 80% of the
orthometric heights, orthometric corrections have to be costs of a photogrammetric project are related to the
applied. establishment of ground control, considerable savings can
be achieved when determining the precise aerial camera
1.10 In a local non-mountainous region (e.g. 50 km coordinates at the moment of exposure by using kinematic
50 km), the geoid variation might be < 0.1 m. Neglecting differential GPS (DGPS) positioning (relative to a reference
these geoid differences, the type of height becomes station). This requires a GPS receiver and antenna on the
irrelevant (orthometric height difference = trigonometric aircraft that are time-synchronized with the photo-
height difference = levelled height difference). grammetric camera. In addition, the geometrical offset
(eccentricity) between camera and GPS antenna has to be
measured beforehand.
2. PRINCIPLES OF 2.7 Figure E-4 shows the minimal amount of ground

AERO-PHOTOGRAMMETRY control required in the case where the camera position
coordinates are determined by using DGPS.
2.1 A photogrammetric camera placed in an aeroplane
takes overlapping photos in a strip. Overlapping photo
strips form a block. The objects on the ground whose Working steps
coordinates are to be determined are appropriately marked
on the photos for clear identification. 2.8 When carrying out a photogrammetric project, the
following working steps are necessary:
2.2 After the photos are developed, precise image
coordinates are determined by photogrammetric instru- a) The parameters of the photo flight have to be
ments. The transformation of these image coordinates into determined as a function of anticipated coordinate
the WGS-84 coordinates of the ground stations is computed accuracy of the ground stations.
by using ground control (identifiable ground stations with
WGS-84 coordinates). b) If no WGS-84 coordinates at ground stations are
available, they have to be established using GPS
differential surveying techniques.
Relative orientation
d) The points to be coordinated have to be marked so
2.3 A stereoscopic model of the ground, using two that a unique identification in the aerial photos is
overlapping photos, can be established. This process is possible.
called relative orientation. It uses the geometry of the
photos, i.e. the central perspective, and takes account of the d) Photo flights can be carried out only in clear weather
tilts between images which are due to displacements of the conditions. For precise coordinate determination, it
aircraft (see Figure E-2). is necessary to fly the strips using flight guidance
with approximately 50 m horizontal accuracy.
2.4 Analogue photo cameras are likely to be replaced
in the near future by digital cameras. e) The image coordinates have to be measured from the
established stereoscopic models in photogrammetric
Absolute orientation instruments (e.g. an analytical plotter).
2.5 The so-called absolute orientation process is f) The final coordinates are derived computationally
computed (bundle block adjustment, see Figure E-3) by using a so-called photogrammetric block adjustment.
Appendix E. Surveying and Photogrammetric Methods E-3
g) Verification of the photogrammetrically-derived 2.10 The disadvantages may be that:

coordinates has to be done using selected field
checks (GPS or conventional surveying). a) since flights should be carried out when the
vegetation is low and the weather is clear, long
waiting times may occur;
Advantages/disadvantages
2.9 The advantages of aero-photogrammetry are that: b) it might not be economical compared to other
terrestrial techniques;
a) a photogrammetric survey can cover a large area in
one flight; and
c) certain restrictions may arise due to flight
b) the analogue photos which are taken for coordinate constraints and air traffic control; and
determination contain a lot of additional analogue
information which might be useful for other tasks d) the public release of photos may need approval by
(e.g. interpretation). governmental or military organizations.
E-4 World Geodetic System 1984 (WGS-84) Manual
FIGURES FOR APPENDIX E
Line of sight
1.96 1.12
B
0.84
Figure E-1. Principle of spirit levelling
z
y Bz
By
S2
Bx
S1 x
ya
a ya
a
zA
yA
A
xA
Figure E-2. Overlapping vertical photos taken by an aerial camera

Appendix E. Surveying and Photogrammetric Methods E-5
z
y
x
Figure E-3. Bundle block adjustment
Figure E-4. Minimal amount of ground control by using DGPS

Appendix F
MAP PROJECTIONS
1. INTRODUCTION surface of the earth cannot be fitted to a plane without

introducing some deformation or distortion which is
Advances in information technology have given rise to equivalent to stretching or tearing the curved surface.
automatic cartography and, hence, to digital mapping. A
hard copy analogue map can now be digitized and
transformed into a database, which can then be used for a
variety of computer-aided design (CAD) applications in
3. TYPES OF PROJECTIONS
planning, civil engineering and geographical information
systems (GIS). National surveying and mapping organiz-
3.1 Local surveys are usually computed in plane metric
ations are now well advanced in digitizing their national
coordinates. These coordinates are obtained by mapping the
mapping, typically at scales from 1:1 000 for urban areas
reference ellipsoid to the plane by applying one of the well-
and up to 1:10 000 for rural areas.
known map projections. The surveyor mainly works in this
plane coordinate system (x or northings, y or eastings). The
coordinates of surveyed objects, obtained by using, for
example, EDM equipment and theodolites, are most easily
2. GENERAL PRINCIPLE OF computed by applying plane computation formulae.
MAP PROJECTIONS
3.2 Air navigation, on the other hand, operates using
2.1 It is necessary to determine the functions f1 and f2
geographic coordinates (latitude, longitude). Therefore the
which map the ellipsoidal (or spherical) coordinates ,
problem is to derive geographic coordinates as a function
onto a plane with rectangular coordinates X, Y.
of plane coordinates. This problem can be solved by
applying the inverse map projection formulae to the
X = f1(, ) eastings and northings. Application of inverse map
projection requires that the type of national map projection
Y = f2(, ) be clearly defined in mathematical terms.
2.2 f1 and f2 can be functions of latitude, longitude, or 3.3 Projections can be classified as mapping of the
both. Each map projection has unique equations for X and earth onto the plane of:
Y. In other words, there is a one-to-one correspondence
between the earth and the map.
a) an azimuthal plane;
Note. Some map projections show the same meridian

b) a tangent cone; or
twice, because the geographical poles are represented by
lines instead of points or because certain parts of the
earths surface cannot be shown on the projection. These c) a tangent cylinder.
peculiarities arise from the simple fact that a sphere has a
continuous surface, whereas a plane map must have a 3.4 Plane, cone and cylinder can be in a normal,
boundary. transverse or oblique position attached to the earth. In
addition, the surfaces of the plane, cone and cylinder can
2.3 The correspondence between points on the surface intersect the ellipsoid (or sphere) so that there are two
of the earth and the plane cannot be exact. In the first place, lines of contact. These projections are called secant
a scale change must occur. In the second place, the curved projections.
F-1
F-2 World Geodetic System 1984 (WGS-84) Manual
4. PROPERTIES OF PROJECTIONS North Pole along the central meridian and the Y- (east) axis
is directed towards the east. The origin is at a point on the
central meridian which may be arbitrarily selected by the
Equidistance definition of a latitude of origin 0.
4.1 One particular scale is made equal to the principal X = Rlu(sec + tan )
scale throughout the map. Usually, this is the meridional
scale. Y = R(cos-1(tan cot( 0)-0))
Equivalence
= sin-1(cos sin( 0))
4.2 An equal area map is one in which a b = 1 (a
and b are the axes of the ellipse of distortion). R = F 0 v
0, 0 = latitude of origin point,

Conformal map longitude of central meridian
4.3 A conformal map is one in which a = b at all F0 = central meridian scale factor
points of the map. (F0 = 0 for tangential)
Geodetic map projections Stereographic polar
4.4 Geodetic map projections differ from the 5.2 An orthomorphic zenithal (plane) projection
cartographic ones as follows: which is tangential at the North Pole. The Cartesian axes
are oriented with the X- (north) axis pointing away from
a) The application is mainly with respect to large- or the central meridian, and the Y- (east) axis pointing
medium-scale maps. towards 90 east of the central meridian.
b) The reference ellipsoid is the one used by the 2R cos cos ( 0)

X=
national surveying agency. 1 + sin
c) The graticule lines on the map represent geodetic

2R cos cos ( 0)
coordinates (in contrast to geographic coordinates Y=
on cartographic graticules). 1 + sin
d) Geodetic maps should represent the results of R = radius of the sphere, as given by R =
surveying (e.g. northing, easting).
0 = longitude of central meridian
4.5 At present, mainly conformal transverse
cylindrical projections are used (Gauss coordinates).
Stereographic oblique
5.3 Similar to the Stereographic polar with the

5. SPHERICAL PROJECTION FORMULAE exception that the plane is tangential to the sphere at any
point. The X- (north) axis is directed towards the North
Pole and the Y- (east) axis to the east.
Transverse cylindric Mercator
sin cos 0 cos sin 0 cos( 0)
X = 2R
5.1 A transverse cylindric Mercator projection it is a 1 + sin sin 0 + cos cos 0 cos( 0)
conformal projection. The meridian is the line of zero
distortion and the principal scale is preserved along this cos sin( 0)
meridian. At the equator the projection is also equidistant. Y = 2R
1 + sin sin 0 + cos cos 0 cos( 0)
There is no representation of the poles. The projection may
be either tangential or secant by the use of a central
meridian scale factor. The X- (north) axis is towards the 0, 0 = latitude and longitude of tangential point
Appendix F. MAP Projections F-3
Lambert conical, 6. ELLIPSOIDAL PROJECTION

one standard parallel FORMULAE
5.4 An orthomorphic conical normal projection with Note. For the ellipsoidal formulae, the descriptions
the cone tangential to the sphere along one standard parallel and definitions of Cartesian axes are the same as for the
of latitude. The Cartesian axes are oriented with the X- spherical formula.
(north) axis towards the North Pole and the Y- (east) axis
to the east.
6.1 Stereographic polar
X = r0 r cos X = r cos
Y = r sin Y = r sin
= ( 0)sin 0 = 0
0 = longitude of central meridian

r0 = R cot 0
1 1
sin 0 ------------------- -------------------
tan ( 45 0.5 ) 2(1 e) 2 ( 1 e ) cos 1 + e sin 1 2e
r 0 = 2a ( 1 + e ) (1 e) -------------------- -----------------------
-------------------------------------- 1 + sin 1 e sin
r = r 0 tan ( 45 0.5 0 )
a = semi-major axis of ellipsoid

R = v e = eccentricity of ellipsoid
0, 0= latitude of standard parallel, 6.2 Stereographic oblique

longitude of central meridian
1 + e 1 2 sin cos 0 cos sin 0 cos ( 0 )

X = 2v 0 ------------ ----------------------------------------------------------------------------------------------------
1 e
Lambert conical, 1 + sin h
two standard parallel
1 + e sin h 1 2
------------------------------
1 e sin h
5.5 Similar to the tangential case but with a secant
cone which cuts the sphere at two standard parallels, 1 and 1 + e 1 2 cos sin ( 0 ) 1 + e sin h 1 2
Y = 2v 0 ------------ -------------------------------------------- ------------------------------
2. The origin of the Cartesian coordinates is at an implied 1e 1 + sin h 1 e sin h
mid-latitude 0.
sin h = sin sin 0 + cos cos 0 cos( 0)
X = r0 r cos
a
v 0 = ---------------------------------------------------
12
Y = r sin ( 1 e sin
2 2
0 )
= ( 0)sin 0 f0, l0 = latitude of tangential pole,

longitude of tangential pole
sin 0
R cos tan ( 45 0.5 )
l 0 = --------------------1- -------------------------------------
sin 0 tan ( 45 0.5 -)
0
6.3 Lambert conical,
1
one standard parallel
R cos tan ( 45 0.5 ) sin 0 X = r0 r cos

r = --------------------1- -------------------------------------
sin 0 tan ( 45 0.5 -)
0
1
Y = r sin
= ( 0)sin 0
lu cos 1 lu cos 2
sin 0 =
lu tan(45 0.51) lu tan(45 0.52) r0 = v0 cot 0
F-4 World Geodetic System 1984 (WGS-84) Manual

sin
0 X = M + ( 0)2 A + ( 0)4 B + ( 0)6C
1 + e sin 1 2e
tan ( 45 0.5 ) ------------------------------
1 e sin
r = r 0 -------------------------------------------------------------------------------------- Y = ( 0) D + ( 0)3 E + ( 0)5F
1 + e sin 1 2e
tan ( 45 0.5 0 ) -------------------------------0-
1 e sin 0 5 5
M = b(1 + n + n2 + n2) ( 0)
4 4
a
v 0 = ---------------------------------------------------
12 21
2 2
( 1 e sin 0 ) M = (3n + 3n2 + n3)sin ( 0)cos ( + 0)
8
f0, l0 = latitude of standard parallel,
longitude of the central meridian 15 15
M=+( n2 + n3)sin 2 ( 0)cos 2 ( + 0)
8 8
6.4 Lambert conical, two standard parallel 25

M= n3 sin 3 ( 0)cos 3 ( + 0)
24
X = r0 r cos
v
Y = r sin A= sin cos
2
= ( 0)sin 0
v
B= sin cos3 (5 tan2 + 92)
sin 0 24

1 + e sin 0-
1 2e
cos 2 tan ( 45 0.5 0 ) -------------------------------

1 e sin 0

r 0 = v 2 -------------- -------------------------------------------------------------------------------------
- v
sin 2 1 + e sin 2 1 2e C= sin cos5 (61 58 tan3 + tan4 )
tan ( 45 0.5 2 ) ------------------------------- - 720
1 e sin 2
D = v cos
sin 0
1 2e
1 + e sin -
cos 2 tan ( 45 0.5 ) -----------------------------
1 e sin

v v
r = v 2 -------------- -------------------------------------------------------------------------------------- E= cos3 ( tan2 )
sin 0 1 + e sin 0 1 2e 6
tan ( 45 0.5 0 ) -------------------------------
1 e sin 0-
v
F= cos5 (5 18 tan2 + tan4 + 142 58 tan2 2)
120
luv 1 cos 1 luv 2 cos 2
sin 0 ------------------------------------------------------------------------------------------------------------
1 + e sin 1 2e a
lu tan ( 45 0.5 1 ) --------------------------------1- v=
1 e sin 1 (1 e2 sin2 )1/2
--------------------------------------------------------------------------------------------------------------------------
1 + e sin 1 2e
lu tan ( 45 0.5 2 ) --------------------------------2- a(1 e2)
1 e sin 2 =
(1 e2 sin )3/2
a
v1 = ab
(1 e2 sin2 1)1/2 =
a+b
a
v2 = b = a(1 f)
(1 e2 sin2 1)1/2
v
2 = 1
6.5 Transverse cylindric Mercator
6.5.1 The transverse Mercator projection from the 6.5.2 The central meridian scale factor F0 is applied by
ellipsoidal surface is usually expressed as a number of multiplying the semi-major axis a by F0 before calculating
series expansions. any other quantities.
Appendix F. MAP Projections F-5
7. GAUSS-KRGER PROJECTION 8. UNIVERSAL TRANSVERSE MERCATOR

(UTM) SYSTEM
The Gauss-Krger projection is identical to the conformal
Mercator projection but the position of the cylinder is The Universal Transverse Mercator (UTM) system, often
transverse. The reference surface is the Bessel ellipsoid and used for military maps, comprises the following features:
the central meridian is equidistant. The y-coordinates
(eastings) are enlarged due to the convergence of the x-axes a) The projection is the Gauss-Krger version of the
(northings). In order to keep this distortion in reasonable Transverse Mercator intended to provide world
limits, zones of 3 width (in longitude) are established with coverage between the latitudes 84N and 80S.
the central meridian lying in the middle of each zone. The
meridional strip systems have the following northings and b) The reference ellipsoid is the International 1924; the
eastings: unit of measure is the International Metre.
c) Each zone is 6 of longitude in width. The first zone

Northing: Distance from the equator.
has its western edge on the meridian 180 and the
zones proceed eastwards to zone 60 which has its
Easting: In order to avoid negative signs, each central eastern edge at 180 longitude. The central meridian
meridian has the constant y = 500 000 m. The of each zone is therefore: 177 in zone 1; 171 in
first two digits represent the zone number zone 2; and 168 in zone 3, etc.
which is the longitude of the central meridian
divided by three. d) The origin of each zone is the point on the equator
where it is intersected by the central meridian of the
Example: The tower of the town hall of Berlin has the zone. Each zone extends as far polewards as 84 N
geographical coordinates: and 80 S (initially these limits were set at 80 N
and 80 S).
= 1324''36.01'' = 5231''11.65''
e) The eastings of the origin of each zone are assigned
the value of 500 000 m.
The corresponding Gauss-Krger coordinates
with respect to the central meridian of = 12 f) The scale factor on the central meridian is 0.9996.
are:
g) The UTM employs five different figures for
E = 45 95 696.00 m N = 5821529.20 m. specific areas.
Appendix G
SAMPLE QUESTIONNAIRE
Survey inventory related to WGS-84 implementation
Notes on the completion of Parts I and II:
1. Part I should be completed by national aviation administrations.
2. Part I, 25, items i to ix, should be completed for each navigation aid.
3. Part II should be distributed by national aviation administrations to aerodrome/heliport authorities for completion one
questionnaire for each aerodrome/heliport. The cover page is to be completed by national administrations.
4. Initially, Part II should be completed for aerodromes/heliports that have established instrument approach procedure(s)
for the runway(s).
5. For aerodromes/heliports where visual approach procedures only are established, the requirement is for information on
the aerodrome/heliport reference point (ARP).
6. Parts I and II have been designed so that the responses can be scanned automatically into a digital format. The majority
of the questions are in a multiple-choice format. The scanning and formatting of the data will permit analysis using a
PC-based tool. This PC programme is available to States from ICAO.
7. Blank templates of the questionnaires are available from ICAO. These may be used by national administrations to insert
text in their national language. It is important that the format and layout be maintained so that translated questionnaires
may be scanned and analysed by the PC programme referred to in 6 above.
G-1
G-2 World Geodetic System 1984 (WGS-84) Manual
Part I En-route navigation aids
State
Civil Aviation Administration
Address
Contact name
Telephone
Facsimile
Appendix G. Sample questionnaire G-3
Navigation Aid Survey Inventory
Questionnaire
Part I En-route navigation aids
(DME, VOR, DME/VOR, NDB, VORTAC and TACAN)
1. By which organization is coordination of navigation aids performed?
[ ] National aviation administrations internal survey unit

[ ] Aerodrome/heliport staff surveyors
[ ] National mapping agency
[ ] Local government survey unit
[ ] Military survey department
[ ] Private survey contractor
[ ] Other please specify
2. Is a written specification used for the method of measurement?
[ ] Yes [ ] No
3. Which facilities are surveyed?
DME [ ] Yes [ ] No
VOR [ ] Yes [ ] No
VOR/DME [ ] Yes [ ] No
NDB [ ] Yes [ ] No
VORTAC [ ] Yes [ ] No
TACAN [ ] Yes [ ] No
4. Is coordination done by instrument survey or by graphical methods?
DME [ ] Instrument survey [ ] Graphical method

VOR [ ] Instrument survey [ ] Graphical method
VOR/DME [ ] Instrument survey [ ] Graphical method
NDB [ ] Instrument survey [ ] Graphical method
VORTAC [ ] Instrument survey [ ] Graphical method
TACAN [ ] Instrument survey [ ] Graphical method
5. If coordinates are obtained graphically from map products, what map scale (or nearest equivalent) is generally used?
DME VOR DME/VOR NDB VORTAC TACAN

>1/5 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/5 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/10 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/20 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/25 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/50 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/100 000 [ ] [ ] [ ] [ ] [ ] [ ]
1/250 000 [ ] [ ] [ ] [ ] [ ] [ ]
<1/250 000 [ ] [ ] [ ] [ ] [ ] [ ]
6. To what accuracy are the coordinates determined?
Note. This may differ from the resolution quoted in the AIP.
DME VOR DME/VOR NDB VORTAC TACAN

>1 NM [ ] [ ] [ ] [ ] [ ] [ ]
1 NM [ ] [ ] [ ] [ ] [ ] [ ]
0.1 NM [ ] [ ] [ ] [ ] [ ] [ ]
100 m [ ] [ ] [ ] [ ] [ ] [ ]
10 m [ ] [ ] [ ] [ ] [ ] [ ]
1m [ ] [ ] [ ] [ ] [ ] [ ]
INFRASTRUCTURE
7. If coordinates are extracted from a map, is it known on which datum the map is based?
[ ] Yes [ ] No
8. Is the information in 7 above recorded as part of the survey?
[ ] Yes [ ] No
9. If instrument surveys are performed,
a) Is a record made of the reference frame used?
[ ] Yes [ ] No
b) Are permanent survey stations established as part of the survey?
[ ] Yes [ ] No
QUALITY CONTROL
10. Is the determination of the geographical coordinates of navigation aids covered by a formal system of quality assurance,
such as ISO 9000 or equivalent?
[ ] Yes please specify

[ ] No
11. What classification of staff is used for coordinating en-route navaids?
[ ] Professional surveyors
[ ] Qualified cartographers or draughtsmen
[ ] Qualified technicians
[ ] Junior grade staff
[ ] Untrained staff
[ ] Not known
12. Is specific training given for the particular task of surveying navigation aids?
[ ] Yes [ ] No
13. Are field inspections undertaken to verify the location of the navigation aids and, if yes, are they part of an ongoing
programme for inspection?
[ ] Yes [ ] No
[ ] Yes [ ] No
14. Are such inspections, or similar inspections, part of an ongoing programme for inspection or calibration?
[ ] Yes [ ] No
15. Where coordinates are supplied by other government agencies, is any further form of checking performed?
[ ] Yes [ ] No
RECORDS AND ARCHIVES
16. Are comprehensive records kept on positioning and coordinate data ?
[ ] Yes [ ] No
17. Are such records free of inconsistencies?
[ ] Yes [ ] No
18. Is it possible to trace the data and the method of the survey/coordination of individual navaids?
[ ] Yes [ ] No
19. Are the survey records held centrally and, if yes, are they easily accessible?
[ ] Yes [ ] No
[ ] Yes [ ] No
20. Are the survey records held on computer?
[ ] Yes [ ] No
21. Are the survey records subject to regular maintenance?
[ ] Yes [ ] No
22. In the case of collocated navigation aids (VOR/DME), is it known to which facility the published coordinates relate?
[ ] Yes [ ] No
23. Is the physical separation of such pairs of facilities known?
[ ] Yes [ ] No
24. Where central records of precise coordinates of navigation aids are kept, are the published AIP coordinates checked for
consistency?
[ ] Yes [ ] No
CONFIRMATION OF AIP ENTRY
25. Please indicate in Column A the number of navaids for which coordinates are published. In Column B state the number
of navaids for which the coordinates are determined by the national civil aviation administration itself.
AID Column A Column B
DME
VOR
VOR/DME
NDB
VORTAC
TACAN
The following information is required for each DME, VOR, DME/VOR, TACAN and VORTAC. The information is not
required for NDBs.
(i) Identifier
(ii) Type of aid
[ ] DME [ ] VOR [ ] DME/VOR

[ ] TACAN [ ] VORTAC
(iii) Is there any documentary record of the date of survey (i.e. date on which coordinates were determined)?
[ ] Yes [ ] No
(iv) Method of survey, please specify.
(v) To which geodetic datum do the coordinates refer?
[ ] WGS-84 [ ] National Mapping Datum

[ ] ED 50 [ ] Not known
(vi) If the answer to (v) was national mapping datum, please state its name.
(vii) Are original survey observations available?
[ ] Yes [ ] No
(viii) In the case of VOR, TACAN and VORTAC, please state, if available, the value of the SITE
DECLINATION (VARIATION) set at the last calibration.
DEGREES.XX [ ] East [ ] West
Date of last calibration
(ix) For collocated aids (e.g. VOR/DME), do the coordinates relate to the distance measuring element?
[ ] Yes [ ] No
Part II Aerodrome/heliport points
Aerodrome/heliport ICAO
location indicator
Aerodrome/heliport
Address
Contact name
Telephone
Facsimile
Navigation Aid Survey Inventory
Questionnaire
Part II Aerodrome/heliport points
This section to be completed by national administrations.
First name
Family name
Position
Address
Telephone
Facsimile
This section to be completed by the technical officer responsible for providing survey details.
First name
Family name
Position
Address
Telephone
Facsimile
SURVEY CONTROL NETWORK
1. Is there an existing survey control network at the aerodrome/heliport?
[ ] Yes [ ] No [ ] Not known
2. If yes, who installed and surveyed the network?

[ ] Aerodrome/heliport staff surveyor
[ ] National geodetic agency
[ ] Other specify
3. State the name of the survey organization. (If more than one survey organization has been involved, state the name of
the organization having done the most work.)
4. State the age of the aerodrome/heliport survey control network, in years.
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
5. To which geodetic datum or control frame is the network referenced?
[ ] WGS-84 [ ] National Mapping Datum

[ ] ED 50 [ ] Not known
6. To which order of geodetic network is the aerodrome/heliport survey network connected?
[ ] Primary [ ] Secondary [ ] Tertiary
7. Name of geodetic network.
8. Method of connection.
[ ] Static GPS [ ] EDM Traverse

[ ] Triangulation [ ] Not known
9. How many stations are in place at the aerodrome/heliport?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
10. What is the relative survey accuracy of the aerodrome/heliport survey control network?
[ ] < 1 metre [ ] < 0.1 metre [ ] < 0.02 metre
11. Types of survey control markers (monuments) used on network.
Concrete:
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
Earth anchor:
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
Surface mark (rivet, stud, metal plate, etc.):
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
12. Are survey station descriptions available?
13. Was the survey performed in accordance with the guidance in this manual?
14. Is the survey work performed in accordance with a quality assurance scheme (such as ISO 9000)?
[ ] Yes specify [ ] No scheme
15. Is a survey report available?
16. Has a record been kept of the original survey observations?
[ ] Yes [ ] No [ ] Partial
17. Were independent checks made on the survey?
18. Which organization made the checks?
19. Were records kept of the checks?
AERODROME OBSTACLES
20. Which organization performed the obstacle survey?

[ ] Other specify
21. State the name of survey organization. (If more than one survey organization has been involved, state the name of the
organization having done the most work.)
22. State how frequently, in years, the aerodrome/heliport obstacle survey is performed?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
23. How long ago, in years, was the last aerodrome/heliport obstacle survey carried out?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
24. To which geodetic datum is the aerodrome/heliport obstacle survey referenced?
[ ] National datum [ ] Local datum
25. Are the obstacle coordinates obtained by original instrument survey or by graphical means from existing mapping?
[ ] Instrument survey [ ] Existing mapping

26. Was the survey performed in accordance with any declared specifications?
27. Do full survey records for the aerodrome/heliport obstacles exist?
28. Is the survey work performed in accordance with a quality assurance scheme (such as ISO 9000)?
[ ] Yes specify [ ] No scheme
29. Is the survey report available?
30. Has a record been kept of the original survey observations?
31. Were independent checks made on the survey?
32. Which organization made the checks?
AERODROME/HELIPORT NAVIGATION ELEMENTS
33. Which organization performed the aerodrome/heliport navigation elements survey?

[ ] Other specify
34. State the name of survey organization. (If more than one survey organization has been involved, state the name of the
organization having done the most work.)
RUNWAY THRESHOLDS
35. How many runway thresholds are on the aerodrome/heliport?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
36. How many runways with precision approach facilities are on the aerodrome/heliport?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
37. How many thresholds have been surveyed?
[ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ] [ ]
<1 1 2 3 4 5 6 7 8 9 10 >10
38. To which accuracy have these thresholds been surveyed?
[ ] < 10 metres [ ] < 3 metres [ ] < 1 metre [ ] < 0.1 metre

BIBLIOGRAPHY
Ashkenazi, V., S.A. Crane, W.J. Preis and J. Williams. The 1980 Readjustment of the Triangulation of the United Kingdom
and the Republic of Ireland OS(SN)80. Ordnance Survey Professional Papers, New Series, No. 31, 1984.
Ashkenazi, V., T. Moore and C. Hill. DATUM: A Report and Software Package for the Transformation and Projection of
Coordinates. United Kingdom: Institute of Engineering Surveying and Space Geodesy, University of Nottingham, revised
December 1993, EEC Report 237, 12/1990.
Helmert, F.R. Die mathematischen und physikalischen Theorien der Hheren Geodsie. Leipzig: B.G. Teubner, 1880.
Hofmann-Wellenhof, B., H. Lichtenegger and H.J. Collins. Global Positioning System. New York: Springer-Verlag Wien,
1993.
Kahmen, H., and W. Faig. Surveying. Berlin, New York: Walter de Gruyter, 1988.
Kraus, K., and P. Waldhusl. Photogrammetrie. Band 1. Grundlagen und Standardverfahren. Ferd. Bonn: Dmmlers Verlag,
1994.
Maling, D.H. Coordinate Systems and Map Projections. Pergamon Press, 1992.
Torge, W. Geodesy. Berlin, New York: Walter de Gruyter, 1991.
Vanicek, P. and E. Krakiwsky. Geodesy: The Concepts. Amsterdam, New York, Oxford: North Holland Publishing
Company, 1982.
Zhu, J., Exact Conversion of Earth-Centred Earth-Fixed Coordinates to Geodetic Coordinates. Journal of Guidance, Control,
and Dynamics. Vol. 16, No. 2, March-April 1993.
National Imagery and Mapping Agency, Department of Defense World Geodetic System 1984, Its Definition and
Relationships with Local Geodetic Systems. NIMA TR8350.2.
National Geodetic Survey. Geodetic Glossary (1986).
END

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Approved by the Secretary General

Second Edition 2002

International Civil Aviation Organization

Approved by the Secretary General

Second Edition 2002

International Civil Aviation Organization

RECORD OF AMENDMENTS AND CORRIGENDA

No. Date Entered by No. Date Entered by

The Council, at the ninth meeting of its 141st Session on

Chapter 1. Introduction . . . . . . . . . . . . . . . . . . . . 1-1 Chapter 5. Surveying guidance . . . . . . . . . . . . . . 5-1

1.1 Effects of using differing 5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

2.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Chapter 4. A guide to obtain WGS-84

4.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 6.1 Quality definitions. . . . . . . . . . . . . . . . . . . . 6-1

7.3 Formats, standard algorithms and Appendix D. Datum transformation

Appendix A. The Global Positioning Appendix E. Surveying and photogrammetric

Appendix B. Principles of geodesy. . . . . . . . . . . . B-1 Appendix F. Map projections . . . . . . . . . . . . . . . . F-1

Table 1-1. Air navigation-related coordinates of interest

Area/en-route coordinates Aerodrome/heliport coordinates

ATS/RNAV route points Aerodrome/heliport reference points

FIGURES FOR CHAPTER 1

Positional discrepancy 100 m 3 000 m

Figure 1-1. Datum problem in air navigation

Figure 1-2. LAT, LON between local and WGS-72 (")

ACCURACY, RESOLUTION AND INTEGRITY

a) area/en-route points; and 2.3 SOURCE OF RAW

2.4.1 For aeronautical data to be usable, it must be

2.4.2 Evaluated aeronautical data include such infor-

2.6.1.3 The integrity requirements for data are not

TABLES FOR CHAPTER 2

Table 2-1. Aeronautical data quality requirements (latitude and longitude)

Accuracy Publication Chart Integrity

Table 2-2. Aeronautical data quality requirements (elevation/altitude/height)

Accuracy Publication Chart Integrity

Aerodrome/heliport elevation 0.5 m or 1 ft surveyed 1 m or 1 ft 1 m or 1 ft 1 10-5 essential

Accuracy Publication Chart Integrity

Table 2-4. Aeronautical data quality requirements (bearing)

Accuracy Publication Chart Integrity

Airway segments 1/10 degree 1 degree 1 degree 1 10-3 routine

Table 2-5. Aeronautical data quality requirements (length/distance/dimension)

Accuracy Publication Chart Integrity

Airway segments length 1/10 km or 1/10 km or 1 km or 1 NM 1 10-3 routine

Table 2-6. Accuracy and probability

One-dimensional Two-dimensional Three-dimensional

Three sigma 99.7% 98.9% 97.1%

Table 2-7. RNP types

Accuracy RNP 1 RNP 4 RNP 12.6 RNP 20

95% position accuracy in the 1.85 km 7.4 km 23.3 km 37 km

THE GLOBAL WGS-84 COORDINATE SYSTEM

3.1.4 The secondary parameters define a detailed

b) Z-axis is the direction of the Conventional Terres-

Table 3-1. Parameters of WGS-84

Parameter Abbreviation WGS-84

Semi-major axis a 6 378 137 m

FIGURES FOR CHAPTER 3

BIH-defined CTP (1984.0)

Figure 3-1. The WGS-84 coordinate system definition

Figure 3-2. Realization of origin and orientation of WGS-84