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RESOLUTION OF THE MINISTRY OF TRANSPORT AND COMMUNICATIONS OF THE REPUBLIC OF BELARUS

of April 30, 2019 No. 26

About approval of the aviation rules "Certified Requirements to Airfields of Civil Aviation of the Republic of Belarus"

(as amended on 13-08-2021)

Based on articles 6 and 20 of the Air code of the Republic of Belarus the Ministry of Transport and Communications of the Republic of Belarus DECIDES:

1. Approve the aviation rules "Certified Requirements to Airfields of Civil Aviation of the Republic of Belarus" (are applied).

2. Recognize invalid:

the resolution of the Ministry of Transport and Communications of the Republic of Belarus of July 11, 2012 No. 34-P "About approval of the aviation rules "Certified Requirements to Airfields of Civil Aviation of the Republic of Belarus";

Item 6 of the resolution of the Ministry of Transport and Communications of the Republic of Belarus of March 4, 2015 No. 6 "About approval of aviation rules and modification and amendments in some resolutions of the Ministry of Transport and Communications of the Republic of Belarus";

Item 1 of the resolution of the Ministry of Transport and Communications of the Republic of Belarus of July 20, 2015 No. 37 "About entering of amendments and changes into some aviation rules";

Item 2 of the resolution of the Ministry of Transport and Communications of the Republic of Belarus of April 25, 2016 No. 21 "About modification and amendments in some aviation rules".

3. This resolution becomes effective after its official publication.

Minister

A. N. Avramenko

Approved by the Resolution of the Ministry of Transport and Communications of the Republic of Belarus of April 30, 2019 No. 26

Aviation rules "Certified Requirements to Airfields of Civil Aviation of the Republic of Belarus"

Chapter 1. General provisions

§ 1. Terms, determinations and symbols *

______________________________

* Items in these rules are designated by several Arab digits divided by point. The first digits to point designate chapter number, the second digits to point number of the paragraph, and after point - sequence number of Item within the paragraph, subitems are numbered by the Arab digits with point.

1.1.1. These aviation rules "Certified Requirements to Airfields of Civil Aviation of the Republic of Belarus" "Airfields" to the Chicago convention on International civil aviation, of December 7, 1944 are developed according to requirements of the Air code of the Republic of Belarus, appendix 14, and contain technical requirements to airfields, their equipment, means, and also to obstacles in aerodrome environs.

1.1.2. These aviation rules include mandatory requirements which accomplishment is necessary for ensuring the validity of airfield to operation, and the provisions having advisory nature. At the beginning of Items or subitems with the provisions having advisory nature the word "Recommendation" is placed.

At the beginning of Items or subitems with provisions which are obligatory, but extend only to again under construction or reconstructed airfields, the equipment which is again put into operation, again under construction objects on aerodrome environs, take place according to the word "For New Construction", "For the New Equipment", "For New Obstacles".

1.1.3. Procedures and evaluation procedure of compliance of airfields, their equipment, means, and also obstacles in aerodrome environs to requirements of these aviation rules in case of certification of airfields, and also in use airfields, the equipment and means are established by separate technical regulatory legal acts.

1.1.4. Action of these aviation rules extends to all permanent airfields used by civil air vehicles.

1.1.5. For the purposes of these aviation rules the following terms and their determinations are applied:

the automatic direction finder – the equipment which provides automatic measurement and display on indicators of control offices of air traffic control of bearing or azimuth of air vehicles radiates radio signals on channels of air telecommunication for flight servicing of air vehicles in the terminal area;

autonomous system of the warning of unauthorized departure on landing strip – the system providing autonomous detection of potential unauthorized departures on landing strip or cases of unauthorized occupation of active runway and transfer of the corresponding warnings to aircraft crew or transport driver;

airfield – the parcels of land or water object (its part) which are specially prepared and equipped for ensuring take-off, landing, taxing, the parking and servicing of air vehicles;

permanent airfield – the airfield intended for permanent basing (placement) of air vehicles and (or) supported in permanent operational readiness;

the aerodrome additional radio marker beacon – the equipment which provides marking of separate obstacles or other characteristic points in approach zone of airfield;

airfield radio engineering system of short-range navigation – the equipment which provides issue of these current values of azimuth and slant range aboard the air vehicle concerning installation of land radio beacon;

airfield sign – the sign established on surface of airfield, intended for transfer of aeronautical and other information;

airfield sign with variable information – the sign providing possibility of transfer of several in advance determined messages or, if necessary, the termination of transfer of any information;

airfield sign with permanent information – the airfield sign transferring only one message;

the aerodrome beacon – the aeronautical beacon used for determination from air of location of airfield;

the aeronautical beacon – the navigation land light of permanent or flashing radiation seen from all directions and the employee for designation of certain point on earth's surface;

base of the wheel landing gear – distance from nose undercarriage of the air vehicle to the geometrical center of the main landing gear;

side band of safety (the strengthened roadside) – the site adjacent to edge of artificial covering of landing strip, taxiway or platform and the providing safe transition from artificial covering to abutting surface;

side component of wind – the component of surface wind directed at right angle to center line of landing strip;

landing strip – the main part of flying strip of airfield intended for providing takeoff run and run after landing of air vehicles;

the landing strip which is not equipped – the landing strip intended for contact approach or instrument landing approach to certain point after which landing approach continues in visual meteorological conditions;

the landing strip equipped – one of the following types of the landing strips intended for landing approach with use of instrument approach charts:

landing strip of instrument landing approach – the landing strip equipped with the visual and not visual means intended for landing after accomplishment of instrument landing approach of type A in case of visibility at least 1000 m;

landing strip of precision approach of the I category – the landing strip equipped with the visual and not visual means intended for landing after accomplishment of instrument landing approach of type B with relative height of decision making at least 60 m and or in case of visibility at least 800 m or in case of visible range on landing strip at least 550 m;

landing strip of precision approach of the II category – the landing strip equipped with the visual and not visual means intended for landing after accomplishment of instrument landing approach of type B with relative height of decision making less than 60 m, but at least 30 m and in case of visible range on landing strip at least 300 m;

landing strip of precision approach of III category – the landing strip equipped with the visual and not visual means intended for ensuring landing after accomplishment of instrument landing approach of type B with relative height of decision making less than 30 m or without altitude limitation of decision making and in case of visible range on landing strip at least 300 m or without restriction of visible range on landing strip;

visibility – the greatest distance at which it is possible to differentiate and identify the black object of the acceptable sizes located near the earth in case of its observation on light background or fires luminous intensity about 1000 cd on dark object;

visibility vertical – the maximum distance from the Earth's surface to the level from which vertically objects on earth's surface are visible down;

visibility on landing strip (visible range on landing strip) – the maximum distance within which the aircraft pilot, being on center line of landing strip, can see the marking of its covering or fires limiting landing strip or designating its center line;

air taxiway – the certain route on surface established for taxing of helicopters by air;

geoid wave – distance (positive value or negative value) between surface of geoid and surface mathematically certain reference ellipsoid;

time of protective action – estimated time during which ice formation, ice raid and accumulating of snow or slush on the surfaces of the air vehicle processed by deicing fluid will be prevented;

fire switching time – time necessary for recovery of the actual intensity of fire measured in assigned direction to value of 50 percent after its fall is lower than 50 percent when switching sources of electric utility service when fire functions in case of values of intensity of 25 percent or above;

the omni-range radio beacon of the range of very high frequencies – the equipment which radiates the signals allowing to determine onboard the air vehicle azimuth of the air vehicle concerning radio beacon installation site;

height (exceeding) of airfield – the absolute altitude of vertex of axis of the main landing strip of airfield;

height of the lower bound of clouds – distance down between land surface (water) and the lower bound of the lowest cloud cover;

geoid – the equipotential surface in gravitational field of Earth combined with nonperturbed mean level of the sea and its continuation under continents;

the main landing strip – the landing strip having the extreme length in standard conditions and artificial landing strip in relation to soil landing strip;

landing system glide path – locus in the vertical plane passing through center line of landing strip in which the difference of depth of modulations is equal to zero and which constitute the smallest corner with horizontal plane;

the range-metering equipment of the range of ultra-high frequencies – the equipment providing continuous and exact indication in cabin of the pilot of slant range from checkpoint of ground aid of this equipment;

dependent parallel landing approaches – simultaneous landing approaches on the parallel or almost parallel equipped landing strips when minima of radar aircraft separation, the center lines of adjacent landing strips which are on continuation are established;

protecting light beacon – the aeronautical beacon intended for designation of the obstacles constituting danger to air navigation;

instrument landing approach of type A – instrument landing approach in case of which the minimum relative descent altitude or the minimum relative height of decision making constitutes 75 m or more;

instrument landing approach of type B – instrument landing approach in case of which the relative height of decision making constitutes less than 75 m;

the action area of radio beacon – area of airspace in which the radio beacon ensures normal functioning of the corresponding onboard receiver;

flying area, critical from the point of view of impact of laser beams – airspace near airfield, but outside flying area, free from impact of laser beams where radiation is limited to the level in case of which the effect of dazzle is improbable;

flying area, free from impact of laser beams – airspace in close proximity to airfield where radiation is limited to the level in case of which violation of visual perception is improbable;

the flying area sensitive to impact of laser beams – the airspace which is outside flying area, free from impact of laser beams and flying area, critical from the point of view of impact of laser beams and optionally adjacent to them where radiation is limited to the level in case of which dazzle by flash or effect of consecutive image are improbable;

the touchdown zone – the site of landing strip behind its threshold intended for the first contact of the runway with the landing air vehicles;

zone of ice protection – zone where from the surfaces of airplanes the ice raid, ice or snow is removed and (or) where clean surfaces of airplanes are protected for limited period of time from formation of ice raid, ice or accumulating of snow, slush;

zone, free from obstacles – airspace over inner surface of landing approach, inner transitional surfaces, the surface of balked landing and part of the flying strip limited to these surfaces which shall be free from motionless obstacles, except necessary for the purposes of air navigation and having the fragile basis;

the measuring transducer of meteosize – the meteosize gage intended for development of signal, measuring information in the form convenient for transfer, further transformation, processing and (or) storage, but which is not giving in to direct perception by the meteoobserver;

curvature of glide path of the glide slope beacon – glide path shift concerning its midposition;

localizer heading line curvature – heading line shift concerning its midposition;

category of reliability of electric utility service – the characteristic of utility power system determining the number of independent power sources and the requirement to their switchings;

quality of data – degree or probability level of the fact that provided data meet user requirements of data from the point of view of accuracy, permission and integrity (or the equivalent level of guarantees), traceabilities, timeliness, completeness and format;

classification number of the air vehicle (ACN) – the number expressing relative impact of the air vehicle on artificial covering for the established category of standard durability of the basis;

classification number of covering (PCN) – the number expressing bearing capacity of artificial covering for operation without restrictions;

classification of integrity of aeronautical data – the classification based on potential risk of use of the distorted data is applied the following classification:

regular data – there is very small probability that when using of the distorted regular data safe continuation of flight and landing of the air vehicle will be integrated to significant risk and possibility of catastrophic crash;

important data – there is small probability that when using of the distorted important data safe continuation of flight and landing of the air vehicle will be integrated to significant risk and possibility of catastrophic crash;

critical data – there is high probability of the fact that when using of the distorted critical data safe continuation of flight and landing of the air vehicle will be integrated to significant risk and possibility of catastrophic crash;

the controlled area of airfield – the part of airfield of airfield intended for safety control of take off and landing of air vehicles and including flying strip, except for the sites which are at distance more than 120 meters from runway center line of precision approach with code numbers 3 and 4, end safety areas, clear areas and critical zones of localizer and glide slope beacons;

checkpoint of airfield – the conditional point in airfield determining the geographic location of airfield;

the end safety area – the zone adjoining the end of flying strip and symmetrized on both sides from continuation of center line of landing strip and intended, first of all, for reduction of risk of damage of the air vehicle in case of landing with falling short to landing strip or in case of runway overrun;

end stopway – specially prepared rectangular site at the end of the located take-off run intended for stop of the air vehicle in case of the interrupted take-off;

utilization rate – the certain period expressed as a percentage during which use of landing strip is not limited in connection with side component of wind;

critical zone of course and glide-path radio beacons (ILS) – space around course and glide-path radio beacons in which the parking or movement of vehicles, including air vehicles, causes inadmissible change of parameters of radio beacons;

critical obstacle – the obstacle located within flying strip or between flying strip and the lower bound of transitional surface, except for the objects having fragile design, and also the obstacle exceeding any of the surfaces of restriction of obstacles established for this airfield;

airfield – part of airfield in which flying strips with clear areas and end safety areas, strips of taxiways and platforms, including zones of ice protection are located;

flying strip – the part of airfield of airfield including landing strip and end stopways if they are provided, intended for ensuring take off and landing of air vehicles, reduction of risk of damage of the air vehicles which are rolled out of landing strip limits, and safety of the air vehicles which are flying by over it in takeoff time and landings;

linear fire – three or more land navigation lights placed with small intervals on the cross line in such a way that at distance they seem short light strip;

heading line – the closest to center line of the runway in any horizontal plane locus in which the difference of depth of modulation is equal to zero;

fragile object – the object of small weight which is structurally intended to collapse, be deformed or be bent in case of shock impact to constitute the minimum danger to the air vehicle;

marker – the object established over earth level for designation of border, zone, obstacle;

marking sign (marking) – symbol or group of the symbols located on surface of aerodrome movement area for transfer of aeronautical information;

traffic route – the land route established within working area, held for use only vehicles;

the place of expectation on traffic route – certain place where it can be offered to vehicles to stop;

the place of expectation at landing strip – the certain place intended for protection of landing strip, the surfaces of restriction of obstacles, critical zone blind landing system in which the driving air vehicles and vehicles stop and is expected if there is no other specifying from the relevant control office;

stall – specially allocated and designated site on the platform intended for the parking of the air vehicle;

installation site – the site of taxiway or apron taxiway allocated for possible installation of the air vehicle for the purpose of landing and disembarkation of passengers, loading and unloading of baggage, mail and loads, gas station and the parking;

the meteoobserver – the person having the corresponding qualification and making meteorological observations;

meteorological data – the meteorological report, the analysis, the forecast and any other message concerning the actual or expected meteorological conditions;

meteorological sizes (meteosizes) – the general name of number of characteristics of condition of air and some atmospheric processes (atmospheric pressure, temperature and air humidity, speed and wind direction, meteorological range of visibility, overcast, quantity and type of rainfall, fog, thunder-storms, blizzards);

system reliability of fires – probability that all equipment will work within the established admissions and that the system is serviceable;

land navigation light – any fire, excepting fires established on the air vehicle which is specially held for use as aeronautical means;

wind direction magnetic – wind direction meteorological, corrected at size of magnetic declination;

wind direction meteorological – the horizon point azimuth specifying the direction from where wind blows;

independent parallel take-off – simultaneous take-off from the parallel or almost parallel equipped landing strips;

independent parallel landing approaches – simultaneous landing approaches on the parallel or almost parallel equipped landing strips when minima of radar aircraft separation, the center lines of adjacent landing strips which are on continuation are not established;

surveillance radar airfield – the equipment which provides the overview of airspace in the terminal area with issue of information on air picture on control offices of air traffic control;

fires of protection of landing strip – the system of fires intended for the warning of pilots or transport drivers of possibility of departure on active runway;

fire of permanent radiation – fire having permanent emission power in case of observation from motionless point;

total restriction of traffic load of air vehicles – restriction of traffic load of several types of air vehicles in case of which one movement of the air vehicle (sortie) with great value of classification number is considered also for one movement for other types of air vehicles (with smaller value of classification number), to which total restriction extends;

the dangerous site – the site on the aerodrome movement area where already took point of impact or unauthorized departures on landing strip or exists potential risk of such cases and where special attention of pilots and transport drivers is required;

separate locator beacon – the equipment which provides the drive of the air vehicle on airfield, accomplishment of intermediate approach and landing approach;

fire refusal – decrease for any reason of average luminous intensity in ordered angles of dispersion more than for 50 percent in comparison with the normalized luminous intensity of new fire;

– having rummaged refusal of electric utility service of object of airfield in electric utility service on board of uninterruptible power supply, exceeding the most allowed time;

identification sign of airfield – the sign located in airfield serving for identification of airfield from air;

the identification beacon – the aeronautical beacon radiating code signal on which certain reference point can be identified;

reference point of blind landing system (point of "T") – point which is located at certain height over crossing of center line of the runway and line of threshold of the runway and through which there passes the straight section of glide path of landing system continued down;

primary measuring transducer of meteosize – the measuring transducer of meteosize costing to the first in metering circuit;

the platform – the part of airfield of airfield intended for placement of air vehicles for the purpose of landing and disembarkation of passengers, loading and unloading of baggage, mail and loads, gas station, the parking or maintenance;

apron taxiway – the taxiway located on the platform and intended for ensuring taxing of air vehicles on the platform;

traffic density in airfield:

insignificant – the number of transactions (takes off and landing) during hourly average greatest loading constitutes no more than 15 on the runway or in general less than 20 on airfield;

average – the number of transactions (takes off and landing) during hourly average greatest loading constitutes from 16 to 25 on the runway or in general from 20 to 35 transactions on airfield;

considerable – the number of transactions (takes off and landing) during hourly average greatest loading constitutes 26 and more on the runway or in general more than 35 transactions on airfield;

site of expectation – site for the temporary parking of air vehicles in case of their movement on aerodrome movement area for the purpose of streamlining of land movement of air vehicles;

site of ice protection – specially prepared area in airfield for work on anti-icing processing of air vehicles including the zone of interior of the parking of air vehicles and external zone for maneuvering of two or several mobile means of ice protection;

site of runway turn – the certain site adjoining landing strip and used for turn on 180 ° on landing strip in case of absence in this place of the adjoining taxiways;

the maneuvering area – part of airfield, excepting platforms, intended for take-off, landing and taxing of air vehicles;

visual flight – the flight which is carried out in conditions when the attitude of the air vehicle and its location are determined by crew visually by the natural horizon and terrestrial reference points;

fly-by-wire – the flight which is carried out in conditions when the attitude of the air vehicle and its location are determined by crew fully or partially by flight and navigation instruments;

clearway – the airspace over sites of the land surface within limiting obstacle of surface of take-off and the surface of landing approach adjoining the ends of flying strip of airfield and located in the direction of continuation of its axis in which air vehicles make climb after take-off and decrease in case of landing approach;

taxiway strip – the airfield site including taxiway (except for apron taxiway) and intended for protection of the air vehicle operated on taxiway and decrease in risk of damage of the air vehicle which accidentally went beyond taxiway;

landing strip threshold – start of the segment of landing strip of airfield which is allowed to be used for landing of air vehicles;

the landing area – the part of aerodrome movement area intended for landing and take-off of air vehicles;

the landing radar – the equipment which provides terrestrial monitoring behind keeping of heading line and glide path air vehicles on base leg and management of their advisory approach of dispatchers;

foreign object – any motionless object on the aerodrome movement area which does not perform any operational or aviation function and can potentially constitute danger to the air vehicles which are carrying out flights;

almost parallel landing strips – not crossed landing strips which corner of convergence/discrepancy of the continued center lines constitutes 15 ° less;

obstacle – motionless (temporary or permanent) or mobile object (or its part) which is placed in the zone intended for land movement of air vehicles on surface (including within flying strip or airfield provided that this object is not fragile design), and also within aerodrome environs and which according to the planned altitude performances can pose safety hazard of flights;

balked landing – landing which accomplishment unexpectedly stops in any point below absolute/relative obstacle clearance altitude;

aerodrome environs – the territory limited by the sizes around airfield over which maneuvering of air vehicles is performed;

the intermediate place of expectation – the certain place intended for mission control where the driving air vehicles and vehicles stop and is expected by permissions to continuation of the movement issued by control office of airfield;

working area – the part of airfield intended for take-off, landing and taxing of air vehicles, consisting of the maneuvering area and the platform (platforms);

radar station of the overview of airfield – the equipment which provides the overview of airfield for the purpose of detection of air vehicles and vehicles on landing strip and taxiways of airfield;

radio engineering landing system – the equipment which provides the drive of the air vehicle on airfield, accomplishment of intermediate approach and landing approach;

the located take-off distance – the amount of the located take-off run and length of clear area if it is provided;

the located accelerate stop distance – the amount of the located take-off run and length of end stopway if it is provided;

the located take-off run – the runway length which appears located and suitable for running start of the air vehicle making take-off;

landing distance available – the runway length which appears located and suitable for run of the air vehicle after landing;

the distance between external wheels of the main landing gear is distance between external edges of wheels of the main landing gear;

field length, settlement for aircraft type, – the minimum field length necessary for take-off in case of the maximum certified take-off mass, on sea-level, in case of air standard conditions, calm and lever grade of landing strip, specified in the corresponding flight manual of the airplane;

settlement aircraft type – aircraft type which dimensions and technical characteristics exceed dimensions and characteristics of other air vehicles which are operated or assumed to operation in airfield in general or certain element of airfield of airfield;

representative meteorological observation – the observation valid for more or less extensive area around Item (station) where these observations are made;

taxiway – the part of airfield of airfield connecting among themselves airfield elements, which is specially prepared and intended for taxing and towage of air vehicles;

turn off taxiway – the taxiway connecting landing strip to other taxiway or the platform;

taxiway main – the taxiway of airfield located, as a rule, along landing strip and providing taxing of air vehicles from one end of landing strip to another on the shortest distance;

high speed taxiway – the taxiway connected to landing strip at an acute angle and allowing the airplanes which executed landing to descend from landing strip at higher speeds than those speeds which are reached on other turns off taxiway and by that to minimize the time spent of airplanes for landing strip;

clear area (strip, free from obstacles) – the rectangular site of the land surface which is under control of services of the airport adjoining the end of the located take-off run chosen or prepared as the site suitable for initial climb of the airplane to set value;

system of fires of high intensity – system of airfield fires in which landing lights at least 10 000 cd have luminous intensity;

system of fires of small intensity – system of airfield fires in which landing lights less than 10 000 cd have luminous intensity;

blind landing system of category I – system which provides targeting from border of the action area to point in which the heading line set by localizer crosses landing system glide path at the height of 60 m or less over the horizontal plane passing through runway threshold;

blind landing system of category II – system which provides targeting from border of the action area to point in which the heading line set by localizer crosses landing system glide path at the height of 15 m or less over the horizontal plane passing through runway threshold;

blind landing system of category III – system which provides (by means of auxiliary equipment if it is necessary) targeting from border of the action area to the surface of the runway and along it;

system of the light-signal equipment of airfields – set of the light-signal devices placed in airfield according to certain scheme, the electrical equipment and remote-control equipment intended for ensuring take-off, landing approach, landing and taxing of air vehicles;

the displaced threshold – the landing strip threshold located not at landing strip end face;

the planned part of flying strip – the surface, adjacent to edges and end faces of landing strip, planned and prepared so that to minimize risk of damage of the air vehicle in case of rolling-out it out of landing strip limits;

average bias – the difference relation between the maximum and minimum marks of runway center line to its length;

means of objective control – the equipment which provides automatic registration of negotiations on channels of air telecommunication, and also on channels of interaction of dispatchers in real time during all duration of flights, including registration of meteoinformation;

point "And" blind landing systems – the point on landing system glide path which is at km 7,5 distance from runway threshold in approach direction on continuation of center line of the runway;

point "In" blind landing systems – the point on landing system glide path which is at distance of 1050 m from runway threshold in approach direction on continuation of center line of the runway;

point "From" blind landing system – point through which at the height of 30 m over the horizontal plane containing runway threshold there passes the straight section of nominal glide path of landing system continued down;

point of the "D" blind landing system – the point located at the height of 4 m over center line of the runway and at distance of 900 m from runway threshold in the direction of localizer;

the point "E" of blind landing system – the point located at the height of 4 m on center line of the runway and at distance of 600 m from the end of the runway in the direction of runway threshold;

accuracy of data – degree of compliance of the settlement or measured value to true value;

glide slope angle – corner between straight line which represents average glide path, and horizontal plane;

integrity of data (level of guarantees) – certain guarantee that aeronautical data and their values are not lost or are not changed from the moment of data preparation or the authorized introduction of the correction;

board of uninterruptible power supply the electric power – the distribution device on which after failure of one power source the electric power tension is recovered from other source through the guaranteed time;

the operator of airfield (helidrome) – the organization which is operating airfield (helidrome), having the certificate on state registration of airfield (helidrome) and bearing responsibility for maintenance of airfield (helidrome), its objects and means according to requirements of aviation rules;

electric utility service of the airport – supply of electricity from external sources to the central distribution point or input transformer substations of the airport;

effective intensity – intensity of flashing light which is equal to intensity of fire of permanent radiation of the same color which will provide the same visible range under identical conditions of observation.

1.1.6. The reducings accepted in these rules:

AVES – aviation telecommunication;

AIP – the collection of aeronautical information;

APOI – the equipment of preprocessing of information;

ARP – automatic direction finder;

The EXPERT of the Department of Internal Affairs – automated control system for air traffic;

BMRM – near marker;

BPB – side band of safety;

BPRM – near locator beacon;

The runway – landing strip;

AF – the air vehicle;

GVPP – soil landing strip;

GRM – the glide slope beacon;

DPA – control office of airfield;

DMRM – distant marker;

DPRM – distant locator beacon;

IVPP – artificial landing strip;

KDP – command control office;

KZB – the end safety area;

KPT – end stopway;

KRM – localizer;

KTA – checkpoint of airfield;

LKKS – the local control adjusting station;

LP – flying strip;

MPSN-A – multiposition watch system – airfield;

MRL – the meteorological radar;

MRM – marker;

MS – aircraft parking place;

Department of Internal Affairs – air traffic maintenance;

OVI – fires of high intensity;

OM – fires of small intensity;

OPRS – separate locator beacon;

ORL-A – surveillance radar airfield;

SMALLPOX – the landing system equipment;

PAS – the fire truck;

PVP – clearway;

PKP – mobile control center;

PRD – apron taxiway;

PRL – the landing radar;

PRS – locator beacon;

RD – taxiway;

RDV – the located take-off distance;

RDPV – the located accelerate stop distance;

RDR – the located take-off run;

OLP radar Station – radar station of the overview of airfield;

RLE – flight manual of AF;

RPD – landing distance available;

RTOP – radio engineering flight servicing;

SZ – clear area;

SKP – stationary control center;

SKO – mean square mistake;

SNO – ground servicing equipments;

SSO – the light-signal equipment;

SChLP – the planned part of flying strip;

The Department of Internal Affairs – air traffic control;

UPZ – the level of fire protection;

USUND – advanced control system land movement;

ED – the operating documentation;

ACN – classification number of the air vehicle;

DME – the range-metering equipment of the range of ultra-high frequencies;

FATO – zone of final approach and take-off of the helicopter;

ILS – blind landing system;

PCN – classification number of covering;

TLOF – the touchdown zone and lead of the helicopter;

VOR – omnidirectional azimuthal radio beacon of the range of very high frequencies;

Буква к Пост №26 – glide slope angle.

§ 2. Classification and designation of the airports, airfields and their elements

1.2.1. In each airfield its class and class of each runway shall be determined.

1.2.2. The class of airfield is determined:

in the single-band airfields - runway class;

in multiband airfields - class IVPP, having the extreme length in standard conditions, and in case of its absence - class GVPP, having the extreme length in standard conditions.

1.2.3. The class of the runway is determined depending on its length in standard conditions according to the table 1 of appendix 1.

Calculation of runway length in standard conditions is made according to the technique given in appendix 2.

1.2.4. For the purpose of certification of airfields and for the simplification of the procedure of determination of compliance of technical characteristics of elements of airfield and airfield means to aircraft type operated in this airfield for each runway, RD, MS and in general for the certified airfield the specification symbol (code) is established.

1.2.5. The code of airfield and the runway consists of two elements - code number and code letter, the RD and MS code consists of one element - code letter.

Code number and code letter is established depending on flight technical characteristics of airplanes for which this airfield (the runway, RD, MS) according to the table 2 appendices 1, at the same time is intended:

code number is determined by the extreme computational length in standard conditions of flying strip (airfield) for the aircraft types operated in airfield;

the code letter is determined by the greatest values of razmakh of wings of airplanes for which this runway, RD or MS is intended.

Code characteristics of some aircraft type are given in appendix 3.

1.2.6. The code of airfield is established:

for the single-band airfields - runway code;

for multiband airfields - the IVPP code, having the extreme length in standard conditions, and in case of their absence - the GVPP code, having the extreme length in standard conditions.

1.2.7. The class of the airport is determined by annual passenger traffic capacity (the total number of the arriving and taking off passengers, including transients) according to the table 3 of appendix 1.

1.2.8. Each runway, RD and MS in airfield shall have number.

Number of the runway consists of two two-figure numbers which are written down through fraction, and on parallel runways the letter is added to digital signs.

Two-figure numbers from 01 to 36, which designate end faces of the runway are applied to numbering of the runway and determined by discarding of the last signs of true sizes of magnetic azimuths of the directions of take off and landing from this end face of the runway with mathematical rounding. When by this rule the digit turns out, before it the digit 0, is put and in the presence of parallel runways each number designating the runway is supplemented with one of the stated below letters which designate the runways located in that order from left to right if to take a detached view landing approach:

for two parallel runways: L, R;

for three parallel runways: L, C, R.

RD and PRD are designated by Latin letters, the letters I, O and X at the same time are not used. Designations RD shall begin with letter "A" and further be used letters in alphabetical order. Designations PRD shall continue designations RD in alphabetical order.

Designation RD and PRD, RD and PRD adjoining the main, it is allowed to make the Latin letters corresponding to designation of the main RD or PRD together with the Arab digits, since digit "1".

MS are numbered by the Arab digits, since number "1", and omissions of numbers in numbering of MS in airfield it is not allowed.

§ 3. Aeronautical and specifications of airfield

1.3.1. As geodetic system of counting in horizontal plane for all aeronautical data the World geodetic system – is used 1984 (WGS-84).

As reference system in the vertical plane the mean level of the sea accepted for base which provides communication of the relative heights (excesses) depending on gravitation with the surface called by geoid is used.

1.3.2. For each airfield the following aeronautical and specifications of airfield shall be determined and published in AIP and the Management on airfield:

geographical coordinates of thresholds of the runway, KTA;

geographical coordinates and altitude performances of obstacles in the terminal area (for the Management on airfield – in local coordinate system concerning thresholds of the runway and KTA);

height (exceeding) of airfield and thresholds of the runway;

calculated temperature of air in airfield;

true azimuth of the runway;

number and sizes of the runway;

bias, type of surface and durability of the runway;

availability of zones, free from obstacles (for the runway of precision approach);

sizes and type of surface of LP, KZB and KPT;

SZ sizes;

the located distances (RDR, RDV, RDPV, RPD);

designation, width, type of surface and durability of RD;

durability, type of surface and placement of MS on the platform;

geographical coordinates of MS;

borders of dispatching air traffic maintenance;

marking signs and the light-signal equipment of the runway, RD and platforms, other visual means of orientation and management on RD and platforms;

information on visual indicator system of glide path (type, arrangement, corner and the direction of shift of axis of system concerning runway center line (if they are not parallel), glide path corner (it is determined according to figures 3 and 4 of appendix 41);

arrangement and designation of standard routes of taxing;

arrangement of ILS concerning the runway;

platforms of preflight check of altimeters;

category UPZ;

information on the available opportunities for removal of AF who lost capability to move on flying strip and in close proximity to it.

1.3.3. Checkpoint of airfield is the geometrical center of the main landing strip. Initial location of checkpoint of permanent airfield is invariable.

1.3.4. Calculated temperature of air in airfield is determined according to appendix 2 and published to within degree Celsius 0,1.

1.3.5. The true azimuth of the runway is measured and published to within one second.

1.3.6. Geographical coordinates of thresholds of the runway, KTA and MS are measured and published to within 0,01 of second.

Geographical coordinates of high-rise obstacles are measured and published to within 0,1 of second, coordinate of obstacles in local coordinate system concerning runway thresholds (coordinates of X and Y) - with an accuracy of one meter, in polar system - coordinates (azimuth, removal) - with accuracy respectively up to one second and one meter.

1.3.7. Heights of airfields, thresholds of the runway, other points of surface of airfield coverings, altitude performances of obstacles shall be measured and be published to within m 0,1.

1.3.8. Biases of surfaces are specified as a percentage to within the one 100-th share of percent.

1.3.9. The sizes of elements of airfield are measured and published with an accuracy of 1 meter (in AIP - with an accuracy of 1 foot).

1.3.10. In airfield for each direction of take off and landing the following distances shall be established:

the located take-off run;

the located take-off distance;

the located accelerate stop distance;

landing distance available.

The located distances are established according to appendix 4.

Length of the located distances is calculated and are published with an accuracy of 1 meter.

1.3.11. In case of temporary failure to provide of the category UPZ established for airfield (runway) in connection with reduction of number of rescue and fire fighting calculations or the number of PA which are in alert, reduction of quantity of the available fire-fighting means concerning the established standard rates changes of aeronautical information on reduction of the category UPZ provided in airfield and, if necessary, restrictions for flights of the AF certain types in accordance with the established procedure shall be made.

1.3.12. As time system the Gregorian calendar and the universal coordinate time (UTC) are used.

Chapter 2. Aerodrome movement area

§ 1. Landing strip

2.1.1. For new construction. Number and the direction of the runway in airfield it is necessary to determine from conditions of providing aerodrome utilization rate at least 95 percent for those airplanes for which this airfield is intended.

2.1.2. For new construction. The choice of arrangement and direction of the runway in airfield needs to be made so that procedure approach tracks and departure of AF minimum affected the areas allocated under housing estates, and others areas, sensitive to noise impact, near airfield.

2.1.3. For new construction. Actual length of the runway shall correspond to utilization properties of airplanes for which it is intended and there shall be at least greatest the value received by application of corrections on local conditions to runway characteristics of the AF corresponding types.

Application of corrections on local conditions is made by accounting of the correction coefficients specified in appendix 2.

2.1.4. Runway width (the used runway width) shall be on all length of constant at least:

18 m - for the runway with code number 1, used by airplanes with distance between external wheels of the main landing gear of less 6,0 of m;

23 m - for the runway with code number 1, used by airplanes with distance between external wheels of the main landing gear 6, in m and more, and also for the runway with code number 2, used by airplanes with distance between external wheels of the main landing gear of less 6,0 of m;

30 m - for the runway with code number 2, used by airplanes with distance between external wheels of the main landing gear 6, in m and more, and also for the runway with code number 3, used by airplanes with distance between external wheels of the main landing gear of less 9,0 of m;

45 m - for the runway with code number 3, used by airplanes with distance between external wheels of the 9,0 main landing gear of m and more, and also for all runways with code number 4.

Width of the runway equipped for precision approach with code numbers 1 or 2 shall be at least 30 m.

For the existing runways with code number 4 width of 42 m is allowed.

2.1.5. The threshold of the runway shall be located at end face, except cases when the choice of other arrangement comes true reasons of operational nature. When the shift of threshold is caused by unfitness of part of the runway to operation, between the area, unsuitable to operation, and the displaced threshold it is necessary to provide the site of covering at least 60 m long. For fulfillment of requirements by the sizes of end safety areas, threshold shift is also provided in appropriate cases.

2.1.6. The minimum distance between center lines of parallel (almost parallel) runways:

2.1.6.1. for not equipped runways intended for simultaneous use:

210 m - for the runway with code number 3 or 4;

150 m - for the runway with code number 2;

120 m - for the runway with code number 1;

2.1.6.2. for the equipped runways intended for simultaneous use:

1035 m - for independent parallel landing approaches;

915 m - for dependent parallel landing approaches;

760 m - for independent parallel take-off and for separate parallel transactions except that in case of accomplishment of separate parallel transactions this distance can be reduced by 30 m on each 150 m of shift of threshold of the runway in direction for landing of AF to the minimum value in 300 m and shall increase by 30 m on each 150 m of shift of threshold of the runway in the direction opposite to landing of AF.

2.1.7. For new construction. Average runway slope shall not exceed:

1 percent – for the runway with code number 3 or 4;

2 percent – for the runway with code number 1 or 2.

2.1.8. For new construction. The longitudinal bias of any part of the runway shall not exceed:

2.1.8.1. for the runway with code number 4:

Percent 1,25 – for middle part of the runway equal to its half;

Percent 0,8 – for the first and last quarter of runway length;

2.1.8.2. for the runway with code number 3:

Percent 1,5 – except for the first and last quarter of runway length, equipped on categories II and III;

Percent 0,8; for the first and last quarter of runway length, equipped on categories II and III;

2.1.8.3. for the runway with code number 1 or 2 - 2 of percent.

2.1.9. For new construction. The difference of two adjacent longitudinal biases shall not exceed:

Percent 1,5 – for the runway with code number 3 or 4;

2 percent – for the runway with code number 1 or 2.

2.1.10. For new construction. Transition from one longitudinal bias to another shall be performed with radius of curvature at least:

30 000 m - for the runway with code number 4;

15 000 m - for the runway with code number 3;

7500 m - for the runway with code number 1 or 2.

2.1.11. For new construction. On the runway having change of longitudinal biases the unobstructed sight shall be provided from:

any point located at the height of 3 m over the surface of the runway to all other points which are at the height of 3 m over the surface of the runway at the distance making, at least, half of runway length with code letters C, D, E, F;

any point located at the height of 2 m over the surface of the runway to all other points which are at the height of 2 m over the surface of the runway at the distance making on extreme to measure, half of runway length with code letter B;

any point located at m 1,5 height over the surface of the runway to all other points which are at m 1,5 height over the surface of the runway at the distance making, at least, half of runway length with code letter A.

2.1.12. For new construction. In airfields where there are no main RD, the unobstructed sight on all runway length shall be provided.

2.1.13. For new construction. It is necessary to exclude considerable changes of the longitudinal runway slopes located close to one from another. The distance between points of change of biases (sites of change of profile) shall be at least (depending on what size is more) 45 m or the amount of absolute numerical values of the corresponding changes of bias increased on:

30 000 m - for the runway with code number 4;

15 000 m - for the runway with code number 3;

5000 m - for the runway with code number 1 or 2.

2.1.14. For new construction. For providing bystry run-off of water the surface of the runway shall have, twin transversal profile unless for providing bystry run-off of water the lean-to transversal profile with the descending bias can be provided in wind direction, most often blowing during rain.

2.1.15. For new construction. Cross runway slope, except for places of crossings with the runway or with RD, shall be:

1-1,5 percent - for the runway with code letter C, D, E, F;

1-2 percent - for the runway with code letter A or B.

On the surface of the runway with twin profile the cross bias on both sides from axis shall be identical.

2.1.16. For new construction. The cross bias shall be invariable on all runway length, except places of crossing from other runway or with RD where it is necessary to provide soft junction taking into account need of the corresponding run-off of water.

2.1.17. For new construction. Depth of texture of surface of concrete surface of the runway shall constitute at least 1,0 of mm, at the same time furrows or fillets shall be perpendicular runway center lines.

2.1.18. For new construction. For the runway with the code letters D, E, F it is necessary to provide BPB.

2.1.19. For new construction. BPB should be symmetrized on both sides of the runway so that the general width of the runway and its side bands of safety constituted at least:

60 m - for the runway with code letter F for airplanes with two or three engines, and also for all runways with the code letters D or E;

75 m - for the runway with code letter F for airplanes with four and more engines.

2.1.20. The surface of BPB adjoining the runway shall be located flush with the surface of the runway and with abutting surface of SChLP.

In the absence of BPB the surface of SChLP adjoining the runway shall be located flush with the surface of the runway.

2.1.21. For new construction. The cross bias of BPB shall not exceed percent 2,5.

2.1.22. For new construction. The design of artificial covering of BPB of the runway shall provide exception of constructive damages of AF in case of its runway overrun, and also traficability of land vehicles without surface damage of BPB.

2.1.23. In the absence of the adjoining RD on end sites of the runway with the code letters D, E, F for turn of AF platforms of turn shall be provided.

2.1.24. Recommendation. In the absence of the adjoining RD on end sites of the runway with code letters A, B, C for turn of AF it is recommended to provide platforms of turn.

2.1.25. For new construction. The angle of crossing of site of turn on the runway from the runway shall be no more than 30 °. Platforms of turn shall provide:

turning angle of nasal wheel of the AF settlement types in case of turn no more than 45 °;

removal of external wheel of the AF main landing gear in case of turn from the region of the platform on distance is at least:

M 1,5 – for the runways used by airplanes with distance between external wheels of the main landing gear of less 4,5 of m;

M 2,25 – for the runways used by airplanes with distance between external wheels of the main landing gear from m 4,5 to m 5,9;

M 3,0 – for the runways used by airplanes with distance between external wheels of the main landing gear from m 6,0 to m 8,9 with base of the wheel landing gear less 18,0 of m;

M 4,0 – for the runways used by airplanes with distance between external wheels of the main landing gear from m 6,0 to m 8,9 with base of the 18,0 wheel landing gear of m and more and also for the runways used by airplanes with distance between external wheels of the 9,0 main landing gear of m and more.

Biases of platforms of turn shall be equal to biases of the adjoining surface of the runway.

Durability of platforms of turn shall be at least durability of the adjoining runway covering.

2.1.26. For new construction. On platforms of turn BPB which width shall provide prevention of erosion of abutting soil surface from impact of streams of engines of the operated AF types and damage of engines by foreign objects shall be provided.

2.1.27. For new construction. The design of BPB of site of turn shall provide exception of constructive damages of AF in case of its rolling-out out of limits of site of turn, the runway, and also traficability of land vehicles without surface damage of BPB.

2.1.28. Recommendation. The surface of the platform of turn is recommended to be constructed or replaced with the runway with new covering so that the characteristics of coupling with surface at least equal to characteristics of the adjoining runway were provided.

§ 2. Flying strip

2.2.1. The flying strip shall stretch to threshold and behind each end of the runway or KPT if it is provided, on distance it is at least:

60 m – for not equipped runways with code numbers 2, 3, 4 and all equipped runways;

30 m – for not equipped runways with code numbers 1.

In case of impossibility of providing these distances because of relief with the inequalities in the elevation of the area or availability of obstacles, for accomplishment of the specified requirement the located distances shall be reduced.

2.2.2. The flying strip shall stretch in cross direction on both sides from runway center line (throughout LP) for distance at least:

2.2.2.1. from the runway equipped for precision approach:

140 m - for the runway with code numbers 3 and 4;

70 m - for the runway with code numbers 1 and 2;

2.2.2.2. from the runway equipped for instrument landing approach:

120 m - for the runway with code numbers 3 and 4;

60 m - for the runway with code numbers 1 and 2;

2.2.2.3. from the runway which is not equipped:

75 m - for the runway with code numbers 3 and 4;

40 m - for the runway with code number 2;

30 m - for the runway with code number 1.

2.2.3. Recommendation. It is recommended that the flying strip from the runway equipped for instrument landing approach stretched in cross direction on both sides from runway center line (throughout LP) for distance at least:

140 m - for the runway with code numbers 3 and 4;

70 m - for the runway with code numbers 1 and 2.

2.2.4. The surface of flying strip, adjacent to the runway, shall be planned, designs of vodostochno-drainage systems, electrocoherent communications and other constructions shall be flush with abutting surface.

The planned part of flying strip shall stretch on both sides from runway center line and its continuation for distance at least:

75 m – for the runway with code number 3 or 4;

40 m – for the runway with code number 1 or 2 (except not equipped runways with code number 1);

30 m – for not equipped runways with code number 1.

2.2.5. Within SChLP availability of motionless objects is not allowed, except for those which on the functional purpose shall be there and at the same time have easy and fragile design, and also availability of mobile objects, during production of flights (take-off or landing of AF).

On any part of flying strip of the runway equipped for precision approach, limited to bottom edges of inner transitional surfaces availability of motionless objects is not allowed, for exceptions of those which on the functional purpose shall be there and at the same time have easy and fragile design, and also availability of mobile objects in usage time of the runway for take-off or landing of AF is not allowed.

On LP outside SChLP availability of motionless objects, except for those which on the functional purpose shall be there is not assumed.

On LP, except for sites of LP which are at distance more than 120 m from runway center line of precision approach with code numbers 3 and 4, availability of mobile objects is not allowed during production of flights (take-off or landing of AF).

The possibility of availability of temporary obstacles in case of works in LP is determined by appendix 5.

2.2.6. SChLP in places of interface to artificial coverings (the runway, BPB, RD, KPT) shall be located flush with them.

2.2.7. The parts of airfield adjoining runway end faces for the purpose of prevention of erosion from streams of gases of air vehicles and protection of the landing air vehicles against blow about end face of the runway shall be strengthened on all width of the runway on distance at least 30 m from runway end face.

The structure of the strengthened site adjoining runway end face shall provide exception of constructive damages of AF in case of its runway overrun, and also traficability of land vehicles without surface damage of these sites.

2.2.8. The design of vodostochno-drainage system, and also the electrocoherent communications located within SChLP shall provide prevention of damage of AF in case of accidental rolling-out it out of runway limits.

2.2.9. For new construction. The longitudinal bias of SChLP shall not exceed:

Percent 1,5 - for the runway with code number 4;

Percent 1,75 - for the runway with code number 3;

Percent 2,0 - for the runway with code numbers 1 or 2.

Changes of biases of SChLP shall be smooth, at the same time it is necessary to avoid abrupt junctions or heavy return grades.

2.2.10. For new construction. Cross biases of SChLP shall provide surface run-off of water, but shall not exceed:

Percent 2,5 - for the runway with code numbers 3 or 4;

Percent 3,0 - for the runway with code numbers 1 or 2, unless for improvement of run-off of water the bias within the first 3 m behind the region of the runway, BPB or KPT can be negative in the direction from the runway and can constitute up to 5 percent.

2.2.11. For new construction. Cross biases of any part of LP outside SChLP shall not exceed the ascending bias 5 percent in the direction from the runway.

2.2.12. For new construction. The roads which are on LP and connected to IVPP shall have artificial covering. The coating surface of the roads connected to IVPP shall be cleared timely to exclude possibility of carrying out of dirt and foreign objects on IVPP.

§ 3. End safety areas

2.3.1. For LP with code numbers 3 and 4, and also the equipped runways with code numbers 1 and 2 it is necessary to provide KZB in flying strip end faces.

KZB shall stretch for limits of LP for distance at least:

90 m - for LP with not equipped with the runway, the runway of instrument landing approach with code numbers 3 and 4 and equipped with the runway with code numbers 1, 2;

240 m - for LP with the runway of precision approach with code numbers 3 and 4.

In case of impossibility of providing this distance because of relief with the inequalities in the elevation of the area or availability of obstacles, for accomplishment of the specified requirement the located distances according to appendix 3 shall be reduced.

2.3.2. Recommendation. KZB is recommended to have behind end face of LP on distance:

240 m - for all runways with code numbers 3, 4;

120 m - for the equipped runways with code numbers 1, 2;

30 m - for not equipped runways with code numbers 1, 2.

For the runway equipped with ILS, length of KZB, as a rule, is accepted equal to distance from runway end face to localizer.

2.3.3. Width of KZB shall equal to width of SChLP.

2.3.4. Within KZB availability of motionless objects is not allowed, except for those which on the functional purpose shall be there and at the same time have easy and fragile design, and also mobile objects in usage time of the runway for landing or rise of AF.

2.3.5. KZB shall be cleared away, planned and prepared so that to reduce risk of damage of AF in case of landing with falling short or in case of runway overrun, and also to promote reduction of motion speed of AF.

2.3.6. Cross and longitudinal biases of KZB shall exclude eminence it over the surfaces of landing approach and take-off and 5 percent shall not exceed bias. Changes of longitudinal biases shall be as far as it is possible, smooth.

§ 4. Clear areas

2.4.1. SZ if it is provided, shall stretch for distance at least 75 m in each party from continuation of center line of the runway and have length which is not exceeding half of RDR.

2.4.2. The surface of SZ shall not act over the plane having the ascending percent 1,25 bias, at the same time the lower bound of this plane is the horizontal line, perpendicular the vertical plane containing center line of the runway, and passing through the point located on center line of the runway at the end of RDR.

Availability of objects or roughnesses of relief which are located behind the end of LP, but below the corresponding end face of LP is allowed.

2.4.3. Characteristics of biases of part of SZ on all width the runway or width, at least, of 45 m (depending on what value is more), shall be comparable to runway slopes if the average bias of SZ insignificant and is ascending. In case of the insignificant or ascending average bias of clear area sharp changes of the ascending biases of clear area are not allowed. Separate lowerings of the area, for example, the ditches crossing SZ are allowed.

2.4.4. In SZ availability of motionless objects is not allowed, except for those which on the functional purpose shall be there and at the same time have easy and fragile design, and mobile objects in usage time of the corresponding direction of the runway for landing or rise of AF.

§ 5. End stopways

2.5.1. KPT if it is provided, shall have the same width, as the runway which it adjoins.

2.5.2. KPT shall have the covering design providing keeping of the loadings created by the operated AF types without causing damage of their design.

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