GM1 ADR-DSN.K.490 Wind direction indicator

• ED Decision 2016/027/R found in: Aerodromes (139/2014) Part-ADR.AR Part-ADR.OR Part-ADR.OPS CS-ADR-DSN CS-HPT-DSN (Jun 2023)

GM1 ADR-DSN.K.490 Wind direction indicator ED Decision 2016/027/R (a) Wind direction indicators are important visual aids for all runway ends. Large wind direction indicators are particularly important at aerodromes where landing information is not available through radio communications. On the other hand, landing direction indicators are seldom used due to the necessity and, consequently, responsibility, of changing their direction as wind direction shifts. Visual ground signals for runway and taxiway serviceability are contained in ICAO Annex 2. Additional guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids, Chapter 3. (b) A fabric wind cone is generally the type preferred by pilots because it provides a general indication of wind speed. Cones that extend fully at wind speeds of about 15 kt are most useful since this is the maximum crosswind landing component for small aircraft. (c) It may be possible to improve the perception by the pilot of the location of the wind direction indicator by several means notably by circular marking around this indicator. The location of at least one wind direction indicator should be marked by a circular band 15 m in diameter and 1.2 m wide. The band should be centred about the wind direction indicator support, and should be in a colour chosen to give adequate conspicuity, preferably white. (d) The usefulness of any visual aid is determined largely by its size, conspicuity, and location. Given conditions of good atmospheric visibility, the maximum distance at which the information available from an illuminated wind sleeve can be usefully interpreted is 1 km. Thus, in order that a pilot may make use of this information whilst on approach, the wind sleeve should be sited no farther from the runway threshold than 600 m. Obstacle criteria excluded, the ideal location is 300 m along the runway from the threshold and laterally displaced at 80 m from the runway centre line. (e) This means, in effect, that only those aerodromes where the thresholds are less than 1 200 m apart can meet the minimum requirement with a single unit. Most code 3 and 4 aerodromes should require two or more units suitably sited in order to provide the best possible coverage. (f) The final choice of unit numbers and location should depend on a number of factors which should vary from aerodrome to aerodrome. However, when deciding on the most appropriate location, account should be taken to ensure that the wind direction indicator is: (1) outside the Cleared and Graded Area of the runway and taxiway strips; (2) clear of the OFZ and ILS critical/sensitive areas where appropriate; (3) preferably not more than 200 m lateral displacement from the runway edge; (4) preferably between 300 m and 600 m from the runway threshold measured along the runway; (5) in an area with low background levels of illumination; (6) visible from the approach and take-off positions of all runways; and (7) free from the effects of air disturbance caused by nearby objects. [Issue: ADR-DSN/3] GM1 ADR-DSN.K.490 Wind direction indicator ED Decision 2016/027/R (a) Wind direction indicators are important visual aids for all runway ends. Large wind direction indicators are particularly important at aerodromes where landing information is not available through radio communications. On the other hand, landing direction indicators are seldom used due to the necessity and, consequently, responsibility, of changing their direction as wind direction shifts. Visual ground signals for runway and taxiway serviceability are contained in ICAO Annex 2. Additional guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids, Chapter 3. (b) A fabric wind cone is generally the type preferred by pilots because it provides a general indication of wind speed. Cones that extend fully at wind speeds of about 15 kt are most useful since this is the maximum crosswind landing component for small aircraft. (c) It may be possible to improve the perception by the pilot of the location of the wind direction indicator by several means notably by circular marking around this indicator. The location of at least one wind direction indicator should be marked by a circular band 15 m in diameter and 1.2 m wide. The band should be centred about the wind direction indicator support, and should be in a colour chosen to give adequate conspicuity, preferably white. (d) The usefulness of any visual aid is determined largely by its size, conspicuity, and location. Given conditions of good atmospheric visibility, the maximum distance at which the information available from an illuminated wind sleeve can be usefully interpreted is 1 km. Thus, in order that a pilot may make use of this information whilst on approach, the wind sleeve should be sited no farther from the runway threshold than 600 m. Obstacle criteria excluded, the ideal location is 300 m along the runway from the threshold and laterally displaced at 80 m from the runway centre line. (e) This means, in effect, that only those aerodromes where the thresholds are less than 1 200 m apart can meet the minimum requirement with a single unit. Most code 3 and 4 aerodromes should require two or more units suitably sited in order to provide the best possible coverage. (f) The final choice of unit numbers and location should depend on a number of factors which should vary from aerodrome to aerodrome. However, when deciding on the most appropriate location, account should be taken to ensure that the wind direction indicator is: (1) outside the Cleared and Graded Area of the runway and taxiway strips; (2) clear of the OFZ and ILS critical/sensitive areas where appropriate; (3) preferably not more than 200 m lateral displacement from the runway edge; (4) preferably between 300 m and 600 m from the runway threshold measured along the runway; (5) in an area with low background levels of illumination; (6) visible from the approach and take-off positions of all runways; and (7) free from the effects of air disturbance caused by nearby objects. [Issue: ADR-DSN/3] ##### GM1 ADR-DSN.K.490 Wind direction indicator *ED Decision 2016/027/R* (a) Wind direction indicators are important visual aids for all runway ends. Large wind direction indicators are particularly important at aerodromes where landing information is not available through radio communications. On the other hand, landing direction indicators are seldom used due to the necessity and, consequently, responsibility, of changing their direction as wind direction shifts. Visual ground signals for runway and taxiway serviceability are contained in ICAO Annex 2. Additional guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids, Chapter 3. (b) A fabric wind cone is generally the type preferred by pilots because it provides a general indication of wind speed. Cones that extend fully at wind speeds of about 15 kt are most useful since this is the maximum crosswind landing component for small aircraft. (c) It may be possible to improve the perception by the pilot of the location of the wind direction indicator by several means notably by circular marking around this indicator. The location of at least one wind direction indicator should be marked by a circular band 15 m in diameter and 1.2 m wide. The band should be centred about the wind direction indicator support, and should be in a colour chosen to give adequate conspicuity, preferably white. (d) The usefulness of any visual aid is determined largely by its size, conspicuity, and location. Given conditions of good atmospheric visibility, the maximum distance at which the information available from an illuminated wind sleeve can be usefully interpreted is 1 km. Thus, in order that a pilot may make use of this information whilst on approach, the wind sleeve should be sited no farther from the runway threshold than 600 m. Obstacle criteria excluded, the ideal location is 300 m along the runway from the threshold and laterally displaced at 80 m from the runway centre line. (e) This means, in effect, that only those aerodromes where the thresholds are less than 1 200 m apart can meet the minimum requirement with a single unit. Most code 3 and 4 aerodromes should require two or more units suitably sited in order to provide the best possible coverage. (f) The final choice of unit numbers and location should depend on a number of factors which should vary from aerodrome to aerodrome. However, when deciding on the most appropriate location, account should be taken to ensure that the wind direction indicator is: (1) outside the Cleared and Graded Area of the runway and taxiway strips; (2) clear of the OFZ and ILS critical/sensitive areas where appropriate; (3) preferably not more than 200 m lateral displacement from the runway edge; (4) preferably between 300 m and 600 m from the runway threshold measured along the runway; (5) in an area with low background levels of illumination; (6) visible from the approach and take-off positions of all runways; and (7) free from the effects of air disturbance caused by nearby objects. [Issue: ADR-DSN/3]