Airspace Change Proposal at Robin Hood Airport Design Brief July 2007 COPYRIGHT STATEMENT This document and the information contained therein is the property of the Doncaster Sheffield Airport Limited and its consultant Cyrrus Associates Limited. It must not be reproduced in whole or part or otherwise disclosed to parties outside of Doncaster Sheffield Airport Limited and Cyrrus Associates Limited without the prior written consent of the Directors of Doncaster Sheffiled Airport Limited.
DISTRIBUTION Copy 1 Copy 2 Copy X Robin Hood Airport Cyrrus Associates List of Airspace Consultees Prepared by.. Barry Hawkins MBA Director Cyrrus Associates Approved by.. Richard Massingham Manager ATS Robin Hood Airport Doncaster Sheffield CA/4137/ADB/V 3.0 1 of 27
Document information Document title RHADS Airspace Change Proposal Airspace Design Brief Author B J R Hawkins, Cyrrus Associates Limited Produced by Cyrrus Associates Limited Canberra House First Avenue Doncaster Sheffield Airport DN9 3GA Tel: +44 (0)1302 802223 Fax: +44 (0)870 762 2325 Produced for DSAL Cyrrus Associates contact B J R Hawkins Tel: +44 (0)7810 811534 Email: bjrhawkins@cyrrus.co.uk Produced under contract Version Version 3.0 Date of release 16 July 2007 Document reference CA/4137/ADB/DAP CHANGE HISTORY RECORD New Issue Change Reference Date Details 2.0 Internal review Jun 2007 Proposed revised design 2.1 Initial CAA comment Jun 2007 Corrected co-ordinate info 3.0 Initial issue Jul 2007 Supplementary consultation CA/4137/ADB/V 3.0 2 of 27
Contents 1 Introduction... 4 1.1 Background... 4 1.2 Purpose... 4 1.3 Document Layout... 4 2 Airspace Design... 5 2.1 Overview... 5 2.2 CTR... 5 2.3 CTA-1... 5 2.4 CTA-2... 7 2.5 CTA-3... 7 2.6 CTA-4... 8 2.7 CTA-5... 9 2.8 CTA-6... 9 2.9 CTA-7... 10 2.10 CTA-8... 10 2.11 CTA-9... 10 2.12 CTA-10... 11 2.13 CTA-11... 11 2.14 CTA-12... 12 2.15 CTA-13... 13 2.16 CTA-14... 14 2.17 CTA-15... 14 2.18 Other Controlled Airspace... 15 2.19 Visual Reference Points and VFR Routes... 17 2.20 Airspace Co-ordinates... 17 3 Arrivals... 19 3.1 General... 19 3.2 Holding... 19 4 Departures... 21 4.1 General... 21 4.2 Departure Routes... 21 A Airspace Co-ordinates... 24 CA/4137/ADB/V 3.0 3 of 27
1 Introduction 1.1 Background 1.1.1 As a result of the observations and comments arising from the Sponsor Consultation, it has been necessary to revisit the design for the controlled airspace proposed at Robin Hood Airport Doncaster Sheffield (RHADS). The original design fully encompassed the departure, arrival and hold procedures and the nominal tracks of the instrument approach procedures. However, the lateral boundaries had been established on the following principles: Ä Ä Ä Minimum airspace necessary to contain the procedures; Replicate the boundaries of the airways system overhead; Keep the design simple for ease of publication. 1.1.2 Although the principles are laudable, the design resulted in the creation of more controlled airspace at the lower levels. As a consequence, various NATMAC member organisations and individuals involved in leisure flying asked that some base levels be raised. The revised design has been derived from using the minimum airspace necessary to contain the procedures and the result is a rather more complex layout. 1.2 Purpose 1.2.1 The purpose of this short brief is to: Ä Ä Ä Present the revised design proposal that is to be taken forward into the formal application for the airspace change and describe the positive effects of the new design; Provide co-ordinates for the CTR and the various CTA; Explain the follow-up actions post the completion of the Sponsor Consultation. 1.3 Document Layout 1.3.1 Section 2 of this document is laid out as a series of diagrams explaining the various segments of airspace. Nominal routes for the arrivals (including holding) and departures follow in Sections 3 and 4 respectively. CA/4137/ADB/V 3.0 4 of 27
2 Airspace Design 2.1 Overview 2.1.1 The revised airspace design is based upon a CTR established about the runway at RHADS and then a series of CTA segments to enable a continuum of controlled airspace from the CTR to the enroute. The shape of the revised design is not dissimilar to that consulted upon, but the size and individual shape of all segments has been changed. The revised layout enables higher base levels to be employed away from the core area (CTR and CTA 1-4) which should address the concerns expressed by the leisure flying and GA consultees and the MoD. 2.1.2 Although the changes have been made to address most of the issues raised by objectors during the Sponsor Consultation, a balance had to be struck between maintaining the operational capability of RHADS and affording the freedom of operation in Class G by the military and the leisure flying fraternity. In particular, the ICAO design criteria limited the amount of change that could be made to the CTA that lay along the departure and arrival routes. Raising base levels to meet all of the demands of the objectors would result in commercial traffic, arriving at and departing from RHADS, leaving the confines of controlled airspace. 2.2 CTR 2.2.1 The CTR has a lateral boundary which is based upon the runway. The eastern and western boundaries are offset from the mid-point of the runway by 5nm and 5.22nm respectively. The western boundary has been set so that, when it is extended to form the boundary to CTA-1 and CTA-2, GOLES lays over it thus obviating the original concept of moving or replacing this significant reporting point. A 7nm arc from the mid-point of the runway is scribed through the end points of the boundary lines that lie parallel to the runway to form a lozenge shape. The CTR extends from the surface to 2000ft AMSL. The design is shown in Figure 2-1. 2.3 CTA-1 2.3.1 CTA-1 lies to the north of the CTR. It is a small segment of controlled airspace with a lower limit of 1500ft AMSL and an upper limit of 2000ft AMSL which is formed between the 6.5 nm arc and 8 nm arc from the DER of runway 20. eral limits to east and west are formed by extending the eastern and western boundaries of the CTR. This CTA will facilitate improved flow of VFR traffic wishing to remain clear of controlled airspace when operating to and from Sandtoft. This CTA is depicted in Figure 2-2. CA/4137/ADB/V 3.0 5 of 27
Figure 2-1: CTR Figure 2-2: CTA-1 CA/4137/ADB/V 3.0 6 of 27
2.4 CTA-2 2.4.1 CTA-2 overlays the northern part of the CTR and CTA-1 below airway Y70. The lower limit is 2000ft AMSL and the upper limit shall extend to FL85. The western boundary of CTA-2 is delineated by the extended western boundary line of the CTR and CTA-1 until it intercepts the 13 DME arc from the runway end runway 02. The eastern boundary lays 6.4nm east of and parallel to the runway. The southern boundary is delineated by the line between airway L603 and Y70. The design is shown in Figure 2-3. 2.5 CTA-3 Figure 2-3: CTA-2 2.5.1 CTA-3 lies to the south of RHADS and is a similar design and dimension to that provided for CTA-1. It is a small segment of controlled airspace with a lower limit of 1500ft AMSL and an upper limit of 2000ft AMSL which is formed between the 6.5 nm arc and 8 nm arc from the DER of runway 02. Changing this segment from the original CTR design will provide more freedom for VFR traffic to operate. This segment of airspace is shown in Figure 2-4. CA/4137/ADB/V 3.0 7 of 27
Figure 2-4: CTA-3 and CTA-5 2.6 CTA-4 2.6.1 Its boundaries accord with the current sectorisation of the airways system above in most respects (north, east and south) except for southern part of the western boundary. The boundary immediately due west of RHADS is coincident with the step-up of L26/L603 airway from FL85 to FL105 and this then diverges to abut to CTA-6 to form a south-westerly boundary that has been determined by scribing a line from the south-eastern point of CTA-10 passing just east of Netherthorpe airfield to the southern edge of airway L26/L603. The revision permits more of the airspace adjacent to the Netherthorpe ATZ to remain as Class G airspace. Whilst ensuring that there will still be sufficient Class D to the west of the extended centreline to runway 02 in the event that aircraft are required to position IFR to this runway from the west. The airspace has a lower limit of 2000ft AMSL and an upper limit of FL105. The depiction of CTA-4 is shown in Figure 2-5. 2.6.2 The elevation of the airfields at Gamston (87ft AMSL) and Netherthorpe (254ft AMSL) result in the upper level of the ATZ at 2000ft AGL being 2087ft AMSL and 2254ft AMSL respectively. It is recognised that these upper parts of the ATZ are contained within the lower limit of CTA-4 and CTA-5 by a small margin. To ensure that the 2 GA airfields are able to enjoy the full vertical extent of their ATZ during their notified opening hours, airspace sharing arrangements are to be agreed between stakeholders and articulated in revised LoAs. 2.6.3 This CTA also accommodates the initial part of the departure profiles from runway 20. The GOLES departure was originally designed with a 6% climb gradient; but this was increased to 8% to provide commonality with the 20 ROGAG procedure. The steeper gradient has been adopted to enable base levels in the western CTA segments adjacent to the CTR, through which the aircraft passed, to be raised. CA/4137/ADB/V 3.0 8 of 27
The requirement to ensure that the nominal vertical flight path always remained at least 500ft above the base level of Class D airspace was applied. 2.6.4 It would have been possible to establish further CTA segments to step-up the airspace below the nominal flight path; thus enabling retention of additional small volumes of airspace as Class G. However, this would have made the design far more complex and the boundaries of these small segments were not easy to define clearly such that VFR traffic could readily avoid accidental penetration of controlled airspace. A balance had to be struck between minimum amount of controlled airspace for containment versus sensible presentation of controlled airspace for ease of recognition. 2.7 CTA-5 Figure 2-5: CTA-4 2.7.1 CTA-5 lies above Netherthorpe and Gamston and is established to ensure that the arrival procedures and IAPs for runway 02 are fully contained within controlled airspace. The base level is 2000ft AMSL which overlaps vertically with the ATZ at the 2 GA airfields (as explained in paragraph 2.6.2) and the upper limit is 6000ft AMSL. Aircraft making IFR approaches to runway 02 should be level at 2500ft through this segment and the upper limit ensures that any ROGAG departure from runway 20 is contained. The segment is depicted in Figure 2-4. 2.8 CTA-6 2.8.1 Having raised the base levels of the CTAs south west of RHADS and introducing additional segment splits, a small triangular CTA results just to the north of CA/4137/ADB/V 3.0 9 of 27
Netherthorpe. This is designated CTA-6 which has a base level of 6000ft AMSL and an upper level of FL105. The delineation of this CTA is shown in Figure 2-6. 2.9 CTA-7 Figure 2-6: CTA-6 2.9.1 The same principles as described in paragraph 2.6.3 were applied to the runway 02 GOLES departure profiles. Containment of departures is assured with aircraft flying 8% climb gradient. However, CTA-7 also facilitates arrivals from the west which are provided with radar vectors to runway 20. Balancing the needs of the arrivals and departures resulted in a compromise of setting the base level for CTA- 7 as 2000ft AMSL. The resulting shape of CTA-7 is depicted in Figure 2-7. 2.10 CTA-8 2.10.1 CTA-8 has not changed in lateral dimension (from when it was designated CTA-2 in the original design). However, it has been possible to raise the base level from 3000ft to 4000ft which will benefit GA operators from Sherburn and the nonpowered flight operators wishing to transit west of RHADS. It is not possible to raise this base any further (so that it can be merged with CTA-9) as the control and sequencing of arriving traffic to runway 20 would be compromised. CTA-8 is depicted in Figure 2-7. 2.11 CTA-9 2.11.1 CTA-9 abuts to CTA-8 on the eastern boundary. The western boundary abuts to the edge of the Manchester TMA and the north and south boundaries lie under the CA/4137/ADB/V 3.0 10 of 27
airway Y70. The base level is 4500ft AMSL and the upper limit FL55. An alternative design would be to lower the airway from FL55 to FL45. This segment will accommodate the departures routing to the west from both runway 02 and 20. The depiction of CTA-9 is shown in Figure 2-7. 2.12 CTA-10 Figure 2-7: CTA-7, CTA-8 & CTA-9 2.12.1 The airspace that lies to the south-west of the Airport under airway L603 centred on the reporting point MAMUL was designated CTA-4 in the original proposal; but it has now been split into 2 segments CTA-10 to the north of MAMUL and CTA-11 to the south. CTA-10 serves to protect the arrivals to both runways and the UPTON departure from runway 20. The lower limit is 4000ft and the upper limit FL85. This segment is depicted in Figure 2-7. 2.13 CTA-11 2.13.1 The purpose of splitting the original proposal in the vicinity of MAMUL has been to provide more airspace in segment CTA-11 as the base level here needs only to be 6000ft and the upper limit FL85. The raising of the base level should enable greater freedom to VFR traffic to carry out flying training exercises in this area and it also facilitates the transit of non-powered aircraft. This segment is depicted in Figure 2-7. CA/4137/ADB/V 3.0 11 of 27
Figure 2-8: CTA-10 & CTA-11 2.14 CTA-12 2.14.1 CTA-12 lies to the east of the Airport and serves to protect aircraft descending from the airway towards the FNY beacon. The base level is FL75 and the upper limit FL105 to adjoin the base of Y70 in the northern area and L603 in the southern area. The northern boundary of CTA-12 is the centre-line of airway Y70 and the eastern boundary is defined by the airways above. The western boundary is the edge of CTA-13 (to the north) and CTA-4 (to the south). Limiting the lateral boundaries of this CTA and maintaining the base level at FL75 requires that all aircraft from the east are positioned towards the overhead prior to turning downwind for either runway at RHADS. CTA-12 is depicted in Figure 2-9. 2.14.2 As a consequence of the re-design, the area defined for use by Hibaldstow is avoided and the current coordination arrangements between stakeholders will assure safe and effective operations. Furthermore, the glider site at Kirton in Lindsey is afforded more Class G within which to operate. 2.14.3 It should be noted that the eastern boundary of the CTA (below airway L26/L603) is scribed across the western extremity of R313 which has an upper limit of 9500ft AMSL. Consequently, an airspace sharing arrangement is proposed for this area. The airspace will be designated as Class D airspace and when R313 is notified as active, the authorised activity (RAFAT) within the restricted airspace shall have primacy. In addition, it is proposed that the airspace sharing agreement be extended to include the buffer area that exists around R313. The airspace sharing arrangements will be contained within the LoA established between the participating stakeholders. CA/4137/ADB/V 3.0 12 of 27
Figure 2-9: CTA-12 2.15 CTA-13 2.15.1 The purpose of CTA-13 is to ensure that there is continuity of controlled airspace between CTA-12 and CTA-2 as indicated in Figure 2-10. It is intended that the airspace boundary where the base of airway Y70 changes from FL85 to FL105 be moved eastwards such that the southern end of the line which delineates the base level change is positioned where CTA-2 meets the southern boundary of airway Y70. In order to define the proposed change to the boundary in airway Y70, described in paragraph 2.18, it is suggested that a new 5LRP be established on the centreline of the airway. The lower limit will be FL75 and the upper limit will be FL85. CA/4137/ADB/V 3.0 13 of 27
Figure 2-10: CTA-13 2.16 CTA-14 2.16.1 CTA-14 is the CTA just south-east of LAMIX which permits the containment of the runway 20 ROGAG departures prior to entering the airway above. The base level is FL115 and the upper limit is FL155 which is the base level of L603 in this area. This segment would be subject to an airspace sharing agreement with the MoD in order to accommodate the buffer policy for the operation of R313. The airspace is depicted in Figure 2-11. 2.17 CTA-15 2.17.1 CTA-15 lies to the east of CTA-14 which enables aircraft to climb into L603 just west of ROGAG. Its base level is FL135 and the upper limit is FL155; therefore, it does not interfere with R313 operations. Furthermore, CTA-15 does not inhibit the effectiveness of the holding arrangements that take place at RAF Waddington. The airspace is depicted in Figure 2-11. CA/4137/ADB/V 3.0 14 of 27
2.18 Other Controlled Airspace Figure 2-11: CTA-14 and CTA-15 2.18.1 If the boundaries of airway Y70 in the vicinity of GOLES and the line where the base of the airway steps up from FL85 to FL105 are not changed, the resulting triangular-shaped CTA segments to fill-in between the other defined CTA segments proposed by RHADS in this ACP would create confusion and complexity. The proposal has been discussed with NATS and it has been agreed, in principle, that the boundary moves are sensible and would not affect current operations within the airway. 2.18.2 The 5LRP at GOLES is a significant point for many procedures notified in the UK AIP and any change of position would result in a high administrative burden. The boundary change proposed at GOLES is a reorientation of the boundary (centred on the reporting point) to overlay the western boundary of CTA-2. The proposed change is depicted in Figures 2-12. 2.18.3 The other boundary change to the east of GOLES on airway Y70 is to move the current boundary between the base level segments of FL85 and FL105, approximately 2.4 nm east as depicted in Figure 2-13. The result would be the establishment of additional Class A airspace. A very complex set of Class D CTA could have been proposed, but it was not deemed sensible. 2.18.4 The western boundary of the revised airway design in this area would benefit from the establishment of a new 5LRP on the centreline of Y70. This would enable better air traffic management of traffic entering/leaving the airway for the adjacent regional airports. It is anticipated that DAP will apply for the new 5LRP. CA/4137/ADB/V 3.0 15 of 27
Figure 2-12: Boundary Change at GOLES for Y70 Figure 2-13: Boundary Change at New Reporting Point for Y70 CA/4137/ADB/V 3.0 16 of 27
2.19 Visual Reference Points and VFR Routes 2.19.1 To facilitate improved integration and management of VFR traffic through the CTR, a number of Visual Reference Points (VRP), as listed below and shown in Figure 2-14, and VFR routes (also shown in Figure 2-14) are to be established. The routes will permit VFR traffic, having received an ATC clearance from RHADS, to operate in accordance with the notification for the purposes of Article 97 subparagraphs (4) (5) (6) and (11) (b) (i) of the Air Navigation Order 2005 which is set out for Class D airspace in ENR-1-4-5 of the UKAIP. VRPs Location Co-ordinates 1. Goole Docks N53 41 46.70 W000 52 54.18 2. M18/M180 Interchange N53 35 28.93 W000 59 14.48 3. Thorpe Marsh N53 34 50.45 W001 05 43.66 4. Haxey N53 29 15.11 W000 51 24.04 5. A1M/M18 Interchange N53 28 44.95 W001 08 53.46 6. Gainsborough N53 23 34.30 W000 46 15.10 7. M1/M18 Interchange N53 23 33.82 W001 16 42.66 8. A1/A57 Interchange N53 17 47.26 W001 01 56.43 VFR Routes Ä Ä Ä Ä M18 North/South Haxey East/West M18 West/East A1M North/South 2.20 Airspace Co-ordinates 2.20.1 The co-ordinates for the CTR and each CTA are shown in the table at Annex A. CA/4137/ADB/V 3.0 17 of 27
Figure 2-14: VRP and VFR Routes CA/4137/ADB/V 3.0 18 of 27
3 Arrivals 3.1 General 3.1.1 The arrival profiles are predicated on 2 factors: homing to the airport navigational aid and/or radar vectoring to final approach. The routes depicted in Figure 3-1 are nominal and are defined so that the minimum amount of airspace necessary for containment is established. 3.1.2 DAP requires that due recognition is given to the buffer policy which requires that R313 is avoided by 5nm laterally and 2000ft vertically. This policy is not compatible with the original proposal to establish holding patterns due east of the Airport. Following discussion with DAP, it was decided that the current holding procedures (overhead the FNY) be retained until traffic levels dictate a review of the procedures. 3.1.3 The arrival profile to runway 02 shows that aircraft are positioned to the east of the airfield. A profile to make direct approaches from the west to runway 02 could be flown but this is only done occasionally - usually when the air picture along the more routinely used approach from the eastern side of the airfield prevents a controller from achieving standard separation. 3.2 Holding 3.2.1 The holding procedures are those which are depicted in the UK AIP predicated on the FNY. CA/4137/ADB/V 3.0 19 of 27
Figure 3-1: Arrivals CA/4137/ADB/V 3.0 20 of 27
4 Departures 4.1 General 4.1.1 All current departures are predicated on the designs that were approved at the Public Inquiry (PI). It is recognised that some are not ideal as they do not enable easy access to the enroute system. Nonetheless, RHADS has persevered with the current routes until the aircraft pass 3000ft at which point radar vectoring is employed. 4.1.2 One of the routes approved at the PI was the runway 20 TRENT profile but it has rarely been used. Utilising the initial part of this route (up to 2000ft) a revised departure towards Gamston has been explored which will enable a better flight profile for route to the east to be employed. A more direct route has also been investigated but was dismissed as the climb profile does not assure containment in controlled airspace. 4.1.3 The airspace as defined in Section 2 encompasses all departure profiles currently in use. The routes to the east are less easy to accommodate given the constraints attached to R313 and the MoD activities. The 2 CTA segments proposed to the south of R313 are essential if the continuum of controlled airspace is to be assured for the ROGAG departures. 4.1.4 All departure profiles have been established on a Procedure Design Gradient (PDG) of 8%. Aircraft unable to sustain this gradient would need to be provided with a specific ATC clearance to assure that the aircraft remains within controlled airspace. It is envisaged that this would be an irregular occurrence. 4.2 Departure Routes 4.2.1 The departures from both runways are depicted in Figures 4-1 and 4-2 and are readily accommodated in the design. CA/4137/ADB/V 3.0 21 of 27
Figure 4-1: Runway 02 Departure Profiles CA/4137/ADB/V 3.0 22 of 27
Figure 4-2: Runway 20 Departure Profiles CA/4137/ADB/V 3.0 23 of 27
A Airspace Co-ordinates A.1 WGS-84 co-ordinates for the revised airspace design. RHADS (CTR) CTR-1 N53 34 28.31 W001 06 12.41 thence clockwise by the arc of a circle radius 6.5nm centred on N53 29 08.56 W000 59 48.20 to CTR-2 N53 31 34.44 W000 49 46.20 CTR-3 N53 22 17.37 W000 54 52.00 thence anti-clockwise by the arc of a circle radius 6.5nm centred on N53 27 48.74 W001 00 30.84 to CTR-4 N53 25 43.97 W001 10 56.91 RHADS (CTA-1) CTA 1-1 N53 36 31.36 W001 05 05.48 thence clockwise by the arc of a circle radius 8nm centred on N53 29 08.56 W000 59 48.20 to CTA 1-2 N53 33 35.10 W000 48 39.65 CTA 1-3 N53 31 34.44 W000 49 46.20 thence anti-clockwise by the arc of a circle radius 6.5nm centred on N53 29 08.56 W000 59 48.20 to CTA 1-4 N53 34 28.31 W001 06 12.41 RHADS (CTA-2) CTA 2-1 N53 41 49.64 W001 02 11.33 thence clockwise by the arc of a circle radius 13nm centred on N53 29 08.56 W000 59 48.20 to CTA 2-2 N53 37 56.18 W000 43 44.00 CTA 2-3 N53 26 44.98 W000 49 55.42 CTA 2-4 N53 31 20.21 W001 06 24.47 CTA 2-5 N53 31 10.75 W001 07 59.85 CA/4137/ADB/V 3.0 24 of 27
RHADS (CTA 3) CTA 3-1 N53 25 43.97 W001 10 56.91 thence anti-clockwise by the arc of a circle radius 6.5nm centred on N53 27 48.74 W001 00 30.84 to CTA 3-2 N53 22 17.37 W000 54 52.00 CTA 3-3 N53 20 22.12 W000 55 54.98 thence clockwise by the arc of a circle radius 8nm centred on N53 27 48.74 W001 00 30.84 to CTA 3-4 N53 23 37.70 W001 11 57.58 CTA 3-5 N53 25 37.09 W001 12 04.17 RHADS (CTA 4) CTA 4-1 N53 30 59.97 W001 09 22.21 CTA 4-2 N53 31 20.21 W001 06 24.47 CTA 4-3 N53 26 44.98 W000 49 55.42 CTA 4-4 N53 16 07.31 W000 55 43.99 CTA 4-5 N53 19 01.46 W001 11 42.37 CTA 4-6 N53 25.37.07 W001 12 04.37 RHADS (CTA 5) CTA 5-1 N53 19 01.46 W001 11 42.37 CTA 5-2 N53 16 07.31 W000 55 43.99 CTA 5-3 N53 15 07.71 W000 56 16.46 thence clockwise by the arc of a circle radius 13nm centred on N53 27 48.74 W001 00 30.84 to CTA 5-4 N53 16 38.88 W001 11 34.54 RHADS (CTA 6) CTA 6-1 N53 25 37.09 W001 12 04.17 CTA 6-2 N53 19 01.46 W001 11 42.37 CTA 6-3 N53 19 37.65 W001 15 04.01 CA/4137/ADB/V 3.0 25 of 27
RHADS (CTA-7) CTA 7-1 N53 41 41.99 W001 03 56.34 CTA 7-2 N53 41 49.63 W001 02 11.33 CTA 7-3 N53 31 10.75 W001 07 59.85 CTA 7-4 N53 31 02.79 W001 09 19.95 RHADS (CTA-8) CTA 8-1 N53 40 30.89 W001 15 53.63 CTA 8-2 N53 41 41.99 W001 03 56.34 CTA 8-3 N53 31 02.79 W001 09 19.95 CTA 8-4 N53 30 40.18 W001 13 06.71 RHADS (CTA-9) CTA 9-1 N53 39 40.83 W001 24 11.08 CTA 9-2 N53 40 30.89 W001 15 53.63 CTA 9-3 N53 30 40.18 W001 13 06.71 CTA 9-4 N53 29 50.31 W001 21 22.29 RHADS (CTA 10) CTA 10-1 N53 29 50.31 W001 21 22.29 CTA 10-2 N53 31 02.79 W001 09 19.95 CTA 10-3 N53 25 37.09 W001 12 04.17 CTA 10-4 N53 24 48.42 W001 19 56.50 RHADS (CTA 11) CTA 11-1 N53 24 48.42 W001 19 56.50 CTA 11-2 N53 25 37.09 W001 12 04.17 CTA 11-3 N53 19 37.65 W001 15 04.01 CTA 11-4 N53 20 15.19 W001 18 33.78 CA/4137/ADB/V 3.0 26 of 27
RHADS (CTA 12) CTA 12-1 N53 31 14.99 W000 46 21.33 CTA 12-2 N53 28 00.41 W000 34 51.75 CTA 12-3 N53 23 29.21 W000 38 24.99 CTA 12-4 N53 13 52.23 W000 43 28.24 CTA 12-5 N53 16 07.31 W000 55 43.99 CTA 12-6 N53 26 43.98 W000 49 55.41 RHADS (CTA 13) CTA 13-1 N53 31 30.77 W000 47 17.38 CTA 13-2 N53 31 14.91 W000 46 21.26 CTA 13-3 N53 26 44.98 W000 49 55.42 RHADS (CTA 14) CTA 14-1 N53 18 37.00 W000 40 58.87 CTA 14-2 N53 17 17.40 W000 33 48.80 CTA 14-3 N53 12 33.43 W000 36 18.51 CTA 14-4 N53 13 52.23 W000 43 28.24 RHADS (CTA 15) CTA 15-1 N53 17 17.40 W000 33 48.80 CTA 15-2 N53 15 59.95 W000 26 52.98 CTA 15-3 N53 11 16.13 W000 29 23.40 CTA 15-4 N53 12 33.43 W000 36 18.51 CA/4137/ADB/V 3.0 27 of 27