ARCH 528 – ARCHITECTURAL DESIGN 6 – SITE DEVELOPMENT PLANNING AND LANDSCAPING

CODE REQUIREMENTS AND RELATED STANDARDS FOR AIRPORT DESIGN IN THE PHILIPPINES
CIVIL AVIATION AUTHORITY OF THE PHILIPPINES OF OBSTACLE TO PERMIT THE INTENDED
(CAAP) MANUAL OF STANDARDS AND INTERNATIONAL AEROPLANE OPERATIONS TO BE CONDUCTED
CIVIL AVIATION ORGANIZATION (ICAO) ANNEX 14 SAFELY.
10. OBSTACLE FREE ZONE (OFZ): THE AIRSPACE
I. DEFINITIONS ABOVE THE INNER APPROACH SURFACE, INNER
A. AERODROME-SPECIFIC TERMS: TRANSITIONAL SURFACES AND BALKED LANDING
SURFACE AND THAT PORTION OF THE STRIP WHERE
1. AERODROME: A DEFINED AREA ON LAND OR THESE SURFACES ARE NOT DEFINED.
WATER (INCLUDING ANY BUILDINGS,
INSTALLATIONS, AND EQUIPMENT) INTENDED TO BE CAAP REGULATIONS
USED EITHER WHOLLY OR IN PART FOR THE CHAPTER 6. AERODROME PHYSICAL
ARRIVAL, DEPARTURE, AND SURFACE MOVEMENT OF CHARACTERISTICS
AIRCRAFT. SECTION 6.2 RUNWAYS
2. RUNWAY: A DEFINED RECTANGULAR AREA ON A
LAND AERODROME PREPARED FOR THE LANDING NOTE: - 1 MANY FACTORS AFFECT THE DETERMINATION OF
AND TAKEOFF OF AIRCRAFT. THE ORIENTATION, SITING AND NUMBER OF RUNWAYS.
3. TAXIWAY: A DEFINED PATH ON A LAND
AERODROME ESTABLISHED FOR THE TAXIING OF NOTE: - 2 ONE IMPORTANT FACTOR IS THE USABILITY
AIRCRAFT AND INTENDED TO PROVIDE A LINK FACTOR, AS DETERMINED BY THE WIND DISTRIBUTION,
BETWEEN ONE PART OF THE AERODROME AND WHICH IS SPECIFIED HEREUNDER. ANOTHER IMPORTANT
ANOTHER, INCLUDING: FACTOR IS THE ALIGNMENT OF THE RUNWAY TO FACILITATE
a. APRON TAXIWAY: PART OF THE TAXIWAY THE PROVISION OF APPROACHES CONFORMING TO THE
SYSTEM LOCATED ON AN APRON AND APPROACH SURFACE SPECIFICATIONS OF MOS 7. IN MOS
INTENDED TO PROVIDE A THROUGH TAXI ATTACHMENT A, SECTION 18, INFORMATION IS GIVEN
ROUTE ACROSS THE APRON. CONCERNING THESE AND OTHER FACTORS.
b. RAPID EXIT TAXIWAY: A TAXIWAY
CONNECTED TO A RUNWAY AT AN ACUTE NOTE: - 3 WHEN A NEW INSTRUMENT RUNWAY IS BEING
ANGLE AND DESIGNED TO ALLOW LANDING LOCATED, PARTICULAR ATTENTION NEEDS TO BE GIVEN TO
AIRPLANNES TO LEAVE THE RUNWAY AT AREAS OVER WHICH AEROPLANES WILL BE REQUIRED TO FLY
HIGHER SPEEDS THAN ARE ACHIEVED ON WHEN FOLLOWING INSTRUMENT APPROACH AND MISSED
OTHER EXIT TAXIWAYS, THEREBY APPROACH PROCEDURES, SO AS TO ENSURE THAT
MINIMIZING RUNWAY OCCUPANCY TIME. OBSTACLES IN THESE AREAS OR OTHER FACTORS WILL NOT
4. APRON: A DEFINED AREA ON A LAND AERODROME RESTRICT THE OPERATION OF THE AEROPLANES FOR WHICH
INTENDED TO ACCOMMODATE AIRCRAFT FOR THE RUNWAY IS INTENDED.
PURPOSES OF LOADING AND UNLOADING
PASSENGERS, MAIL OR CARGO; FUELING; PARKING; 6.2.1 NUMBER AND ORIENTATION OF RUNWAYS
OR MAINTENANCE. 6.2.1.1 THE NUMBER AND ORIENTATION OF
5. THRESHOLD: THE BEGINNING OF THE PORTION OF RUNWAYS AT AN AERODROME SHALL BE SUCH THAT
THE RUNWAY USABLE FOR LANDING. THE USABILITY FACTOR OF THE AERODROME IS NOT
6. TOUCHDOWN ZONE: (TDZ): THE PORTION OF A LESS THAN 95% FOR THE AEROPLANES THAT THE
RUNWAY, BEYOND THE THRESHOLD, WHERE IT IS AERODROME IS INTENDED TO SERVE.
INTENDED LANDING AEROPLANES FIRST CONTACT 6.2.1.2 THE SITING AND ORIENTATION OF RUNWAYS
THE RUNWAY. AT AN AERODROME SHALL, WHERE POSSIBLE, BE
7. DECLARED DISTANCES: SUCH THAT THE ARRIVAL AND DEPARTURE TRACKS
a. TORA (TAKEOFF RUN AVAILABLE): THE MINIMIZE INTERFERENCE WITH AREAS APPROVED
LENGTH OF RUNWAY DECLARED AVAILABLE FOR RESIDENTIAL USE AND OTHER NOISE-SENSITIVE
AND SUITABLE FOR THE GROUND RUN OF AREAS CLOSE TO THE AERODROME IN ORDER TO
AN AIRPLANE TAKING OFF. AVOID FUTURE NOISE PROBLEMS.
b. TODA (TAKEOFF DISTANCE AVAILABLE): 6.2.1.3 IN THE APPLICATION OF 6.2.1.2, IT SHALL
THE LENGTH OF THE TAKEOFF RUN BE ASSUMED THAT LANDING OR TAKE-OFF OF
AVAILABLE PLUS THE LENGTH OF AEROPLANES IS, IN NORMAL CIRCUMSTANCES,
CLEARWAY, IF PROVIDED.) PRECLUDED WHEN THE CROSSWIND COMPONENT
c. ASDA (ACCELERATE-STOP DISTANCE EXCEEDS:
AVAILABLE): THE LENGTH OF THE (A) 37 KM/H (20 KT) IN THE CASE OF
TAKEOFF RUN AVAILABLE PLUS THE LENGTH AEROPLANES WHOSE REFERENCE FIELD LENGTH IS
OF STOPWAY, IF PROVIDED.” 1500 M OR OVER, EXCEPT THAT WHEN POOR
d. LDA (LANDING DISTANCE AVIALBLE): THE RUNWAY BRAKING ACTION OWING TO AN
LENGTH OF RUNWAY DECLARED AVAIALBLE INSUFFICIENT LONGITUDINAL COEFFICIENT OF
AND SUITABLE FOR THE GROUND RUN OF FRICTION IS EXPERIENCED WITH SOME FREQUENCY,
AN AEROPLANE LANDING. A CROSSWIND COMPONENT NOT EXCEEDING 24
8. RUNWAY END SAFETY AREA (RESA): AN AREA KM/H (13 KT) SHALL BE ASSUMED;
SYMMETRICAL ABOUT THE EXTENDED RUNWAY (B) 24 KM/H (13 KT) IN THE CASE OF
CENTRE LINE AND NORMALLY CLEAR OF ALL AEROPLANES WHOSE REFERENCE FIELD
OBJECTS OTHER THAN FRANGIBLE OBJECTS THAT IS LENGTH IS 1200 M OR UP TO BUT NOT
INTENDED TO REDUCE THE RISK OF DAMAGE TO AN INCLUDING 1500 M; AND
AEROPLANE UNDERSHOOTING OR OVERRUNNING (C) 19 KM/H (10 KT) IN THE CASE OF
THE RUNWAY. AEROPLANES WHOSE REFERENCE FIELD LENGTH IS
9. OBSTACLE LIMITATION SURFACES (OLS): A LESS THAN 1200 M.
SERIES OF SURFACES THAT DEFINE THE AIRSPACE
AROUNND AN AERODROME THAT SHOULD BE FREE
 1^a 18 m 18 m 23 m -
2^a 23 m 23 m 30 m -
3 30 m 30 m 30 m 45 m
4 - - 45 m 45 m
6.2.2.2 LOCATION OF RUNWAY THRESHOLD TABLE 6.2-1: MINIMUM RUNWAY WIDTH
6.2.2.1 THE THRESHOLD OF A RUNWAY MUST BE 6.2.5 RUNWAY TURN PADS
LOCATED: 6.2.5.3 THE RUNWAY TURN PAD MUST BE LOCATED
(A) IF THE RUNWAY’S CODE NUMBER IS 1, ON EITHER THE LEFT OR RIGHT SIDE OF THE
NOT LESS THAN 30 METERS AFTER; OR RUNWAY AND ADJOINING THE RUNWAY PAVEMENT
(B) IN ANY OTHER CASE, NOT LESS THAN 60 AT BOTH ENDS OF THE RUNWAY AND AT SOME
METERS AFTER THE POINT AT WHICH THE INTERMEDIATE LOCATIONS WHERE DEEMED
APPROACH SURFACE MEETS THE EXTENDED NECESSARY.
RUNWAY CENTERLINE. NOTE: - THE INITIATION OF THE TURN WILL BE
6.2.2.2. A THRESHOLD IS GENERALLY TO BE FACILITATED BY LOCATING THE TURN PAD ON THE
LOCATED AT THE EXTREMITY OF A RUNWAY, BUT IT LEFT SIDE OF THE RUNWAY, SINCE THE LEFT SEAT IS
MAY BE DISPLACED PERMANENTLY OR TEMPORARILY THE NORMAL POSITION OF THE PILOT- IN-
TO TAKE ACCOUNT OF FACTORS WHICH HAVE A COMMAND.
BEARING ON THE LOCATION OF THE THRESHOLD. 6.2.5.4 THE INTERSECTION ANGLE OF THE RUNWAY
WHERE DISPLACEMENT IS DUE TO AN TURN PAD WITH THE RUNWAY SHALL NOT EXCEED
UNSERVICEABLE RUNWAY CONDITION, A CLEARED 30°, AND THE NOSE WHEEL STEERING ANGLE USED
AND GRADED AREA OF AT LEAST 60 METERS IN IN THE DESIGN OF THE TURN PAD TAXI GUIDANCE
LENGTH IS TO BE PROVIDED BETWEEN THE END OF MARKINGS SHALL NOT EXCEED 45°.
THE UNSERVICEABLE AREA AND THE DISPLACED 6.2.5.5 THE DESIGN OF A RUNWAY TURN PAD SHALL
THRESHOLD. IN SUCH CASES THE REQUISITE BE SUCH THAT, WHEN THE COCKPIT OF THE
RUNWAY END SAFETY AREA IS TO BE PROVIDED. AEROPLANE FOR WHICH THE TURN PAD IS
INTENDED REMAINS OVER THE TURN PAD TAXI
6.2.3. LENGTH OF RUNWAY GUIDANCE MARKING, THE CLEARANCE DISTANCE
6.2.3.1 EXCEPT AS PROVIDED IN 6.2.3.3, THE BETWEEN ANY WHEEL OF THE AEROPLANE LANDING
ACTUAL RUNWAY LENGTH OF A PRIMARY RUNWAY GEAR AND THE EDGE OF THE TURN PAD IS NOT
MUST BE ADEQUATE TO MEET THE OPERATIONAL LESS THAN THE DISTANCE DETERMINED USING MOS
REQUIREMENTS OF THE AEROPLANES FOR WHICH TABLE 6.2-2.
THE RUNWAY IS INTENDED AND SHALL NOT BE LESS
THAN THE LONGEST LENGTH DETERMINED BY a IF THE TURN PAD IS INTENDED TO BE USED BY
APPLYING THE CORRECTIONS FOR LOCAL AEROPLANES WITH A WHEEL BASE LESS 18 M.
CONDITIONS TO THE OPERATIONS AND b IF THE TURN PAD IS INTENDED TO BE USED BY
PERFORMANCE CHARACTERISTICS FOR THE AEROPLANES WITH A WHEEL BASE EQUAL OR
RELEVANT AEROPLANES. GREATER THAN 18 M.
6.2.3.2 THE LENGTH OF A SECONDARY RUNWAY
SHALL BE DETERMINED SIMILARLY TO PRIMARY OMGWS
RUNWAYS EXCEPT THAT IT NEEDS ONLY TO BE
UP TO 4.5 M UP 6 M UP 9 M UP
ADEQUATE FOR THOSE AEROPLANES WHICH
BUT NOT TO BUT TO BUT TO BUT
REQUIRE TO USE THAT SECONDARY RUNWAY IN
INCLUDIN NOT NOT NOT
ADDITION TO THE OTHER RUNWAY OR RUNWAYS IN
G 4.5 M INCLUDIN INCLUDIN INCLUDIN
ORDER TO OBTAIN A USABILITY FACTOR OF AT
G 6M G9M G 15 M
LEAST 95%.
6.2.3.3. WHERE A RUNWAY IS ASSOCIATED WITH A CLEARANC 1.5 m 2.25 m 3 m^a or 4m
STOPWAY OR CLEARWAY, AN ACTUAL RUNWAY E 4 m^b
LENGTH LESS THAN THAT RESULTING FROM
APPLICATION OF 6.2.3.1 OR 6.2.3.2, AS TABLE 6.2.-2: MINIMUM CLEARANCE DISTANCE
APPROPRIATE, MAY BE CONSIDERED SATISFACTORY, BETWEEN ANY UNDERCARRIAGE WHEEL AND EDGE OF
BUT IN SUCH A CASE ANY COMBINATION OF RUNWAY TURNING AREA
RUNWAY, STOPWAY AND CLEARWAY PROVIDED
6.2.5.8 THE SURFACE OF A RUNWAY TURN PAD
SHALL PERMIT COMPLIANCE WITH THE
SHALL NOT HAVE SURFACE IRREGULARITIES THAT
OPERATIONAL REQUIREMENTS FOR TAKE-OFF AND
MAY CAUSE DAMAGE TO AN AEROPLANE USING THE
LANDING OF THE AEROPLANES THE RUNWAY IS
TURN PAD.
INTENDED TO SERVE.
6.2.5.9 THE SURFACE OF A RUNWAY TURN PAD
6.2.4. RUNWAY WIDTH SHALL BE SO CONSTRUCTED OR RESURFACED AS
6.2.4.1 THE WIDTH OF A RUNWAY MUST NOT BE TO PROVIDE SURFACE FRICTION CHARACTERISTICS
LESS THAN THAT DETERMINED USING TABLE 6.2-1. AT LEAST EQUAL TO THAT OF THE ADJOINING
1^a RUNWAY WIDTH MAY BE REDUCED TO 15 M OR RUNWAY.
10 M DEPENDING ON THE RESTRICTIONS PLACED ON SMALL
AEROPLANE OPERATIONS. 6.2.6 SPACING FOR PARALLEL RUNWAYS
2^a THE WIDTH OF A PRECISION APPROACH 6.2.6.1 WHERE PARALLEL, NON-INSTRUMENT
RUNWAY SHALL HE NOT LESS THAN 30 M WHERE THE CODE RUNWAYS ARE INTENDED FOR SIMULTANEOUS USE,
NUMBER IS I OR 2. THE MINIMUM SEPARATION DISTANCE BETWEEN THE
OUTER MAIN GEAR WHEEL SPAN (OMGWS) RUNWAY CENTERLINES MUST NOT BE LESS THAN:
CODE UP TO 4.5 M UP 6 M UP 9 M UP (A) 210 M WHERE THE HIGHER CODE NUMBER OF
NUMBE BUT NOT TO BUT TO BUT TO BUT THE TWO RUNWAYS IS 3 OR 4;
R INCLUDIN NOT NOT NOT (B) 150 M WHERE THE HIGHER CODE NUMBER OF
G 4.5 M INCLUDIN INCLUDIN INCLUDIN THE TWO RUNWAYS IS 2; AND
G6M G 9M G 15 M
 (C) 120 M WHERE THE CODE NUMBER OF EACH OF 6.2.7.4 IF THE RUNWAY CODE NUMBER IS 3 AND IT
THE TWO RUNWAYS IS 1. IS A PRECISION APPROACH CATEGORY II OR
CATEGORY III RUNWAY, THE LONGITUDINAL SLOPE
6.2.6.3 WHERE PARALLEL INSTRUMENT RUNWAYS ALONG THE FIRST AND LAST QUARTERS OF THE
ARE INTENDED FOR SIMULTANEOUS USE, THE RUNWAY MUST NOT BE MORE THAN 0.8%.
MINIMUM DISTANCE BETWEEN THE RUNWAY
CENTERLINES MUST NOT BE LESS THAN: 6.2.7.5 IF SLOPE CHANGES CANNOT BE AVOIDED,
THE CHANGE IN LONGITUDINAL SLOPE BETWEEN
(A) FOR INDEPENDENT PARALLEL APPROACHES, ANY TWO ADJOINING PARTS OF A RUNWAY MUST
1,035 M; NOT BE MORE THAN:
(B) FOR DEPENDENT PARALLEL APPROACHES, 915 (A) 1.5% IF THE RUNWAY’S CODE NUMBER
M; IS 3 OR 4; OR
(C) FOR INDEPENDENT PARALLEL DEPARTURES, 760 (B) 2.0% IF THE RUNWAY’S CODE NUMBER
M; AND IS 1 OR 2.
(D) FOR SEGREGATED PARALLEL OPERATIONS, 760
M,
EXCEPT THAT:
6.2.8 RUNWAY SIGHT DISTANCE
(A) FOR SEGREGATED PARALLEL OPERATIONS THE 6.2.8.1 THE UNOBSTRUCTED LINE OF SIGHT ALONG
SPECIFIED MINIMUM DISTANCE: THE SURFACE OF A RUNWAY, FROM A POINT ABOVE
I) MAY BE DECREASED, BY 30 M FOR EACH THE RUNWAY, MUST NOT BE LESS THAN THE
150 M THAT THE ARRIVAL RUNWAY IS STAGGERED DISTANCE DETERMINED USING TABLE 6.2-3.
TOWARD THE ARRIVING AIRCRAFT, TO A MINIMUM CODE MINIMUM UNOBSTRUCTED LINE OF
OF 300 M; AND LETTER SIGHT
A FROM A POINT 1.5 M ABOVE THE RUNWAY
II) SHALL BE INCREASED BY 30 M FOR EACH TO ANY OTHER POINT 1.5 M ABOVE THE
150 M THAT THE ARRIVAL RUNWAY IS STAGGERED RUNWAY FOR HALF THE LENGTH OF THE
AWAY FROM THE ARRIVING AIRCRAFT; AND RUNWAY.
B FROM A POINT 2 M ABOVE THE RUNWAY TO
(B) FOR INDEPENDENT PARALLEL APPROACHES,
ANY OTHER POINT 2 M ABOVE THE
COMBINATIONS OF MINIMUM DISTANCES AND
RUNWAY FOR HALF THE LENGTH OF THE
ASSOCIATED CONDITIONS OTHER THAN THOSE
RUNWAY.
SPECIFIED IN THE MOS-ATS MAY BE APPLIED WHEN
C, D, E OR F FROM A POINT 3 M ABOVE THE RUNWAY TO
IT IS DETERMINED THAT SUCH COMBINATIONS
ANY OTHER POINT 3 M ABOVE THE
WOULD NOT ADVERSELY AFFECT THE SAFETY OF
RUNWAY FOR HALF THE LENGTH OF THE
AIRCRAFT OPERATIONS.
RUNWAY.
6.2.7 RUNWAY LONGITUDINAL SLOPE NOTE: - CONSIDERATION WILL HAVE TO BE GIVEN TO
6.2.7.1 THE OVERALL RUNWAY SLOPE IS DEFINED PROVIDING AN UNOBSTRUCTED LINE OF SIGHT OVER THE
BY DIVIDING THE DIFFERENCE BETWEEN THE ENTIRE LENGTH OF A SINGLE RUNWAY WHERE A FULL-
MAXIMUM AND MINIMUM ELEVATION ALONG THE LENGTH PARALLEL TAXIWAY IS NOT AVAILABLE. WHERE AN
RUNWAY CENTERLINE BY THE RUNWAY LENGTH, AERODROME HAS INTERSECTING RUNWAYS, ADDITIONAL
AND MUST NOT BE MORE THAN: CRITERIA ON THE LINE OF SIGHT OF THE INTERSECTION
(A) 1% IF THE RUNWAY CODE NUMBER IS 3 AREA WOULD NEED TO BE CONSIDERED FOR
OR 4; OR OPERATIONAL SAFETY.
TABLE 6.2-3: RUNWAY LINE OF SIGHT
(B) 2% IF THE RUNWAY CODE NUMBER IS 1
OR 2.
6.2.8.2 IF RUNWAY LIGHTING IS PROVIDED, THE
6.2.7.2 SUBJECT TO PARAGRAPHS 6.2.7.3 UNOBSTRUCTED LINE OF SIGHT FROM 3 M ABOVE
AND 6.2.7.4, THE LONGITUDINAL SLOPE ANY POINT ON THE RUNWAY SURFACE TO ANY
ALONG ANY PART OF A RUNWAY MUST NOT OTHER POINT ON THE RUNWAY SURFACE MUST NOT
BE MORE THAN: BE LESS THAN 600 M.

(A) 1.25% IF THE RUNWAY CODE NUMBER 6.2.9 TRANSVERSE SLOPES ON RUNWAYS
IS 4; OR 6.2.9.1 THE TRANSVERSE SLOPE ON ANY PART OF A
(B) 1.5% IF THE RUNWAY CODE NUMBER IS RUNWAY MUST BE ADEQUATE TO PREVENT THE
3; OR ACCUMULATION OF WATER AND MUST BE IN
ACCORDANCE WITH MOS TABLE 6.2-4
(C) 2.0% IF THE RUNWAY CODE NUMBER IS CODE LETTER
1 OR 2. A OR B C,D,E OR F
NOTE: - A UNIFORM SLOPE FOR AT LEAST MAXIMUM 2.5% 2.0%
300 M SHOULD BE PROVIDED AT EACH END SLOPE
OF THE RUNWAY, AND AT AIRPORTS WHERE PREFERRED 2.0% 1.5%
LARGE JET AEROPLANES OPERATE THIS SLOPE
DISTANCE SHOULD BE INCREASED TO AT MINIMUM 1.5% 1.0%
LEAST 600 M. SLOPE
TABLE 6.2-4: RUNWAY TRANSVERSE SLOPE
6.2.7.3 IF THE RUNWAY CODE NUMBER IS 4, THE
LONGITUDINAL SLOPE ALONG THE FIRST AND LAST 6.2.10 RUNWAY SURFACE
QUARTERS OF THE RUNWAY MUST NOT BE MORE 6.2.10.1 THE SURFACE OF A RUNWAY SHALL BE
THAN 0.8%. CONSTRUCTED WITHOUT IRREGULARITIES THAT
 WILL IMPAIR THE RUNWAY SURFACE FRICTION (B) 60 M WHERE THE CODE LETTER IS F WITH TWO-
CHARACTERISTICS OR OTHERWISE ADVERSELY OR THREE-ENGINED AEROPLANES; AND
AFFECT THE TAKE-OFF OR LANDING OF AN (C) 75 M WHERE THE CODE LETTER IS F WITH FOUR
AEROPLANE. (OR MORE)-ENGINED AEROPLANES.
NOTE: - 1. THE FINISH ON THE SURFACE OF A
RUNWAY SHALL BE SUCH THAT, WHEN TESTED WITH 6.2.16 SLOPES ON RUNWAY SHOULDERS
A 3 METER STRAIGHT-EDGE PLACED ANYWHERE ON 6.2.16.1 THE SURFACE OF THE SHOULDER THAT
THE SURFACE, THERE IS NO DEVIATION GREATER ABUTS THE RUNWAY SHALL BE FLUSH WITH THE
THAN 3 MM BETWEEN THE LOWER EDGE OF THE SURFACE OF THE RUNWAY AND ITS TRANSVERSE
STRAIGHT-EDGE AND THE SURFACE OF THE RUNWAY SLOPE SHALL NOT EXCEED 2.5%.
PAVEMENT ANYWHERE ALONG THE STRAIGHT-EDGE.
NOTE: - 2. SURFACE IRREGULARITIES MAY SECTION 6.3 RUNWAY STRIP
ADVERSELY AFFECT THE TAKE-OFF OR LANDING OF 6.3.1 GENERAL
AN AEROPLANE BY CAUSING EXCESSIVE BOUNCING, 6.3.1.1 A RUNWAY AND ANY ASSOCIATED STOPWAYS
PITCHING, VIBRATION, OR OTHER DIFFICULTIES IN SHALL BE CENTRALLY LOCATED WITHIN A RUNWAY
THE CONTROL OF AN AEROPLANE. STRIP.
6.2.10.3 THE SURFACE OF A PAVED RUNWAY MUST 6.3.1.2 A RUNWAY STRIP, IN ADDITION TO THE
HAVE AN AVERAGE SURFACE TEXTURE DEPTH OF RUNWAY AND STOPWAY, MUST INCLUDE A GRADED
NOT AREA AROUND THE RUNWAY AND STOPWAY WHICH
LESS THAN 1.0 MM OVER THE FULL RUNWAY WIDTH IS INTENDED TO SERVE IN THE EVENT OF AN
AND RUNWAY LENGTH. AIRCRAFT RUNNING OFF THE RUNWAY.

6.3.2 RUNWAY STRIP-LENGTH

6.3.2.1 THE GRADED AREA OF A RUNWAY STRIP
MUST EXTEND BEYOND THE END OF THE RUNWAY,
OR ANY ASSOCIATED STOPWAY, FOR AT LEAST: (A)
6.2.11 RUNWAY BEARING STRENGTH 30 M IF THE RUNWAY’S CODE NUMBER IS 1 AND IT
6.2.11.2 CAAP DOES NOT SPECIFY A MINIMUM IS A NON-INSTRUMENT RUNWAY; OR (B) 60 M IN ANY
REQUIREMENT FOR RUNWAY BEARING STRENGTH, OTHER CASE.
HOWEVER, THE BEARING STRENGTH OF A
PAVEMENT SHALL BE CAPABLE OF WITHSTANDING
THE TRAFFIC OF AIRCRAFT THE RUNWAY IS 6.3.3 RUNWAY STRIP WIDTH
INTENDED TO SERVE WITHOUT ANY SAFETY 6.3.3.1 THE WIDTH OF THE GRADED AREA OF A
PROBLEMS TO AIRCRAFT. THE PUBLISHED PCN RUNWAY STRIP MUST BE NOT LESS THAN THAT
VALUE SHOULD BE SUITABLE FOR AIRCRAFT THAT GIVEN IN TABLE 6.3-5.
REGULARLY USE THE RUNWAY. AERODROME REFERENCE RUNWAY STRIP WIDTH
CODE
6.2.12 RUNWAY SHOULDERS 1AB 60 M
6.2.12.1 RUNWAY SHOULDERS SHALL BE PROVIDED 2C 80 M
FOR A RUNWAY WHERE THE CODE LETTER IS D, E 3 (WHERE THE RUNWAY 90 M
OR F. WIDTH IS 30 M)
6.2.12.2 IF A RUNWAY IS 30 M WIDE AND IS USED BY 3, 4 (WHERE THE RUNWAY 150 M
AEROPLANES SEATING 100 PASSENGERS OR MORE, WIDTH IS 45 M OR MORE)
SHOULDERS MUST BE PROVIDED AND THE TOTAL a RUNWAY STRIP WIDTH MAY BE REDUCED TO 30 M
WIDTH OF THE RUNWAY AND ITS SHOULDERS MUST DEPENDING ON THE RESTRICTIONS PLACED ON SMALL
NOT BE LESS THAN 36 M. AEROPLANE OPERATIONS.
b RUNWAYS USED AT NIGHT ARE REQUIRED TO HAVE A
6.2.13 CHARACTERISTICS OF RUNWAY SHOULDERS RUNWAY STRIP WITH A MINIMUM WIDTH OF 80 M.
6.2.13.1 RUNWAY SHOULDERS MUST: c RUNWAYS USED IN DAYLIGHT BY AEROPLANES NOT
(A) BE OF EQUAL WIDTH ON BOTH SIDES; EXCEEDING 5,700KG MAY HAVE A RUNWAY STRIP WITH A
(B) SLOPE DOWNWARDS AND AWAY FROM THE MINIMUM WIDTH OF 60 M.
RUNWAY SURFACE;
TABLE 6.3-5: GRADED RUNWAY STRIP WIDTH
(C) BE RESISTANT TO AEROPLANE ENGINE BLAST
EROSION;
6.3.3.2 A STRIP INCLUDING A NON-PRECISION
(D) BE CONSTRUCTED SO AS TO BE CAPABLE OF
APPROACH RUNWAY SHALL EXTEND LATERALLY TO A
SUPPORTING AN AEROPLANE, RUNNING OFF THE
DISTANCE OF AT LEAST:
RUNWAY, WITHOUT CAUSING STRUCTURAL DAMAGE
— 140 M WHERE THE CODE NUMBER IS 3
TO THE AEROPLANE; AND (E) BE FLUSH WITH THE
OR 4; AND
RUNWAY SURFACE EXCEPT DURING RUNWAY
— 70 M WHERE THE CODE NUMBER IS 1 OR
OVERLAY WORKS WHERE A STEP DOWN NOT
2;
EXCEEDING 25 MM IS PERMITTED FOR A PERIOD
ON EACH SIDE OF THE CENTERLINE OF THE RUNWAY
NOT TO EXCEED 7 DAYS.
AND ITS EXTENDED CENTRE LINE THROUGHOUT THE
LENGTH OF THE STRIP.
6.2.15 WIDTH OF RUNWAY SHOULDERS
6.3.3.3 A STRIP INCLUDING A PRECISION APPROACH
6.2.15.1 FOR AEROPLANES WITH OMGWS FROM 9 M
RUNWAY SHALL, WHEREVER PRACTICABLE, EXTEND
UP TO BUT NOT INCLUDING 15 M, THE RUNWAY
LATERALLY TO A DISTANCE OF AT LEAST: — 140 M
SHOULDERS SHALL EXTEND SYMMETRICALLY ON
WHERE THE CODE NUMBER IS 3 OR 4; AND — 70 M
EACH SIDE OF THE RUNWAY SO THAT THE OVERALL
WHERE THE CODE NUMBER IS 1 OR 2; ON EACH
WIDTH OF THE RUNWAY AND ITS SHOULDERS IS
SIDE OF THE CENTERLINE OF THE RUNWAY AND ITS
NOT LESS THAN:
EXTENDED CENTRE LINE THROUGHOUT THE
(A) 60 M WHERE THE CODE LETTER IS D OR E;
LENGTH OF THE STRIP.
6.3.4 LONGITUDINAL SLOPE ON GRADED AREA OF OBSTACLE LIMITATION SURFACE OR INTERFERE WITH
RUNWAY STRIP THE OPERATION OF RADIO NAVIGATION AIDS.
6.3.4.1 AS FAR AS PRACTICABLE THE LONGITUDINAL 6.8.2.4 EXCEPT FOR AN EXIT TAXIWAY, AN
SLOPE ALONG THE GRADED AREA OF THE RUNWAY INTERMEDIATE HOLDING POSITION OR POSITIONS
STRIP MUST NOT BE MORE THAN: MUST BE ESTABLISHED ON A TAXIWAY, IF THE AIR
(A) 1.5% IF THE RUNWAY CODE NUMBER IS 4; TRAFFIC CONTROL REQUIRES THE AEROPLANE TO
(B) 1.75% IF THE RUNWAY CODE NUMBER IS 3; OR HOLD AT THAT POSITION.
(C) 2.0% IF THE RUNWAY’S CODE NUMBER IS 1 OR
2. 6.8.3 LOCATION OF A HOLDING BAY, RUNWAY-HOLDING
6.3.5. LONGITUDINAL SLOPE CHANGES ON GRADED POSITION, INTERMEDIATE HOLDING POSITION AND
AREA OF RUNWAY STRIP ROAD-HOLDING POSITION
6.3.5.1 SLOPE CHANGES MUST BE AS GRADUAL AS 6.8.3.1 A HOLDING BAY, INTERMEDIATE HOLDING
PRACTICABLE AND ABRUPT CHANGES OR SUDDEN POSITION OR ROAD-HOLDING POSITION MUST NOT
REVERSAL OF SLOPES AVOIDED, AND MUST NOT BE PLACED WHERE AN AIRCRAFT OR VEHICLE USING
EXCEED 2%. IT WOULD:
(A) INFRINGE THE OBSTACLE FREE ZONE, APPROACH
6.3.7 RUNWAY STRIP TRANSVERSE SLOPE SURFACE, TAKE-OFF CLIMB SURFACE OR ILS
6.3.7.1 THE TRANSVERSE SLOPE OF THE GRADED CRITICAL OR SENSITIVE AREAS, OR, IN OTHER
AREA OF THE RUNWAY STRIP MUST NOT BE MORE CASES, THE GRADED AREA OF THE RUNWAY STRIP;
THAN: OR
(A) 2.5%; IF THE RUNWAY’S CODE NUMBER IS 3 OR (B) INTERFERE WITH THE OPERATION OF RADIO
4; AND NAVIGATION AIDS.
(B) 3%; IF THE RUNWAY’S CODE NUMBER IS 1 OR 2. 6.8.3.2 AN INTERMEDIATE HOLDING POSITION SHALL
EXCEPT THAT TO FACILITATE DRAINAGE THE SLOPE BE ESTABLISHED ON A TAXIWAY AT ANY POINT
FOR THE FIRST 3 M OUTWARD FROM THE RUNWAY, OTHER THAN A RUNWAY-HOLDING POSITION WHERE
SHOULDER OR STOPWAY EDGE MUST BE NEGATIVE IT IS DESIRABLE TO DEFINE A SPECIFIC HOLDING
AS MEASURED IN THE DIRECTION AWAY FROM THE LIMIT.
RUNWAY AND MAY BE AS GREAT AS 5%.
6.8. DISTANCE FROM HOLDING BAY, RUNWAY-HOLDING
POSITION, INTERMEDIATE HOLDING POSITION AND
ROAD-HOLDING POSITION
6.8.4.1 THE DISTANCE BETWEEN A HOLDING BAY,
RUNWAY-HOLDING POSITION ESTABLISHED AT A
TAXIWAY/RUNWAY INTERSECTION OR ROAD-
SECTION 6.8 HOLDING BAYS, RUNWAY-HOLDING HOLDING POSITION AND THE CENTER LINE OF A
POSITIONS, INTERMEDIATE HOLDING POSITIONS AND RUNWAY SHALL BE IN ACCORDANCE WITH TABLE
ROAD-HOLDING POSITIONS 6.5-1AND, IN THE CASE OF A PRECISION APPROACH
6.8.1 INTRODUCTION RUNWAY, SUCH THAT A HOLDING AIRCRAFT OR
6.8.1.1 FOR THE PURPOSE OF THIS SECTION: VEHICLE WILL NOT INTERFERE WITH THE
(A) A HOLDING BAY IS DEFINED AS AN AREA OFFSET OPERATION OF RADIO NAVIGATION AIDS OR
FROM THE TAXIWAY WHERE AIRCRAFT CAN BE HELD; PENETRATE THE INNER TRANSITIONAL SURFACE.
(B) A RUNWAY-HOLDING POSITION IS A DESIGNATED 6.8.4.2 AT ELEVATIONS GREATER THAN 700 M (2,300
POSITION ON A TAXIWAY ENTERING A RUNWAY; FT) THE DISTANCE OF 90 M SPECIFIED IN MOS TABLE
(C) AN INTERMEDIATE HOLDING POSITION IS A 6.5-1 FOR A PRECISION APPROACH RUNWAY CODE
DESIGNATED POSITION ON A TAXIWAY OTHER THAN NUMBER 4 SHOULD BE INCREASED AS FOLLOWS:
AT A RUNWAY HOLDING POSITION; AND (A) UP TO AN ELEVATION OF 2 000 M (6,600 FT); 1 M
(D) A ROAD-HOLDING POSITION IS A DESIGNATED FOR EVERY 100 M (330 FT) IN EXCESS OF 700 M
POSITION AT WHICH VEHICLES MAY BE REQUIRED (23,00 FT);
TO HOLD BEFORE CROSSING A RUNWAY OR (B) ELEVATION IN EXCESS OF 2 000 M (6,600 FT)
TAXIWAY. AND UP TO 4000 M (13,320 FT); 13 M PLUS 1.5 M
FOR EVERY 100 M (330 FT) IN EXCESS OF 2000 M
6.8.2 PROVISION OF A HOLDING BAY, RUNWAY- (6,600 FT); AND
HOLDING POSITION, INTERMEDIATE HOLDING 6.8.4.3 IF A HOLDING BAY, RUNWAY-HOLDING
POSITION AND ROAD-HOLDING POSITION POSITION OR ROAD-HOLDING POSITION FOR A
6.8.2.1 THE PROVISION OF A HOLDING BAY IS THE PRECISION APPROACH RUNWAY CODE NUMBER 4 IS
PREROGATIVE OF THE AERODROME OPERATOR, AT A GREATER ELEVATION COMPARED TO THE
HOWEVER IF IT IS PROVIDED, IT MUST BE LOCATED THRESHOLD, THE DISTANCE SPECIFIED IN MOS
SUCH THAT ANY AEROPLANE ON IT WILL NOT TABLE 6.5-1 SHALL BE FURTHER INCREASED 5 M
INFRINGE THE INNER TRANSITIONAL SURFACE. FOR EVERY METER THE BAY OR POSITION IS HIGHER
HOLDING BAY(S) SHALL BE PROVIDED WHEN THE THAN THE THRESHOLD.
TRAFFIC DENSITY IS MEDIUM OR HEAVY. CODE TYPE OF RUNWAY
6.8.2.2 A RUNWAY-HOLDING POSITION OR NUMBE
POSITIONS MUST BE ESTABLISHED: (A) ON A R
TAXIWAY, AT THE INTERSECTION OF A TAXIWAY AND NON- NON- PRECISI PRECISI TAK
A RUNWAY; OR (B) AT AN INTERSECTION OF A INSTRU PRECISI ONN ON E-
RUNWAY WITH ANOTHER RUNWAY WHEN THE MENT ON CATEG CATEG OFF
FORMER RUNWAY IS PART OF A STANDARD TAXI- APPROA ORY I ORY II
ROUTE. CH OR III
6.8.2.3 A RUNWAY-HOLDING POSITION SHALL BE 1 30 m 40 m 60 m b - 30
ESTABLISHED ON A TAXIWAY IF THE LOCATION OR m
ALIGNMENT OF THE TAXIWAY IS SUCH THAT A 2 40 m 40 m 60 m b - 40
TAXIING AIRCRAFT OR VEHICLE CAN INFRINGE AN m
 3 75 m 75 m 90 m 90 m 75 DRAINAGE MUST BE PROVIDED TO DIRECT SPILLED
a,b a,b m FUEL AWAY FROM BUILDINGS AND OTHER
4 75 m 75 m 90 m 90 m a, 75 STRUCTURES ADJOINING THE APRON.
a,b b m 6.9.3.5 WHERE STORM-WATER DRAINS CAN ALSO
a IF A HOLDING BAY, RUNWAY-HOLDING POSITION OR SERVE TO COLLECT SPILT FUEL FROM THE APRON
ROAD-HOLDING POSITION IS AT A LOWER ELEVATION AREA, FLAME TRAPS OR INTERCEPTOR PITS MUST BE
COMPARED TO THE THRESHOLD, THE DISTANCE MAY BE PROVIDED TO ISOLATE AND PREVENT THE SPREAD
DECREASED 5 M FOR EVERY METER THE BAY OR HOLDING OF FUEL INTO OTHER AREAS.
POSITION IS LOWER THAN THE THRESHOLD, CONTINGENT 6.9.4 APRON BEARING STRENGTH
UPON NOT INFIRINGING THE INNER TRANSITIONAL 6.9.4.1 CAAP DOES NOT SPECIFY A STANDARD FOR
SURFACE. APRON BEARING STRENGTH, HOWEVER THE
b THE DISTANCE MAY NEED TO BE INCREASED TO AVOID BEARING STRENGTH MUST BE SUCH THAT IT DOES
INTERFERENCE WITH RADIO NAVIGATION AIDS, NOT CAUSE ANY SAFETY PROBLEMS TO THE
PARTICULARLY THE GLIDE PATH AND LOCALIZER OPERATING AIRCRAFT.
FACILITIES. 6.9.4.2 EACH PART OF AN APRON SHALL BE
CAPABLE OF WITHSTANDING THE TRAFFIC OF THE
SECTION 6.9 APRONS AIRCRAFT IT IS INTENDED TO SERVE, DUE
6.9.1 LOCATION OF APRON CONSIDERATION BEING GIVEN TO THE FACT THAT
6.9.1.1 AN APRON MUST BE LOCATED SO THAT SOME PORTIONS OF THE APRON WILL BE SUBJECTED
AEROPLANES PARKED ON IT DO NOT INFRINGE AN TO A HIGHER DENSITY OF TRAFFIC AND, AS A
OBSTACLE LIMITATION SURFACE, AND IN RESULT OF SLOW MOVING OR STATIONARY
PARTICULAR, THE TRANSITIONAL SURFACE. AIRCRAFT, TO HIGHER STRESSES THAN A RUNWAY.
6.9.1.2 APRONS SHALL BE PROVIDED WHERE
NECESSARY TO PERMIT THE ON- AND OFF-LOADING 6.9.5 APRON ROAD
OF PASSENGERS, CARGO OR MAIL AS WELL AS THE 6.9.5.1 ON AN APRON WHERE A MARKED ROADWAY
SERVICING OF AIRCRAFT WITHOUT INTERFERING IS TO BE PROVIDED FOR SURFACE VEHICLES, THE
WITH THE AERODROME TRAFFIC. LOCATION OF THE APRON ROAD MUST BE SUCH
6.9.1.3 THE TOTAL APRON AREA SHALL BE THAT, WHERE PRACTICABLE, VEHICLES TRAVELING
ADEQUATE TO PERMIT EXPEDITIOUS HANDLING OF ON IT WILL BE AT LEAST 3 M FROM ANY AIRCRAFT
THE AERODROME TRAFFIC AT ITS MAXIMUM PARKED AT THE AIRCRAFT PARKING POSITION.
ANTICIPATED DENSITY. 6.10 JET BLAST
6.10.1 GENERAL
6.9.2. CLEARANCE DISTANCES ON AIRCRAFT STANDS 6.10.1.1 THE AERODROME OPERATOR MUST
6.9.2.1 AN AIRCRAFT STAND SHALL BE PROVIDED PROTECT PEOPLE AND PROPERTY FROM THE
THE FOLLOWING MINIMUM CLEARANCES BETWEEN DANGEROUS EFFECTS OF JET BLAST. INFORMATION
AN AIRCRAFT ENTERING OR EXITING THE STAND ON SPECIFIC JET ENGINE BLAST VELOCITIES,
AND ANY ADJACENT BUILDING, AIRCRAFT ON INCLUDING LATERAL AND VERTICAL CONTOURS FOR
ANOTHER STAND AND OTHER OBJECTS USING TABLE A GIVEN AIRCRAFT MODEL, IS PROVIDED IN THE
6.9-1. AIRCRAFT CHARACTERISTICS - AIRPORT PLANNING
CODE LETTER FROM FROM WING TIP DOCUMENT THAT IS PREPARED FOR MOST AIRCRAFT
FOR AIRCRAFT CENTERLINE OF OF AIRCRAFT ON MODELS BY THE AIRCRAFT MANUFACTURER.
AIRCRAFT AIRCRAFT 6.10.2 JET BLAST AND PROPELLER WASH HAZARDS
PARKING PARKING 6.10.2.1 THE RECOMMENDED MAXIMUM WIND
POSITION POSITION TO VELOCITIES WHICH PEOPLE, OBJECTS AND
TAXILANE TO OBJECT BUILDINGS IN THE VICINITY OF AN AEROPLANE MAY
OBJECT BE SUBJECTED TO SHOULD NOT BE MORE THAN:
A 12.0 m 3.0 m (A) 60 KM/H WHERE PASSENGERS HAVE TO WALK
B 16.5 m 3.0 m AND PEOPLE ARE EXPECTED TO CONGREGATE;
(B) 80 KM/H IN MINOR PUBLIC AREAS, WHERE
C 22.5 m 4.5 m
PEOPLE ARE NOT EXPECTED TO CONGREGATE;
D 33.5 m 7.5 m*
(C) 50 KM/H ON PUBLIC ROADS WHERE THE
E 40.0 m 7.5 m*
VEHICULAR SPEED MAY BE 80 KM/H OR MORE, AND
F 47.5 m 7.5 m* 60 KM/H WHERE THE VEHICULAR SPEED IS
*THE MINIMUM SPERATION DISTANCE IS 10 METERS IF EXPECTED TO BE BELOW 80 KM/H;
FREE MOVING PARKING IS USED. (D) 80 KM/H FOR PERSONNEL WORKING NEAR AN
TABLE 6.9-1: AIRCRAFT PARKING POSITIONS – AEROPLANE OR FOR APRON EQUIPMENT;
MINIMUM SEPARATION DISTANCE (E) DESIRABLY 60 KM/H AND NOT GREATER THAN 80
6.9.3 SLOPES ON APRONS KM/H FOR LIGHT AEROPLANE PARKING AREAS; AND
6.9.3.1 THE SLOPE ON AN AIRCRAFT PARKING (F) 100 KM/H FOR BUILDINGS AND OTHER
POSITION (AIRCRAFT STAND) MUST NOT BE MORE STRUCTURES.
THAN 1%. NOTE: - TO OFFER PROTECTION FROM JET BLAST
6.9.3.2 THE SLOPE ON ANY OTHER PART OF AN VELOCITIES THE AERODROME OPERATOR MAY
APRON, INCLUDING THOSE ON AN AIRCRAFT STAND CONSIDER THE PROVISION OF JET BLAST FENCES OR
TAXILANE MUST BE AS LEVEL AS PRACTICABLE, THE USE OF APPROPRIATE BUILDING MATERIAL.
WITHOUT CAUSING WATER TO ACCUMULATE ON THE
SURFACE OF THE APRON, BUT MUST NOT BE MORE CHAPTER 9. AERODROME VISUAL AIDS – AERODROME
THAN 2%. LIGHTING
6.9.3.3. SUBJECT TO PARAGRAPH 6.9.3.4 THE
GRADING OF AN APRON MUST BE SUCH THAT IT 9.1.1. APPLICATION AND DEFINITIONS
DOES NOT SLOPE DOWN TOWARDS THE TERMINAL 9.1.1.2 FOR AERODROME LIGHTING PURPOSES,
BUILDING. WORDS USED IN THIS CHAPTER HAVE THE
6.9.3.4 WHERE A SLOPE DOWN TOWARDS THE FOLLOWING MEANING:
TERMINAL BUILDING CANNOT BE AVOIDED, APRON
 (A) AERODROME LAYOUT. THIS MEANS THE NUMBER 9.1.4.1 AT AN AERODROME AVAILABLE FOR NIGHT
OF RUNWAYS, TAXIWAYS AND APRONS AT AN OPERATIONS, AT LEAST THE FOLLOWING FACILITIES
AERODROME PROVIDED WITH LIGHTING, AND IS MUST BE PROVIDED WITH APPROPRIATE LIGHTING:
DIVIDED INTO THE FOLLOWING CATEGORIES: (A) RUNWAYS, TAXIWAYS AND APRONS INTENDED
(I) BASIC – AN AERODROME WITH ONE FOR NIGHT USE;
RUNWAY, WITH ONE TAXIWAY TO ONE (B) AT LEAST ONE WIND DIRECTION INDICATOR;
APRON AREA; (C) IF AN OBSTACLE WITHIN THE APPLICABLE OLS
(II) SIMPLE – AN AERODROME WITH ONE AREA OF THE AERODROME IS DETERMINED BY CAAP
RUNWAY, HAVING MORE THAN ONE AS REQUIRING OBSTACLE LIGHTING, THE OBSTACLE
TAXIWAY TO ONE OR MORE APRON AREAS; LIGHTING. NOTE: - IN THE CASE OF TAXIWAYS USED
(III) COMPLEX – AN AERODROME WITH ONLY BY AEROPLANES OF CODE A OR B, TAXIWAY
MORE THAN ONE RUNWAY, HAVING MANY REFLECTIVE MARKERS MAY BE USED IN LIEU OF
TAXIWAYS TO ONE OR MORE APRON AREAS. SOME TAXIWAY LIGHTING.
(B) AERODROME TRAFFIC DENSITY. THIS MEANS THE
NUMBER OF AIRCRAFT MOVEMENTS IN THE MEAN 9.1.5 PRIMARY SOURCE OF ELECTRICITY SUPPLY
BUSY HOUR, AND IS DIVIDED INTO THE FOLLOWING 9.1.5.1 ADEQUATE PRIMARY POWER SUPPLY SHALL
CATEGORIES: BE AVAILABLE AT AERODROMES FOR THE SAFE
(I) LIGHT – NOT GREATER THAN 15 FUNCTIONING OF AIR NAVIGATION FACILITIES.
MOVEMENTS PER RUNWAY OR TYPICALLY 9.1.5.2 THE DESIGN AND PROVISION OF ELECTRICAL
LESS THAN 20 TOTAL AERODROME POWER SYSTEMS FOR AERODROME VISUAL AND
MOVEMENTS; RADIO NAVIGATION AIDS SHALL BE SUCH THAT AN
(II) MEDIUM – 16 TO 25 MOVEMENTS PER EQUIPMENT FAILURE WILL NOT LEAVE THE PILOT
RUNWAY OR TYPICALLY BETWEEN 20 TO 35 WITH INADEQUATE VISUAL AND NON-VISUAL
TOTAL AERODROME MOVEMENTS; GUIDANCE OR MISLEADING INFORMATION. NOTE: -
(III) HEAVY – 26 OR MORE MOVEMENTS PER THE DESIGN AND INSTALLATION OF THE ELECTRICAL
RUNWAY OR TYPICALLY MORE THAN 35 SYSTEMS NEED TO TAKE INTO CONSIDERATION
AERODROME MOVEMENTS. FACTORS THAT CAN LEAD TO MALFUNCTION, SUCH
NOTE: - 1. THE NUMBER OF MOVEMENTS IN THE AS ELECTROMAGNETIC DISTURBANCES, LINE
MEAN BUSY HOUR IS THE ARITHMETIC MEAN OVER LOSSES, POWER QUALITY, ETC. ADDITIONAL
THE YEAR OF THE NUMBER OF MOVEMENTS IN THE GUIDANCE IS GIVEN IN THE AERODROME DESIGN
DAILY BUSIEST HOUR. MANUAL (DOC 9157), PART 5.
NOTE: - 2. EITHER A TAKE-OFF OR A LANDING
CONSTITUTES A MOVEMENT. 9.1.11 LIGHT FIXTURES AND SUPPORTING
(C) UPGRADE OF A FACILITY. A FACILITY IS DEEMED STRUCTURES
TO BE UPGRADED IF ANYTHING IS CHANGED TO 9.1.11.1 ALL AERODROME LIGHT FIXTURES AND
ALLOW IT TO: SUPPORTING STRUCTURES MUST BE OF MINIMUM
(I) ACCOMMODATE AEROPLANES FROM A WEIGHT WHILE BEING FIT FOR THE FUNCTION, AND
HIGHER REFERENCE CODE, SUCH AS FROM FRANGIBLE.
CODE 2 TO CODE 3 RUNWAY OR CODE 3 TO 9.1.11.2 ELEVATED APPROACH LIGHTS AND THEIR
CODE 4; SUPPORTING STRUCTURES MUST BE FRANGIBLE,
(II) BE USED BY AEROPLANES FLYING UNDER EXCEPT THAT, IN THAT PORTION OF THE APPROACH
DIFFERENT APPROACH CONDITIONS, SUCH LIGHTING SYSTEM BEYOND 300 M FROM THE
AS:  FROM NON-INSTRUMENT TO NON- RUNWAY THRESHOLD:
PRECISION INSTRUMENT;  FROM NON- (A) WHERE THE HEIGHT OF A SUPPORTING
PRECISION INSTRUMENT TO PRECISION STRUCTURE EXCEEDS 12 M, THE FRANGIBILITY
INSTRUMENT  FROM PRECISION CATEGORY REQUIREMENT NEED APPLY TO THE TOP 12 M ONLY;
I TO CATEGORY II OR III. AND
(B) WHERE A SUPPORTING STRUCTURE IS
SURROUNDED BY NON-FRANGIBLE OBJECTS, ONLY
THAT PART OF THE STRUCTURE THAT EXTENDS
ABOVE THE SURROUNDING OBJECTS NEED BE
FRANGIBLE.
9.1.11.3 WHERE AN APPROACH LIGHT FIXTURE OR
SUPPORTING STRUCTURE IS NOT IN ITSELF
SUFFICIENTLY CONSPICUOUS, IT IS TO BE SUITABLY
MARKED.
9.1.2 STANDARDIZATION OF AERODROME LIGHTING
9.1.2.1 IT IS IMPORTANT, FOR PILOT RECOGNITION 9.18 OTHER LIGHTS ON AN AERODROME
AND INTERPRETATION OF AERODROME LIGHTING 9.18.1 VEHICLE WARNING LIGHTS
SYSTEMS, THAT STANDARD CONFIGURATIONS AND 9.18.1.1 VEHICLE WARNING LIGHTS, AS REQUIRED
COLORS BE USED. THE PILOT ALWAYS VIEWS THE BY MOS 10.9.2, ARE PROVIDED TO INDICATE TO
AERODROME LIGHTING SYSTEMS IN PERSPECTIVE, PILOTS AND OTHERS THE PRESENCE OF MOVING
NEVER IN PLAN, AND HAS TO INTERPRET THE VEHICLES OR EQUIPMENT ON THE MOVEMENT AREA
GUIDANCE PROVIDED, WHILE TRAVELING AT HIGH 9.18.2. WORK LIMIT LIGHTS
SPEED, SOMETIMES WITH ONLY A LIMITED SEGMENT
OF THE LIGHTING VISIBLE. AS TIME WILL BE LIMITED 9.20 LIGHTING IN THE VICINITY OF AERODROMES
TO SEE AND REACT TO VISUAL AIDS, PARTICULARLY 9.20.1 GENERAL REQUIREMENT
IN THE LOWER VISIBILITIES, SIMPLICITY OF PATTERN, 9.20.1.1 ADVICE FOR THE GUIDANCE OF
IN ADDITION TO STANDARDIZATION, IS EXTREMELY DESIGNERS AND INSTALLATION CONTRACTORS IS
IMPORTANT. PROVIDED FOR SITUATIONS WHERE LIGHTS ARE TO
BE INSTALLED WITHIN A 6 KM RADIUS OF A KNOWN
9.1.4 MINIMUM LIGHTING SYSTEM REQUIREMENTS AERODROME. LIGHTS WITHIN THIS AREA FALL INTO
 A CATEGORY MOST LIKELY TO BE SUBJECTED TO THE
PROVISIONS OF CAR-AERODROMES WITHIN THIS
LARGE AREA THERE EXISTS A PRIMARY AREA WHICH
IS DIVIDED INTO FOUR LIGHT CONTROL ZONES: A,
B, C AND D. THESE ZONES REFLECT THE DEGREE OF
INTERFERENCE GROUND LIGHTS CAN CAUSE AS A
PILOT APPROACHES TO LAND.

9.21 CIRCLING GUIDANCE LIGHTS

9.21.1.1 CIRCLING GUIDANCE LIGHTS SHOULD BE
PROVIDED WHEN EXISTING APPROACH AND
RUNWAY LIGHTING SYSTEMS DO NOT
SATISFACTORILY PERMIT IDENTIFICATION OF THE
RUNWAY AND/OR APPROACH AREA TO A CIRCLING
AIRCRAFT IN THE CONDITIONS FOR WHICH IT IS
INTENDED THE RUNWAY BE USED FOR CIRCLING
APPROACHES.
9.21.1.2 THE LOCATION AND NUMBER OF CIRCLING
GUIDANCE LIGHTS SHOULD BE ADEQUATE TO
ENABLE A PILOT, AS APPROPRIATE, TO:
(A) JOIN THE DOWNWIND LEG OR ALIGN AND
ADJUST THE AIRCRAFT’S TRACK TO THE RUNWAY AT
A REQUIRED DISTANCE FROM IT AND TO
DISTINGUISH THE THRESHOLD IN PASSING; AND
(B) KEEP IN SIGHT THE RUNWAY THRESHOLD
AND/OR OTHER FEATURES WHICH WILL MAKE IT
POSSIBLE TO JUDGE THE TURN ON TO BASE LEG
AND FINAL APPROACH, TAKING INTO ACCOUNT THE
GUIDANCE PROVIDED BY OTHER VISUAL AIDS.
9.23 AIRCRAFT STAND MANAEUVERING GUIDANCE
LIGHTS
9.23.1.1 AIRCRAFT STAND MANEUVERING GUIDANCE
LIGHTS SHALL BE PROVIDED TO FACILITATE THE
POSITIONING OF AN AIRCRAFT ON AN AIRCRAFT
STAND ON A PAVED APRON OR ON A DEICING/ANTI-
ICING FACILITY INTENDED FOR USE IN POOR
VISIBILITY CONDITIONS, UNLESS ADEQUATE
GUIDANCE IS PROVIDED BY OTHER MEANS.
9.23.1.2 AIRCRAFT STAND MANEUVERING GUIDANCE
LIGHTS SHALL BE COLLOCATED WITH THE AIRCRAFT
STAND MARKINGS.