Atc complete unit

KIT – KALAIGNAR KARUNANIDHI
INSTITUTE OF TECHNOLOGY
( Approved by AICTE, Affiliated to Anna University, Chennai )
KANNAMPALAYAM, COIMBATORE – 641 402.
Department of Aeronautical engineering
Course Material
AE 2305 – AIR TRAFFIC CONTROL AND PLANNING

AE2035 AIR TRAFFIC CONTROL AND PLANNING L T P C
3 0 0 3
OBJECTIVE
To study the procedure of the formation of aerodrome and its design and air traffic control.
UNIT I BASIC CONCEPTS 9
Objectives of ATS - Parts of ATC service – Scope and Provision of ATCs – VFR & IFR operations –
Classification of ATS air spaces – Varies kinds of separation – Altimeter setting procedures –
Establishment, designation and identification of units providing ATS – Division of responsibility of
control.
UNIT II AIR TRAFFIC SERVICES 9
Area control service, assignment of cruising levels minimum flight altitude ATS routes and significant
points – RNAV and RNP – Vertical, lateral and longitudinal separations based on time / distance –ATC
clearances – Flight plans – position report
UNIT III FLIGHT INFORMATION ALERTING SERVICES, COORDINATION,
EMERGENCY PROCEDURES AND RULES OF THE AIR 10
Radar service, Basic radar terminology – Identification procedures using primary / secondary radar –
performance checks – use of radar in area and approach control services – assurance control and co-
ordination between radar / non radar control – emergencies – Flight information and advisory
service – Alerting service – Co-ordination and emergency procedures – Rules of the air.
UNIT IVAERODROME DATA, PHYSICAL CHARACTERISTICS AND OBSTACLE
RESTRICTION 9
Aerodrome data - Basic terminology – Aerodrome reference code – Aerodrome reference point –
Aerodrome elevation – Aerodrome reference temperature – Instrument runway, physical
Characteristics; length of primary / secondary runway – Width of runways – Minimum distance
between parallel runways etc. – obstacles restriction.
UNIT V VISUAL AIDS FOR NAVIGATION, VISUAL AIDS FOR DENOTING OBSTACLES EMERGENCY AND
OTHER SERVICES 8
Visual aids for navigation Wind direction indicator – Landing direction indicator – Location and
characteristics of signal area – Markings, general requirements – Various markings – Lights, general
requirements – Aerodrome beacon, identification beacon – Simple approach lighting system and
various lighting systems – VASI & PAPI - Visual aids for denoting obstacles; object to be marked and
lighter – Emergency and other services.
TOTAL: 45 PERIODS
TEXT BOOK
1. AIP (India) Vol. I & II, “The English Book Store”, 17-1, Connaught Circus, New Delhi.
REFERENCES
1. “Aircraft Manual (India) Volume I”, latest Edition – The English Book Store, 17-1, Connaught
Circus, New Delhi.
2. “PANS – RAC – ICAO DOC 4444”, Latest Edition, The English Book Store, 17-1, Connaught Circus,
New Delhi.
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UNIT 1[BASIC CONCEPTS]
4.1 Objectives of the air traffic services
4.1.1 The objectives of the air traffic services shall be to:
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on the manoeuvring area and obstructions on
that area;
c) expedite and maintain an orderly flow of air traffic;
d) provide advice and information useful for the safe and efficient conduct of flights;
e) notify appropriate organizations regarding aircraft in need of search and rescue aid,
and assist such organizations as required.
4.2 Divisions of the air traffic services
4.2.1 The air traffic services comprise of three services identified as follows:
4.2.1.1 Air traffic control service
4.2.1.1.1 The air traffic control service, to accomplish following objectives:
b) prevent collisions between aircraft on the manoeuvring area and obstructions
on that area;
c) expedite and maintain an orderly flow of air traffic;
4.2.1.1.2 Air traffic control services have been divided in three parts as follows:
4.2.1.1.2.1 Area control service
4.2.1.1.2.1.1 The provision of air traffic control service for controlled flights, except for
those parts of such flights which are under the jurisdiction of Approach Control or
Aerodrome
Control to accomplish following objectives:
b) expedite and maintain an orderly flow of air traffic;
4.2.1.1.2.2 Approach control service
4.2.1.1.2.2.1 The provision of air traffic control service for those parts of controlled flights
associated with arrival or departure, in order to accomplish following objectives:
b) expedite and maintain an orderly flow of air traffic;
4.2.1.1.2.3 Aerodrome control service:
4.2.1.1.2.3.1 The provision of air traffic control service for aerodrome traffic, except for those
parts of flights which are under the jurisdiction Approach Control to accomplish objectives:
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b) prevent collisions between aircraft on the manoeuvring area and obstructions on
that area;
c) expedite and maintain an orderly flow . of air traffic;
4. 2.1.2 Flight information service
4.2.1.2.1 The flight information service, to accomplish following objective:
Provide advice and information useful for the safe and efficient conduct of flights.
4.2.1.3 Alerting service
4.2.1.3.1 The alerting service to accomplish following objective:
Notify appropriate organizations regarding aircraft in need of search and rescue aid
and assist such organizations as required.
4.3 Classification of airspaces
4.3.1 ATS airspaces in India are classified and designated in accordance with following.
Class D:
IFR and VFR flights are permitted and all flights are provided with air traffic control service,
IFR flights are separated from other IFR flights and receive traffic information in respect of
VFR flights. VFR flights receive traffic information in respect of all other flights. Airspaces
in
terminal areas, control areas, control zones and aerodrome traffic zones have been classified
and designated as class D airspace.
Class E:
IFR and VFR flights are permitted; IFR flights are provided with air traffic control service
and
are separated from other IFR flights. IFR flights receive traffic information in respect of VFR
flights; VFR flights receive traffic information in respect of all other flights, as far as is
practical. Class E is not be used for control zones. Airspaces in designated ATS routes
outside
terminal areas, control areas and control zones, where air traffic control service is provided,
have been classified and designated as class E airspace.
Class F:
IFR and VFR flights are permitted. All IFR flights receive an air traffic advisory service and
all flights receive flight information service, if requested. Airspaces in designated ATS route
segments outside terminal areas, control areas and control zones, where air traffic advisory
service is provided, have been classified and designated as class F airspace.
Class G:
IFR and VFR flights are permitted and receive flight information service if requested.
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Airspaces other than those in Class D, E and F have been classified and designated as class G
airspace.
4.3.2 Requirements for flights within each class of airspace are shown in Table-1 below:
TABLE 1: ATS AIRSPACE CLASSES
Class Type
of
flight
Separation
provided
Services
Provided
Speed
limitation*
Radio
communication
requirement
ATC
Subject
to an
ATC
clearance
D IFR IFR from
IFR
Air traffic
control
service,
traffic
information
about
VFR flights
(and
traffic
avoidance
advice on
request)
250 kts IAS
below
10000 ft
AMSL
Continuous two
way
Yes
VFR Nil IFR/VFR
and
VFR/VFR
traffic
information
(and
traffic
avoidance
advice on
request)
250 kts IAS
below
10000 ft
AMSL
Continuous two
way
Yes
E IFR IFR from
IFR
Air traffic
control
service and,
as far as
practical,
traffic
information
about
250 kts IAS
below
10000 ft
AMSL
Continuous two
way
Yes
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VFR flights
VFR Nil Traffic
information
as far as
practical
250 kt IAS
below
10000 ft
AMSL
No No
F IFR IFR from
IFR as
far as
practical
Air traffic
advisory
service;
flight
information
service
250 kts IAS
10000 ft
AMSL
Continuous two
way
No
VFR Nil Flight
information
service
250 kt IAS
below
10000 ft
AMSL
No No
G IFR Nil Flight
information
service
250 kt IAS
below
10 000 ft
AMSL
Continuous two
way
No
VFR Nil Flight
information
service
250 kt IAS
below
10 000 ft
AMSL
No No
* When the height of the transition altitude is lower than 10 000 ft AMSL, FL 100 should be
used in lieu of
10 000 ft.
4.4 Application of air traffic control service
4.4.1 Air traffic control service shall be provided:
a) to all IFR flights in airspace Classes D and E;
b) to all VFR flights in airspace Classes D;
c) to all special VFR flights;
d) to all aerodrome traffic at controlled aerodromes.
4.5 Provision of air traffic control service
4.5.1 Area control service
4.5.1.1 Area control service shall be provided:
a) by an area control centre (ACC); or
b) by the unit providing approach control service in a control zone or in a control
area of limited extent which is designated primarily for the provision of approach
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control service, when no ACC is established.
4.5.2 Approach control service
4.5.2.1 Approach control service shall be provided:
a) by an aerodrome control tower or an ACC, when it is necessary or desirable to
combine under the responsibility of one unit the functions of the approach
control service and those of the aerodrome control service or the area control
service; or
b) by an approach control unit, when it is established as a separate unit.
4.5.3 Aerodrome control service
4.5.3.1 Aerodrome control service shall be provided by an aerodrome control tower.
4.6 Operation of air traffic control service
4.6.1 In order to provide air traffic control service, an air traffic control unit shall:
a) be provided with information on the intended movement of each aircraft, or
variations there from, and with current information on the actual progress of each
aircraft;
b) determine from the information received, the relative positions of known aircraft to
each other;
c) issue clearances and information for the purpose of preventing collision between
aircraft under its control and of expediting and maintaining an orderly flow of
traffic;
d) coordinate clearances as necessary with other units:
1) whenever an aircraft might otherwise conflict with traffic operated under the
control of such other units;
2) before transferring control of an aircraft to such other units.
4.6.2 Information on aircraft movements, together with a record of air traffic control
clearances issued to such
4.6.3 Aircraft shall be so displayed as to permit ready analysis in order to maintain an
efficient flow of air traffic with adequate separation between aircraft.
Vertical or horizontal separation shall be provided:
a) between IFR flights in Class D and E airspaces except when VMC climb or descent is
involved under the conditions specified in para 5.5.6;
b) between IFR flights and special VFR flights; and
c) between special VFR flights
5.1.1.2 No clearance shall be given to execute any manoeuvre that would reduce the
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spacing between two aircraft to less than the separation minimum applicable in the
circumstances.
5.1.1.3 Larger separations than the specified minima should be applied whenever
exceptional circumstances such as unlawful interference or navigational difficulties call for
extra precautions. This should be done with due regard to all relevant factors so as to avoid
impeding the flow of air traffic by the application of excessive separations.
Note — Unlawful interference with an aircraft constitutes a case of exceptional
circumstances which might require the application of separations larger than the specified
minima, between the aircraft being subjected to unlawful interference and other aircraft.
5.1.1.4 Where the type of separation or minimum used to separate two aircraft cannot be
maintained, another type of separation or another minimum shall be established prior to the
time when the current separation minimum would be infringed.
4.15 ALTIMETER SETTING PROCEDURES
4.15.1 Expression of vertical position of aircraft
4.15.1.1 For flights in the vicinity of aerodromes and within terminal control areas the
vertical position of aircraft shall be expressed in terms of altitudes at or below the transition
altitude and in terms of flight levels at or above the transition level. While passing through
the
transition layer, vertical position shall be expressed in terms of flight levels when climbing
and
in terms of altitudes when descending.
4.15.1.2 For flights en route the vertical position of aircraft shall be expressed in terms of:
a) flight levels at or above the lowest usable flight level;
b) altitudes below the lowest usable flight level.
4.15.2 Determination of the transition level
4.15.2.1 The appropriate ATS unit shall establish the transition level to be used in the vicinity
of the aerodrome(s) concerned.
4.15.2.2 The transition level shall be the lowest flight level available for use above the
transition altitude established for the aerodrome(s) concerned. Where a common transition
altitude has been established for two or more aerodromes which are so closely located as to
require coordinated procedures, the appropriate ATS units shall establish a common
transition
level to be used at any given time in the vicinity of the aerodrome.
4.15.3 Minimum cruising level for IFR flights
4.15.3.1 Cruising levels below the established minimum flight altitudes shall not be
assigned.
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4.15.4 Provision of altimeter setting information
4.15.4.1 The flight crew shall be provided with the transition level in due time prior to
reaching it during descent.
This may be accomplished by voice communications, ATIS broadcast or data link.
4.15.4.2 The transition level shall be included in approach clearances or requested by the
pilot.
4.15.4.3 A QNH altimeter setting shall be included in the descent clearance when first
cleared to an altitude below the transition level, in approach clearances or clearances to enter
the traffic circuit, and in taxi clearances for departing aircraft, except when it is known that
the
aircraft has already received the information.
4.7 Responsibility for control
4.7.1 Responsibility for control of individual flights
4.7.1.1 A controlled flight shall be under the control of only one air traffic control unit at
any given time.
4.7.2 Responsibility for control within a given block of airspace
4.7.2.1 Responsibility for the control of all aircraft operating within a given block of
airspace shall be vested in a single air traffic control unit. However, control of an aircraft or
groups of aircraft may be delegated to other air traffic control units provided that
coordination
between all air traffic control units concerned is assured.
4. 8 Transfer of responsibility for control
4.8.1 Place or time of transfer
4.8.1.1 Between an aerodrome control tower and a unit providing approach control service
4.8.1.1.1 Except for flights which are provided aerodrome control service only, the control of
arriving and departing controlled flights shall be divided between units providing aerodrome
control service and units providing approach control service as follows:
4.8.1.1.1.1 Arriving aircraft:
4.8.1.1.1.1.1 The responsibility of control of an arriving aircraft shall be transferred from the
unit providing approach control service to the aerodrome control tower when the aircraft:
a) is in the vicinity of the aerodrome, and:
1) it is considered that approach and landing will be completed in visual
reference to the ground, or
2) has reached uninterrupted visual meteorological conditions, or
b) is at a prescribed point or level, as specified in MATS 2; or
c) has landed,
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4.8.1.1.1.1.2 Transfer of communications to the aerodrome controller should be effected at
such a point, level or time that clearance to land or alternative instructions, as well as
information on essential local traffic, can be issued in a timely manner.
4.8.1.1.1.2 Departing aircraft.
4.8.1.1.1.2 .1 The responsibility for the control of a departing aircraft shall be transferred
from the unit providing aerodrome control service to the unit providing approach control
service:
a) when visual meteorological conditions prevail in the vicinity of the aerodrome:
1) prior to the time the aircraft leaves the vicinity of the aerodrome, or
2) prior to the aircraft entering instrument meteorological conditions, or
3) when the aircraft is at a prescribed point or level, as specified in MATS 2;
b) when instrument meteorological conditions prevail at the aerodrome:
1) immediately after the aircraft is airborne, or
2) when the aircraft is at a prescribed point or level, as specified in MATS 2.
4.8.1.2 Between a unit providing approach control service and a unit providing area
control service
4.8.1.2.1 When area control service and approach control service are not provided by the
same air traffic control unit, responsibility for controlled flights shall rest with the unit
providing area control service except that a unit providing approach control service shall be
responsible for the control of:
a) arriving aircraft that have been released to it by the ACC;
b) departing aircraft until such aircraft are released to the ACC.
4.8.1.2.2 A unit providing approach control service shall assume control of arriving aircraft,
provided such aircraft have been released to it, upon arrival of the aircraft at the point, level
or
time agreed for transfer of control, and shall maintain control during approach to the
aerodrome.
4.8.1.3 Between two units providing area control service
4.8.1.3 .1 The responsibility for the control of an aircraft shall be transferred from a unit
providing area control service in a control area to the unit providing area control service in an
adjacent control area at the time of crossing the common control area boundary as estimated
by
the ACC having control of the aircraft or at such other point, level or time as has been agreed
between the two units.
4.8.1.4 Between control sectors/ positions within the same air traffic control unit
4.8.1.4 .1 The responsibility for the control of an aircraft shall be transferred from one control
sector/position to another control sector/position within the same ATC unit at a point, level or
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time, as specified in local instructions.
4.9 Responsibilities for the provision of flight information service
and alerting service
4.9.1 Flight information service and alerting service are provided as follows:
a. within a flight information region (FIR): by a flight information centre, unless
the responsibility for providing such services is assigned to an air traffic control
unit having adequate facilities for the exercise of such responsibilities;
b. within controlled airspace and at controlled aerodromes: by the relevant air
traffic control units.
4.10 Time in air traffic services
4.10.1 Air traffic services units shall use Coordinated Universal Time (UTC) and shall
express the time in hours and minutes and, when required, seconds of the 24-hour day
beginning at midnight.
4.10.2 Air traffic services units shall be equipped with clocks indicating the time in hours,
minutes and seconds, clearly visible from each operating position in the unit concerned.
4.10.3 Air traffic services unit clocks and other time recording devices shall be checked as
necessary to ensure correct time to within plus or minus 30 seconds of UTC. Wherever data
link communications are utilized by an air traffic services unit, clocks and other time-
recording
devices shall be checked as necessary to ensure correct time to within 1 second of UTC.
4.10.4 The correct time shall be obtained from a standard time station or, if not possible,
from another unit which has obtained the correct time from such station. (Guidelines for
maintaining the time in different ATS units are contained in CNS CIRCULAR 3 of 2003).
4.10.5 Aerodrome control towers shall, prior to an aircraft taxiing for take-off, provide the
pilot with the correct time. Air traffic services units shall, in addition, provide aircraft with
the
correct time on request. Time checks shall be given to the nearest half minute.
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UNIT 2 [AIR TRAFFIC SERVICE]
Vertical or horizontal separation shall be provided:
a) between IFR flights in Class D and E airspaces except when VMC climb or descent is
involved under the conditions specified in para 5.5.6;
b) between IFR flights and special VFR flights; and
c) between special VFR flights
5.1.1.2 No clearance shall be given to execute any manoeuvre that would reduce the
spacing between two aircraft to less than the separation minimum applicable in the
circumstances.
5.1.1.3 Larger separations than the specified minima should be applied whenever
exceptional circumstances such as unlawful interference or navigational difficulties call for
extra precautions. This should be done with due regard to all relevant factors so as to avoid
impeding the flow of air traffic by the application of excessive separations.
Note — Unlawful interference with an aircraft constitutes a case of exceptional
circumstances which might require the application of separations larger than the specified
5.5 Vertical separation
5.5.1 Vertical Separation Minimum
a) A nominal 1000 feet below FL290 and a nominal 2000 feet at or above FL290, except
as provided for in b) below; and
b) A nominal 1000 feet when both aircraft are RVSM compliant and operating within
designated RVSM airspace.
5.5.2 Cruise climb: Cruise climb is not permitted in Indian FIRs.
5.5.3 Vertical Separation during climb and descent
5.5.3.1 An aircraft may be cleared to a level previously occupied by another aircraft after the
latter has reported vacating it, except when:
a) severe turbulence is known to exist; or
b) the aircraft concerned are established at the same holding pattern; or
c) the difference in aircraft performance is such that less than the applicable separation
minimum may result;
in which case such clearance shall be withheld until the aircraft vacating the level has
reported at or passing another level separated by the required minimum.
5.5.4 Pilot in direct communication with each other may, with their concurrence, be cleared
to maintain a specified vertical separation between their aircraft during ascent or descent.
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5.5.5 Step climb and descents
5.5.5.1 The step climb/ descent procedure may be used for simultaneous climb / descent of
the aircraft to vertically separated levels provided that the lower / higher aircraft is
progressively assigned levels that provide vertical separation with the higher / lower aircraft.
5.5.5.2 When applying the step climb or step descent procedures, pilot must be advised that
they are subject to a step climb or descent.
5.5.6 VMC climb and descent
5.5.6.1 When so requested by an aircraft and provided it is agreed by the pilot of the other
aircraft, an ATC unit may clear a controlled flight, including departing and arriving flights,
operating in airspace Classes D and E in VMC during the hours of daylight to fly subject to
maintaining own separation to one other aircraft and remaining in VMC. When a controlled
flight is so cleared, the following shall apply:
a) Clearances shall be for a specified portion of the flight at or below 10,000 feet, during
climb and descent;
b) Essential traffic information shall be passed; and
c) If there is possibility that flight under VMC may become impracticable, an IFR flight
shall be provided with alternative instructions to be complied with in the event that in
VMC cannot be maintained for the term of clearance.
5.6 Horizontal separation
5.6.1 Lateral separation
5.6.1.1 By using the same or different geographic locations: By position reports which
positively indicate the aircraft are over different geographic locations as determined visually
or by reference to a navigation aid.
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5.6.1.2 By using the same navigation aid or method: By requiring to fly on specified
tracks which are separated by a minimum amount appropriate to the navigational aid or
method employed. Lateral separation between two aircraft exists when:
5.6.1.2.1 VOR: Both aircraft are established on radials diverging by at least 15 degrees and
at least one aircraft is 15 NM or more from the facility.
5.6.1.2.2 NDB: Both aircraft are established on tracks to or from the NDB, which are
diverging by at least 30 degrees and at least one aircraft is 15 NM or more from the facility.
5.6.1.2.3 DR (dead reckoning): Both aircraft are established on tracks diverging by at least
45 degrees and at least one aircraft is 15 NM or more from the point of intersection of the
tracks, this point being determined either visually or by reference to a navigational aid and
both aircraft are established outbound from the intersection.
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5.6.1.2.4 By using crossing radials of the same VOR: When one aircraft is maintaining a
radial from a VOR and other aircraft is crossing its track, and after crossing the angular
difference of 45 deg to 135 deg inclusive, aircraft will be deemed to be laterally separated,
when the other aircraft:
a) has passed the radial of first aircraft; and
b) crossed a radial which is different by at least 20 degrees from the radial of first aircraft;
and
c) is 20 DME or more from the VOR used by first aircraft.
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5.6.2 Longitudinal separation
5.6.2.1 For the purpose of application of longitudinal separation, the terms same track,
reciprocal tracks and crossing tracks shall have the following meanings:
a) Same track: same direction tracks and intersecting tracks or portions thereof, the angular
difference of which is less than 45 degrees or more than 315 degrees, and whose
protection areas overlap.
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b) Reciprocal tracks: Opposite tracks and intersecting tracks or portions thereof, the angular
difference of which is more than 135 degrees but less than 225 degrees, and whose
protection areas overlap.
c) Crossing Tracks: Intersecting tracks or portions thereof other than those specified in a)
and b) above.
5.6.2.2 Longitudinal separation minima based on time:
5.6.2.2.1 Cross Check Calculations
a) Separation requirements must be cross-checked to ensure the integrity of
calculations.
b) The cross-check is to validate the initial calculation and to confirm that the
calculation is consistent with the traffic disposition.
5.6.2.2.2 Aircraft at the same cruising level
5.6.2.2.2.1 Aircraft flying on the same track:
a) 15 minutes;
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b) 10 minutes, if navigation aids permit frequent determination of position and speed;
5.6.2.2.2.2 Aircraft flying on crossing tracks:
a) 15 minutes;
b) 10 minutes if navigation aids permit frequent determination of position and speed
5.6.2.2.3 Aircraft climbing or descending
5.6.2.2.3.1 Traffic on the same track. When an aircraft will pass through the level of another
aircraft on the same track, the following minimum longitudinal separation shall be provided:
a) 15 minutes while vertical separation does not exist
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b) 10 minutes while vertical separation does not exist, provided that such separation is
authorized only where navigation aids permit frequent determination of position and
speed
c) 5 minutes while vertical separation does not exist, provided that the level change is
commenced within 10 minutes of the time the second aircraft has reported over an exact
reporting point.
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Note.— To facilitate application of the procedure where a considerable change of level is
involved, a descending aircraft may be cleared to some convenient level above the lower
aircraft,
or a climbing aircraft to some convenient level below the higher aircraft, to permit a further
check on the separation that will obtain while vertical separation does not exist.
5.6.2.2.3.2 Traffic on crossing tracks:
a) 15 minutes while vertical separation does not exist
b) 10 minutes while vertical separation does not exist if navigation aids permit frequent
determination of position and speed.
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5.6.2.2.3.3 Traffic on reciprocal tracks: Where lateral separation is not provided, vertical
separation shall be provided for at least ten minutes prior to and after the time the aircraft are
estimated to pass, or are estimated to have passed. Provided that it has been determined that
the aircraft have passed each other, this minimum need not apply.
5.6.2.3 Longitudinal separation minima based on distance using DME and/or GNSS
5.6.2.3.1 Separation shall be established by maintaining not less than specified distance(s)
between aircraft positions as reported by reference to DME in conjunction with other
appropriate navigation aids and/or GNSS. This type of separation shall be applied between
two aircraft using DME, or two aircraft using GNSS, or one aircraft using DME and one
aircraft using GNSS. Direct controller-pilot VHF voice communication shall be maintained
while such separation is used.
Note.- For the purpose of applying GNSS based separation minimum, a distance derived
from an integrated navigation system incorporating GNSS input is regarded as equivalent to
GNSS distance.
5.6.2.3.2 All distance reports must be made with reference to the same DME station.
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5.6.2.3.3 When applying these separation minima between any aircraft with area navigation
capability, controllers shall specifically request GNSS derived distance.
Note.- Reason making a pilot unable to provide GNSS distance information may include
inadequate onboard equipment, on GNSS input into an integrated navigation system, or a
loss of GNSS integrity.
5.6.2.3.4 Aircraft at the same cruising level
5.6.2.3.4.1 Aircraft on the same track:
a) 20 NM, provided:
1) each aircraft utilizes,
i) the same ―on track‖ DME station when both aircraft are utilizing DME, or
ii) an ―on track‖ DME station and a collocated waypoint when one aircraft is
utilizing DME and the other is utilizing GNSS, or
iii) the same waypoint when both aircraft are utilizing GNSS, and
2) separation is checked by obtaining simultaneous DME and/or GNSS readings
from the aircraft at frequent intervals to ensure that the minimum will not be
infringed.
b) 10 NM, provided:
1) the leading aircraft maintains a true airspeed of 20 kt or more faster than
the succeeding aircraft;
2) each aircraft utilizes,
i) the same ―on track‖ DME station when both aircraft are utilizing
DME, or
ii) an ―on track‖ DME station and a collocated waypoint when one
aircraft is utilizing DME and the other is utilizing GNSS, or
3) separation is checked by obtaining simultaneous DME and/or GNSS
readings from the aircraft at frequent intervals to ensure that the minimum
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will not be infringed.
5.6.2.3.4.2 Aircraft on crossing tracks:
a) 20 NM, provided:
i) each aircraft reports distance from the DME station and/or collocated waypoint/or
same waypoint located at the crossing point of the tracks and that the relative angle
between the tracks is less than 90 degrees; and
ii) separation is checked by obtaining simultaneous DME and/or GNSS readings from
the aircraft at frequent intervals to ensure that the minimum will not be infringed.
b) 10 NM provided:
i) the leading aircraft maintains a true airspeed of 20 kts or more faster than the
succeeding aircraft;
ii) each aircraft reports distance from the DME station and/or collocated waypoint/or
same waypoint located at the crossing point of the tracks and that the relative angle
between the tracks is less than 90 degrees; and
iii) separation is checked by obtaining simultaneous DME and/or GNSS readings from
the aircraft at such intervals as are necessary to ensure that the minimum is
established and will not be infringed.
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5.6.2.3.5 Aircraft climbing or descending
5.6.2.3.5.1 Aircraft on the same track: 10 NM while vertical separation does not exist,
provided:
a) each aircraft utilizes,
i) the same ―on track‖ DME station when both aircraft are utilizing DME, or
ii) an ―on track‖ DME station and a collocated waypoint when one aircraft is utilizing
DME and the other is utilizing GNSS, or
b) one aircraft maintains a level while vertical separation does not exist; and
c) separation is established by obtaining simultaneous DME and/or GNSS readings from
the aircraft.
Note.— To facilitate application of the procedure where a considerable change of level is
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involved, a descending aircraft may be cleared to some convenient level above the lower
aircraft, or a climbing aircraft to some convenient level below
the higher aircraft, to permit a further check on the separation that will obtain while vertical
separation does not exist.
5.6.2.3.5.2 Aircraft on reciprocal tracks: Aircraft utilizing on-track DME and/or
collocated waypoint or same waypoint may be cleared to climb or descend to or through the
levels occupied by other aircraft utilizing on-track DME and/or collocated waypoint or same
waypoint, provided that it has been positively established that the aircraft have passed each
other and are at least 10 NM apart.
5.6.2.4 Longitudinal separation minima with Mach number technique based on time:
5.6.2.4.1 The following conditions shall be met when the Mach number technique is being
applied:
a) Aircraft Types: Turbojet aircraft only.
b) Routes:
i) The aircraft concerned have reported over the same common point and follow the
same track or continuously diverging tracks until some other form of separation is
provided; or
ii) If the aircraft have not reported over the same reporting point and it is possible to
ensure, by radar, ADS-B or other means, that the appropriate time interval will exist
at the common point from which they either follow the same track or continuously
diverging tracks.
c) Levels: The aircraft concerned are in level flight, climbing or descending.
Note1. The Mach Number Technique is applied using True Mach Number
d) Mach Number Assignment: A Mach number (or, when appropriate, a range of Mach
numbers) shall be issued to each aircraft.
Note1: Turbojet aircraft shall adhere to the Mach number approved by ATC and shall
request ATC approval before making any changes thereto. If it is essential to make an
immediate temporary change in the Mach number (e.g. due to turbulence), ATC shall be
notified as soon as possible that such a change has been made.
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Note2: If it is not feasible, due to aircraft performance, to maintain the last assigned Mach
number during en-route climbs and descents, pilots of aircraft concerned shall advise ATC at
the time of the climb/descent request.
e) Separation Minima
i) When Mach number technique is applied, minimum longitudinal separation between
turbojet aircraft on the same track, whether in level, climbing or descending flight
shall be 10 minutes; or the prescribed minima based on application of differential
Mach number on prescribed ATS routes.
ii) The applicable longitudinal separation minima is maintained by:
�Ensuring that the spacing between the estimated positions of the aircraft is not less
than the prescribed minimum.
�Continuously monitoring aircraft position reports and updating control estimates
along the aircraft's track(s). If after establishing the Mach number technique
between aircraft, control information indicates that less than the applicable minima
between aircraft may exist, immediately
�Issue crossing restrictions to ensure the appropriate longitudinal minima at the
next significant point, or
�Assign revised Mach numbers appropriate for the estimated interval, or
�Establish vertical separation.
NOTE-Control estimates are calculated by the controller using known wind patterns,
previous aircraft transit times, pilot progress reports, and pilot estimates.
d) Relative Speeds
i) The preceding aircraft maintains the same or a greater Mach number than the
following aircraft; or
ii) If the following aircraft is faster than the lead aircraft, ensure that the appropriate
time interval will exist until another form of separation is achieved.
NOTE- The calculation of ground speeds and estimated times over significant points is a
time-consuming process which, in dense traffic situations, could result in unacceptable
delays in issuance of clearances. A “rule of thumb” may be applied which allows clearances
to be issued in a timely manner, provided the expected minimum longitudinal separation over
the exit point is subsequently confirmed when the calculated flight progress strip data
become available. This rule of thumb can be stated as follows: for each 600 NM in distance
between the entry and exit points of the area where the Mach number technique is used, add
one minute for each 0.01 difference in Mach number for the two aircraft concerned to
compensate for the fact that the second aircraft is overtaking the first aircraft (See Table
below.)
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5.6.2 Separation of aircraft holding in flight
5.6.2.1 Aircraft established in adjacent holding patterns shall be separated by the applicable
vertical separation minimum.
5.6.2.2 Except when lateral separation exists, vertical separation shall be applied between
aircraft holding in flight and other aircraft, whether arriving, departing or en route, whenever
the other aircraft concerned are within five minutes flying time of the holding area or within a
distance prescribed by the appropriate authority.
5.7 Minimum separation between departing aircraft
5.7.1 One-minute separation if aircraft are to fly on tracks diverging by at least 45 degrees
immediately after take-off so that lateral separation is provided.
Note 1.— Wake turbulence categorization of aircraft and longitudinal separation minima are
contained in Para 5.9
5.7.2 Two minutes between take-offs when the preceding aircraft is 40 kt or more faster than
the following aircraft and both aircraft propose to follow the same track.
Note: Calculations, based on TAS, of speed differentials of aircraft during climb may not be
sufficiently accurate in all circumstances for determining if the procedures in 5.8.2 can be
applied, in which case calculations based on IAS may be more suitable.
5.7.3 Five-minute separation while vertical separation does not exist if a departing aircraft
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will be flown through the level of a preceding departing aircraft and both aircraft propose to
follow the same track. Action must be taken to ensure that the five-minute separation will be
maintained or increased while vertical separation does not exist.
5.8 Separation of departing aircraft from arriving aircraft
5.8.1 The following separation shall be applied when take-off clearance is based on the
position of an arriving aircraft:
5.8.1.1 If an arriving aircraft is making a complete instrument approach, a departing aircraft
may take off:
a) in any direction until an arriving aircraft has started its procedure turn or base turn
leading to final approach;
b) in a direction which is different by at least 45 degrees from the reciprocal of the
direction of approach after the arriving aircraft has started procedure turn or base turn
leading to final approach, provided that the take-off will be made at least three
minutes before the arriving aircraft is estimated to be over the beginning of the
instrument runway.
5.8.1.2 If an arriving aircraft is making a straight-in approach, a departing aircraft may take
off:
a) in any direction until five minutes before the arriving aircraft is estimated to be over the
instrument runway;
b) in a direction which is different by at least 45 degrees from the reciprocal of the
direction of approach of the arriving aircraft:
i) until three minutes before the arriving aircraft is estimated to be over the beginning
of the instrument runway, or
ii) before the arriving aircraft crossing a designated fix on the approach track; the
location of such fix to be determined by the appropriate ATS authority after
consultation with the operators.
Note: Lateral separation is considered to exist between an arriving aircraft that subsequently
commenced final approach and the departing aircraft that has established on a course
diverging
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by at least 45 degrees from the reciprocal of the final approach course.
4.11 Air traffic control clearances
4.11.1 Scope and purpose
4.11.1.1 Clearances are issued solely for expediting and separating air traffic and are based
on known traffic conditions which affect safety in aircraft operation. Such traffic
conditions include not only aircraft in the air and on the manoeuvring area over which control
is being exercised, but also any vehicular traffic or other obstructions not permanently
installed
on the manoeuvring area in use.
4.11.1.2 If an air traffic control clearance is not suitable to the pilot-in-command of an
aircraft, the flight crew may request and, if practicable, obtain an amended clearance.
4.11.1.3 The issuance of air traffic control clearances by air traffic control units constitutes
authority for an aircraft to proceed only in so far as known air traffic is concerned. ATC
clearances do not constitute authority to violate any applicable regulations for promoting the
safety of flight operations or for any other purpose; neither do clearances relieve a pilot-
incommand
of any responsibility whatsoever in connection with a possible violation of
applicable rules and regulations.
4.11.1.4 ATC units shall issue such ATC clearances as are necessary to prevent collisions
and to expedite and maintain an orderly flow of air traffic.
4.11.1.5 ATC clearances must be issued early enough to ensure that they are transmitted to
the aircraft in sufficient time for it to comply with them.
4.11.2 Aircraft subject to ATC for part of flight
4.11.2.1 When a flight plan specifies that the initial portion of a flight will be uncontrolled,
and that the subsequent portion of the flight will be subject to ATC, the aircraft shall be
advised to obtain its clearance from the ATC unit in whose area controlled flight will be
commenced.
4.11.2.2 When a flight plan specifies that the first portion of a flight will be subject to ATC,
and that the subsequent portion will be uncontrolled, the aircraft shall normally be cleared to
the point at which the controlled flight terminates.
4.11.3 Flights through intermediate stops
4.11.3.1 When an aircraft files, at the departure aerodrome, flight plans for the various stages
of flight through intermediate stops, the initial clearance limit will be the first destination
aerodrome and new clearances shall be issued for each subsequent portion of flight.
4.11.3.2 The flight plan for the second stage, and each subsequent stage, of a flight through
intermediate stops will become active for ATS and search and rescue (SAR) purposes only
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when the appropriate ATS unit has received notification that the aircraft has departed from
the
relevant departure aerodrome, except as provided for in 4.11.3.3.
4.11.3.3 By prior arrangement between ATC units and the operators, aircraft operating on
an established schedule may if the proposed route of flight is through more than one control
area, be cleared through intermediate stops within other control areas but only after
coordination between the ACCs concerned.
4.11.4 Contents of clearances
4.11.4.1 Clearances shall contain positive and concise data and shall, as far as practicable, be
phrased in a standard manner.
4.11.4.2 Clearances shall contain the following in the order listed:
a) aircraft identification as shown in the flight plan;
b) clearance limit;
c) route of flight;
d) level(s) of flight for the entire route or part thereof and changes of levels if
required;
e) any necessary instructions or information on other matters such as SSR
transponder operation, approach or departure manoeuvres, communications
and the time of expiry of the clearance.
Note.— The time of expiry of the clearance indicates the time after which the clearance
will be automatically cancelled if the flight has not been started.
4.11.5 Departing aircraft
4.11.5.1 ACCs shall forward a clearance to approach control units or aerodrome control
towers with the least possible delay after receipt of request made by these units, or prior to
such request if practicable.
4.11.6 En-route aircraft
4.11.6.1 An ATC unit may request an adjacent ATC unit to clear aircraft to a specified point
during a specified period.
4.11.6.2 After the initial clearance has been issued to an aircraft at the point of departure, it
will be the responsibility of the appropriate ATC unit to issue an amended clearance
whenever
necessary and to issue traffic information, if required.
4.11.7 Description of air traffic control clearances
4.11.7.1 Clearance Limit
a) A clearance limit shall be described by specifying the name of the appropriate
significant point, or aerodrome, or controlled airspace boundary.
b) When prior coordination has been effected with units under whose control the
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aircraft will subsequently come, or if there is reasonable assurance that it can be
effected a reasonable time prior to their assumption of control, the clearance limit
shall be the destination aerodrome or, if not practicable, an appropriate intermediate
point, and coordination shall be expedited so that a clearance to the destination
aerodrome may be issued as soon as possible.
c) If an aircraft has been cleared to an intermediate point in adjacent controlled
airspace, the appropriate ATC unit will then be responsible for issuing, as soon as
practicable, an amended clearance to the destination aerodrome.
d) When the destination aerodrome is outside controlled airspace, the ATC unit
responsible for the last controlled airspace through which an aircraft will pass shall
issue the appropriate clearance for flight to the limit of that controlled airspace.
4.11.7.2 Route of Flight
a) The route of flight shall be detailed in each clearance when deemed necessary. The
phrase ―cleared via flight planned route‖ may be used to describe any route or
portion thereof, provided the route or portion thereof is identical to that filed in the
flight plan and sufficient routing details are given to definitely establish the aircraft
on its route. The phrases ―cleared via (designation) departure‖ or ―cleared via
(designation) arrival‖ may be used when standard departure or arrival routes have
been established and published in Aeronautical Information Publication (AIP).
b) The phrase ―cleared via flight planned route‖ shall not be used when granting a
reclearance.
c) Subject to airspace constraints, ATC workload and traffic density, and provided
coordination can be effected in a timely manner, an aircraft should whenever
possible be offered the most direct routing.
4.11.7.3 Levels: Instructions included in clearances relating to levels shall consist of:
a) cruising level(s),and if necessary, the point to which the clearance is valid with
regard to the level(s);
b) levels at which specified significant points are to be crossed, when necessary;
c) the place or time for starting climb or descent, when necessary;
d) the rate of climb or descent, when necessary;
e) detailed instructions concerning departure or approach levels, when necessary.
4.11.7.4 Clearance of a requested change in flight plan
a) When issuing a clearance covering a requested change in route or level, the exact
nature of the change shall be included in the clearance.
b) When traffic conditions will not permit clearance of a requested change, the word
―UNABLE‖ shall be used. When warranted by circumstances, an alternative route
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or level should be offered.
c) When an alternative route is offered and accepted by the flight crew under the
procedures described in 4.11.7.4 (b) the amended clearance issued shall describe the
route to the point where it joins the previously cleared route, or, if the aircraft will
not re-join the previous route, to the destination.
4.11.7.5 Read-back of clearances
4.11.7.5.1 The flight crew shall read back to the air traffic controller safety-related parts of
ATC clearances and instructions which are transmitted by voice. The following items shall
always be read back:
a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and
backtrack on any runway; and
c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed
instructions and, whether issued by the controller or contained in automatic terminal
information service (ATIS) broadcasts, transition levels.
Note.— If the level of an aircraft is reported in relation to standard pressure 1 013.2 hPa, the
words “FLIGHT LEVEL” precede the level figures. If the level of the aircraft is reported in
relation to QNH/QFE, the figures are followed by the word “FEET”, as appropriate.
4.11.7.5.2 Other clearances or instructions, including conditional clearances, shall be read
back or acknowledged in a manner to clearly indicate that they have been understood and will
be complied with.
4.11.7.5.3 The controller shall listen to the read back to ascertain that the clearance or
instruction has been correctly acknowledged by the flight crew and take immediate action to
correct any discrepancies revealed by the read-back.
4.11.7.5.4 Transfer of communication shall be segregated from instructions requiring read
back by the flight crew and therefore, transmitted separately.
4.11.7.5.5 Voice read-back of controller-pilot data link communications (CPDLC) messages
shall not be required.
Flight plan
Flight plans are documents filed by pilots or a Flight Dispatcher with the local Civil
Aviation Authority (e.g. FAA in the USA) prior to departure. Flight plan format is specified
in the ICAO Doc 4444. They generally include basic information such as departure and
arrival points, estimated time en route, alternate airports in case of bad weather, type of flight
(whether instrument flight rules or visual flight rules), the pilot's information, number of
people on board and information about the aircraft itself. In most countries, flight plans are
required for flights under IFR, but may be optional for flying VFR unless crossing
international borders. Flight plans are highly recommended, especially when flying over
inhospitable areas, such as water, as they provide a way of alerting rescuers if the flight is
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overdue. In the United States and Canada, when an aircraft is crossing the Air Defense
Identification Zone (ADIZ), either an IFR or a special type of VFR flight plan called a DVFR
flight plan must be filed (the "D" is for Defense).
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing
services. For VFR flights, their only purpose is to provide needed information should search
and rescue operations be required, or for use by air traffic control when flying in a "Special
Flight Rules Area".
4.16 ACCEPTANCE OF A FLIGHT PLAN
4.16.1 The first ATS unit receiving a flight plan, or change thereto, shall:
a. check it for compliance with the format and data conventions;
b. check it for completeness and, to the extent possible, for accuracy;
c. take action, if necessary, to make it acceptable to the air traffic services; and
d. indicate acceptance of the flight plan or change thereto, to the originator.
4.16.2 Before accepting a flight plan, the concerned ATC officer must check and ensure
that ATC watch hours are available at the destination/alternate aerodrome at the intended
time
of the flight. In the event it is not possible to provide ATC watch at the destination/alternate
aerodrome, the originator of the flight plan should be informed of the same as early as
possible.
Area navigation
Area navigation (RNAV) is a method of instrument flight rules (IFR) navigation that allows
an aircraft to choose any course within a network of navigation beacons, rather than
navigating directly to and from the beacons. This can conserve flight distance, reduce
congestion, and allow flights into airports without beacons. Area navigation used to be called
"random navigation", hence the acronym RNAV.
RNAV can be defined as a method of navigation that permits aircraft operation on any
desired course within the coverage of station-referenced navigation signals or within the
limits of a self-contained system capability, or a combination of these.
In the United States, RNAV was developed in the 1960s, and the first such routes were
published in the 1970s. In January 1983, the Federal Aviation Administration revoked all
RNAV routes in the contiguous United States due to findings that aircraft were using inertial
navigation systems rather than the ground-based beacons, and so cost-benefit analysis was
not in favor of maintaining the RNAV routes system.[2]
RNAV was reintroduced after the
large-scale introduction of satellite navigation.
RNAV specifications include requirements for certain navigation functions. These functional
requirements include:
1. continuous indication of aircraft position relative to track to be displayed to the pilot
flying on a navigation display situated in his primary field of view;
2. display of distance and bearing to the active (To) waypoint;
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3. display of ground speed or time to the active (To) waypoint;
4. navigation data storage function; and
5. appropriate failure indication of the RNAV system including its sensors.
Required navigation performance
Required navigation performance (RNP) is a type of performance-based navigation (PBN)
that allows an aircraft to fly a specific path between two 3D-defined points in space. RNAV
and RNP systems are fundamentally similar. The key difference between them is the
requirement for on-board performance monitoring and alerting. A navigation specification
that includes a requirement for on-board navigation performance monitoring and alerting is
referred to as an RNP specification. One not having such a requirement is referred to as an
RNAV specification.
RNP also refers to the level of performance required for a specific procedure or a specific
block of airspace. An RNP of 10 means that a navigation system must be able to calculate its
position to within a circle with a radius of 10 nautical miles. An RNP of 0.3 means the
aircraft navigation system must be able to calculate its position to within a circle with a radius
of 3 tenths of a nautical mile.[1]
A related term is ANP which stands for "actual navigation performance". ANP refers to the
current performance of a navigation system while "RNP" refers to the accuracy required for a
given block of airspace or a specific instrument procedure.
Some oceanic airspace has an RNP of 4 or 10. The level of RNP an aircraft is capable of
determines the separation required between aircraft.
RNP approaches with RNP values currently down to 0.1 allow aircraft to follow precise 3
dimensional curved flight paths through congested airspace, around noise sensitive areas, or
through difficult terrain.[1]
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UNIT 3 [FLIGHT INFORMATION ALERTING
SERVICES, COORDINATION, EMERGENCY
PROCEDURE AND RULES OF THE AIR]
RADAR SERVICES
1. Radar systems capabilities
1.1 Radar systems used in the provision of air traffic services shall have a very high lSevel of
reliability, availability and integrity. The possibility of system failures or significant system
degradations which may cause complete or partial interruptions of service shall be very
remote. Back-up facilities shall be provided.
Note 1.— A radar system will normally consist of a number of integrated elements, including
radar sensor(s),radar data transmission lines, radar data processing system, radar displays.
Note 2.— Guidance material and information pertaining to use of radar and to system
reliability and availability iscontained in Annex 10, Volume I and the Air Traffic Services
Planning Manual (Doc 9426).
1.2 Multi-radar systems, i.e. systems utilizing more than one radar sensor, should have the
capability to receive, process and display, in an integrated manner, data from all the
connected sensors.
1.3 Radar systems should be capable of integration with other automated systems used in the
provision of ATS, and should provide for an appropriate level of automation with the
objectives of improving the accuracy and timeliness of data displayed to the controller and
reducing controller workload and the need for verbal co-ordination between adjacent control
positions and ATC units.
1.4 Radar systems should provide for the display of safety-related alerts and warnings,
including conflict alert, minimum safe altitude warning, conflict prediction and
unintentionally duplicated SSR codes.
1.5 States should, to the extent possible, facilitate the sharing of radar information in order to
extend and improve radar coverage in adjacent control areas.
1.6 States should, on the basis of regional air navigation agreements, provide for the
automated exchange of co-ordination data relevant to aircraft being provided with radar
services, and establish automated co-ordination procedures.
1.7 Primary surveillance radar (PSR) and secondary surveillance radar (SSR) may be used
either alone or in combination in the provision of air traffic services, including in the
provision of separation between aircraft, provided:
a) reliable coverage exists in the area; and
b) the probability of detection, the accuracy and the integrity of the radar system(s) are
satisfactory.
1.8 PSR systems should be used in circumstances where SSR alone would not meet the air
traffic services requirements.
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1.9 SSR systems, especially those with monopulse technique or Mode S capability, may be
used alone, including in the provision of separation between aircraft, provided:
a) the carriage of SSR transponders is mandatory within the area; and
b) aircraft identification is established and maintained by use of assigned discrete SSR codes.
Note.— Monopulse technique is a radar technique in which azimuth information of an SSR
transponder aircraft isderivable from each pulse detection by comparison of signals received
simultaneously in two or more antenna beams. Monopulse SSR sensors provide for an
improved azimuth resolution and less fruit and garbling compared to conventional SSR
sensors.
1.10 The use of radar in air traffic services shall be limited to specified areas of radar
coverage and shall be subject to such other limitations as have been specified by the
appropriate ATS authority. Adequate information on the operating methods used shall be
published in aeronautical information publications, as well as operating practices and/or
equipment limitations having direct effects on the operation of the air traffic services.
Note.— States will provide information on the area or areas where PSR and SSR are in use
as well as radar services and procedures in accordance with Annex 15, 4.1.1
1.11 Where PSR and SSR are required to be used in combination, SSR alone may be used in
the event of PSR failure to provide separation between identified transponderequipped
aircraft, provided the accuracy of the SSR position indications has been verified by monitor
equipment or other means.
2. Presentation of radar information
2.1 Radar-derived information available for display to the controller shall, as a minimum,
include radar position indications, radar map information and, when available, information
from SSR Mode A, Mode C and Mode S.
2.2 The radar system shall provide for a continuously updated presentation of radar-derived
information, including radar position indications.
2.3 Radar position indications may be displayed as:
a) radar position symbols (RPS), including:
i) PSR symbols;
ii) SSR symbols; and
iii) combined PSR/SSR symbols;
b) PSR blips;
c) SSR responses.
2.4 When applicable, distinct symbols should be used for presentation of:
a) unintentionally duplicated SSR codes;
b) predicted positions for a non-updated track; and
c) plot and track data.
2.5 Reserved SSR codes, including 7500, 7600 and 7700, operation of IDENT, safety-related
alerts and warnings as well as information related to automated co-ordination shall be
presented in a clear and distinct manner, providing for ease of recognition.
2.6 Radar labels should be used to provide, in alphanumeric form, SSR-derived as well as
other information which may be available.
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2.7 Radar label information shall as a minimum include the SSR code transmitted by an
aircraft or, when code/call sign conversion is effected, aircraft identification, and SSR
Mode C-derived level information. All label information shall be presented in a clear and
concise manner.
2.8 Radar labels shall be associated with their radar position indications in a manner
precluding erroneous identification by or confusion on the part of the controller.
3. Communications
3.1 The level of reliability and availability of communications systems shall be such that the
possibility of system failures or significant degradations is very remote. Adequate backup
facilities shall be provided.
Note.— Guidance material and information pertaining to system reliability and availability
are contained in Annex 10, Volume I and the Air Traffic Services Planning Manual
(Doc 9426).
3.2 Direct pilot-controller communications shall be established prior to the provision of radar
services, unless special circumstances such as emergencies dictate otherwise.
4. Provision of radar services
4.1 Where suitable radar systems and communication systems are available, radar-derived
information, includingsafety-related alerts and warnings such as conflict alert and minimum
safe altitude warning, should be used to the extent possible in the provision of air traffic
control service in order to improve capacity and efficiency as well as to enhance safety.
4.2 The number of aircraft simultaneously provided with radar services shall not exceed that
which can safely be handled under the prevailing circumstances, taking into account:
a) the structural complexity of the control area or sector concerned;
b) the radar functions to be performed within the control area or sector concerned;
c) assessments of controller workloads and sector capacity;
d) the degree of technical reliability and availability of the main radar and communication
systems;
e) the possibility of a radar equipment failure or other emergency that would eventually
require reverting to back-up facilities and/or non-radar separation; and
f) the degree of technical reliability and availability of the back-up radar and communication
systems.
4.3 Where traffic density varies significantly on a daily or periodic basis, facilities and
procedures should be implemented to vary the number of operational radar positions
and/or sectors in order to meet the prevailing and anticipated traffic demand.
5. Use of SSR transponders
5.1 To ensure the safe and efficient use of SSR, pilots and controllers shall strictly adhere to
published operating procedures. Standard radiotelephony phraseology shall be used and the
correct setting of transponder codes shall be ensured at all times.
5.2 SSR Code management
5.2.1 Codes 7700, 7600 and 7500 shall be reserved internationally for use by pilots
encountering a state of emergency, radiocommunication failure or unlawful interference
respectively.
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5.2.2 SSR Codes are to be allocated and assigned in accordance with the following principles.
5.2.2.1 Codes should be allocated to States or areas in accordance with regional air
navigation agreements, taking into account overlapping radar coverage over adjacent
airspaces.
5.2.2.2 The appropriate ATS authority shall establish a plan and procedures for the allocation
of codes to ATS units.
5.2.2.3 The plan and procedures should be compatible with those practised in adjacent States.
5.2.2.4 The allocation of a code should preclude the use of this code for any other function
within the area of coverage of the same SSR for a prescribed time period.
5.2.2.5 To reduce pilot and controller workload and the need for controller/pilot
communications, the number of code changes required of the pilot should be kept to the
minimum.
5.2.2.6 Codes shall be assigned to aircraft in accordance with the plan and procedures laid
down by the appropriate ATS authority.
5.2.2.7 Where there is a need for individual aircraft identification, each aircraft shall be
assigned a discrete code which should, whenever possible, be retained throughout the
flight.
5.2.3 SSR Codes shall be reserved, as necessary, for exclusive use by medical aircraft
operating in areas of international armed conflict. SSR Codes shall be allocated by ICAO
through its Regional Offices in co-ordination with States concerned, and should be assigned
to aircraft for use within the area of conflict.
Note.— The term “medical aircraft” refers to aircraft protected under the Geneva
Conventions of 1949 and under the Protocol Additional to the Geneva Conventions of
12 August 1949, and relating to the protection of victims of international armed conflicts
(Protocol I).
5.3 Operation of SSR transponders
Note.— SSR transponder operating procedures are contained in Procedures for Air
Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I,
Part VIII.
5.3.1 When, after a pilot has been directed to operate the aircraft’s transponder on an assigned
code, or to effect a code change, it is observed that the code shown on the radar display
is different from that assigned to the aircraft, the pilot shall be requested to reselect the
assigned code.
5.3.2 Whenever it is observed that the code of an aircraft as shown on the radar display, or
aircraft identification where code/call sign conversion is effected, is different from that
assigned to the aircraft and the application of the procedure described in 5.3.1 above has not
resolved this discrepancy or is not warranted by circumstances (e.g. unlawful interference),
the pilot shall be requested to confirm the correct code has been selected.
5.3.3 If the discrepancy still persists, the pilot may be requested to stop the operation of the
aircraft’s transponder. The next control position and any other affected unit using SSR in the
provision of ATS shall be informed accordingly.
5.3.4 Aircraft equipped with Mode S having an aircraft identification feature shall transmit
the aircraft identification as specified in Item 7 of the ICAO flight plan or, when no
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flight plan has been filed, the aircraft registration.
Note.— All Mode S-equipped aircraft engaged in international civil aviation are required to
have an aircraft identification feature (Annex 10, Volume IV, Chapter 2, 2.1.5.2
refers).
5.3.5 Whenever it is observed on the radar display that the aircraft identification transmitted
by a Mode S-equipped aircraft is different from that expected from the aircraft, the pilot shall
be requested to reselect aircraft identification.
5.3.6 If, following confirmation by the pilot that the correct aircraft identification has been set
on the Mode S identification feature, the discrepancy continues to exist, the following actions
shall be taken by the controller:
a) inform the pilot of the persistent discrepancy;
b) where possible, rectify the radar label showing the aircraft identification on the radar
display; and
c) notify the erroneous identification transmitted by the aircraft to the next control position
and any other interested unit using Mode S for identification purposes.
5.4 Level information based on the use of Mode C
5.4.1 Verification of accuracy of Mode C-derived level information
5.4.1.1 The tolerance value used to determine that Mode C-derived level information
displayed to the controller is accurate shall be 90 m (300 ft).
5.4.1.2 Verification of the accuracy of Mode C-derived level information displayed to the
controller shall be effected at least once by each suitably equipped ATC unit on initial contact
with the aircraft concerned or, if this is not feasible, as soon as possible thereafter. The
verification shall be effected by simultaneous comparison with altimeter-derived level
information received from the same aircraft by radiotelephony. The pilot of the aircraft whose
Mode C-derived level information is within the approved tolerance value need not be advised
of such verification.
5.4.1.3 If the displayed level information is not within the approved tolerance value or when a
discrepancy in excess of the approved tolerance value is detected subsequent to verification,
the pilot shall be advised accordingly and requested to check the pressure setting and confirm
the aircraft’s level.
5.4.1.4 If, following confirmation of the correct pressure setting the discrepancy continues to
exist, the following action should be taken according to circumstances:
a) request the pilot to stop Mode C transmission, provided this does not interrupt the peration
of the transponder on Mode A and notify the next control positions or ATC unit concerned
with the aircraft of the action taken; or
b) inform the pilot of the discrepancy and request that Mode C operation continue in order to
prevent loss of position and identity information on the aircraft and notify the next control
position or ATC unit concerned with the aircraft of the action taken.
5.4.2 Determination of level occupancy
5.4.2.1 The criterion which shall be used to determine that a specific level is occupied by an
aircraft shall be 90 m (300 ft), except that appropriate ATS authorities may specify a
smaller criterion but not less than 60 m (200 ft) if this is found to be more practical.
Note.— For a brief explanation of the considerations underlying this value see the Air Traffic
Services Planning Manual (Doc 9426).
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5.4.2.2 Aircraft maintaining a level. An aircraft is considered to be maintaining its assigned
level as long as the SSR Mode C-derived level information indicates that it is within 90 m
(300 ft) of the assigned level.
5.4.2.3 Aircraft vacating a level. An aircraft cleared to leave a level is considered to have
commenced its manoeuvre and vacated the previously occupied level when the SSR Mode
C-derived level information indicates a change of more than 90 m (300 ft) in the anticipated
direction from its previously assigned level.
5.4.2.4 Aircraft passing a level in climb or descent. An aircraft in climb or descent is
considered to have crossed a level when the SSR Mode C-derived level information
indicates that it has passed this level in the required direction by more than 90 m (300 ft).
5.4.2.5 Aircraft reaching a level. An aircraft is considered to have reached the level to which
it has been cleared when three consecutive renewals of Mode C-derived level information
have indicated that it is within 90 m (300 ft) of its assigned level.
Note.— In automated ATS systems, the cycles of renewals of Mode C data may not be evident
to controllers. It may, therefore, be necessary to specify in instructions to controllers the
number of display repetition cycles, or a time interval, corresponding to three consecutive
renewals of Mode C data.
5.4.2.6 Intervention by a controller shall only be required if differences in level information
between that displayed to the controller and that used for control purposes are in excess of the
values stated above.
6. General radar procedures
6.1 Performance checks
6.1.1 The radar controller shall adjust the radar display(s) and carry out adequate checks on
the accuracy thereof, in accordance with the technical instructions prescribed by the
appropriate authority for the radar equipment concerned.
6.1.2 The radar controller shall be satisfied that the available functional capabilities of the
radar system as well as the information presented on the radar display(s) is adequate
for the functions to be performed.
6.1.3 The radar controller shall report, in accordance with local procedures, any fault in the
equipment, or any incident requiring investigation, or any circumstances which make it
difficult or impractical to provide radar services.
6.2 Identification of aircraft
6.2.1 Establishment of radar identification
6.2.1.1 Before providing radar service to an aircraft, radar identification shall be established
and the pilot informed. Thereafter, radar identification shall be maintained until termination
of the radar service.
6.2.1.2 If radar identification is subsequently lost, the pilot shall be informed accordingly and,
when applicable, appropriate instructions issued.
6.2.1.3 Radar identification shall be established by at least one of the following methods.
6.2.2 SSR identification procedures
6.2.2.1 Where SSR is used, aircraft may be identified by one or more of the following
procedures:
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a) recognition of the aircraft identification in a radar label;
Note.— The use of this procedure requires that the code/call sign correlation is achieved
successfully, taking into account the Note following b) below.
b) recognition of an assigned discrete code, the setting of which has been verified, in a radar
label;
Note.— The use of this procedure requires a system of code assignment which ensures that
each aircraft in a given portion of airspace is assigned a discrete code (see 5.2.2.7).
c) direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar
label;
Note.— Aircraft identification feature available in Mode S transponders provides the means
to identify directly individual aircraft on radar displays and thus offers the potential to
eliminate ultimately the recourse to Mode A discrete codes for individual identification.
This elimination will only be achieved in a progressive manner depending on the state of
deployment of suitable ground and airborne installations.
d) by transfer of radar identification (see 6.3);
e) observation of compliance with an instruction to set a specific code;
f) observation of compliance with an instruction to
squawk IDENT;
Note 1.— In automated radar systems, the “IDENT” feature may be presented in different
ways, e.g. as a flashing of all or part of the radar position and associated data block.
Note 2.— Garbling of transponder replies may produce “IDENT”-type of indications. Nearly
simultaneous “IDENT” transmissions within the same area may give rise to errors in
identification.
6.2.2.2 When a discrete code has been assigned to an aircraft, a check shall be made at the
earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the
flight. Only after this check has been made shall the discrete code be used as a basis for
identification.
6.2.3 PSR identification procedures
6.2.3.1 Where SSR is not used or available, radar identification shall be established by at east
one of the following methods:
a) by correlating a particular radar position indication with an aircraft reporting its position
over, or as bearing and distance from, a point displayed on the radar map, and by ascertaining
that the track of the particular radar position is consistent with the aircraft path or reported
heading;
Note 1.— Caution must be exercised when employing this method since a position reported in
relation to a point may not coincide precisely with the radar position indication of the
aircraft on the radar map. The appropriate ATS authority may, therefore, prescribe
additional conditions for the application of this method, e.g.:
i) a level or levels above which this method may not be applied in respect of specified
navigation aids; or
ii) a distance from the radar site beyond which this method may not be applied.
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Note 2.— The term “a point” refers to a geographical point suitable for the purposes of
radar identification. It is normally a reporting point defined by reference to a radio
navigation aid or aids.
b) by correlating an observed radar position indication with an aircraft which is known to
have just departed, provided that the identification is established within 2 km (1 NM) from
the end of the runway used. Particular care should be taken to avoid confusion with aircraft
holding over or overflying the aerodrome, or with aircraft departing from or making a missed
approach over adjacent runways;
c) by transfer of radar identification (see 6.3);
d) by ascertaining the aircraft heading, if circumstances require, and following a period of
track observation:
— instructing the pilot to execute one or more changes of heading of 30 degrees or more and
correlating the movements of one particular radar position indication with the aircraft’s
acknowledged execution of the instructions given;
or
— correlating the movements of a particular radar position indication with manoeuvres
currently executed by an aircraft having so reported. When using these methods, the radar
controller shall:
i) verify that the movements of not more than one radar position indication correspond with
those of the aircraft; and
ii) ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the radar
display;
Note 1.— Caution must be exercised when employing these methods in areas where route
changes normally take place.
Note 2.— With reference to ii) above, see also 6.5.1 regarding radar vectoring of controlled
aircraft.
6.2.3.2 Use may be made of direction-finding bearings to assist in radar identification of an
aircraft. This method, however, shall not be used as the sole means of establishing radar
identification, unless so prescribed by the appropriate ATS authority for particular cases
under specified conditions.
6.2.3.3 When two or more radar position indications are observed in close proximity, or are
observed to be making similar movements at the same time, or when doubt exists as to the
identity of a radar position indication for any other reason, changes of heading should be
prescribed or repeated as many times as necessary, or additional methods of identification
should be employed, until all risk of error in identification is eliminated.
6.3 Transfer of radar identification
6.3.1 Transfer of radar identification from one radar controller to another should only be
attempted, when it is considered that the aircraft is within the accepting controller’s
radar coverage.
6.3.2 Transfer of radar identification shall be effected by one of the following methods:
a) designation of the radar position indication by automated means, provided that only one
radar
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position indication is thereby indicated and there is no possible doubt of correct
identification;
b) notification of the discrete code of the aircraft;
Note.— The use of this procedure requires a system of code assignment which ensures that
each aircraft in a given portion of airspace is assigned a discrete code (see 5.2.2.7).
c) notification that the aircraft is Mode S-equipped with an aircraft identification feature
when Mode S coverage is available;
d) direct designation (pointing with the finger) of the radar position indication, if the two
radar displays are adjacent, or if a common ―conference‖ type of radar display is used;
Note.— Attention must be given to any errors which might occur due to parallax effects.
e) designation of the radar position indication by reference to, or in terms of bearing and
distance from, a geographical position or navigational facility accurately indicated on both
radar displays, together with the track of the observed radar position indication if the route of
the aircraft is not known to both controllers;
f) instruction to the aircraft by the transferring controller to change code and the observation
of the change by the accepting controller; or
g) instruction to the aircraft by the transferring controller to squawk IDENT and observation
of this response by the accepting controller;
6.4 Position information
6.4.1 An aircraft provided with radar service should be informed of its position in the
following circumstances:
a) upon identification, except when the identification is established:
i) based on the pilot’s report of the aircraft position or within one nautical mile of the runway
upon departure and the observation is consistent with the aircraft’s time of departure; or
ii) by use of assigned discrete SSR codes or Mode S and the location of the observed radar
position indication is consistent with the current flight plan of the aircraft; or
iii) by transfer of radar identification;
b) when the pilot requests this information;
c) when a pilot’s estimate differs significantly from the radar controller’s estimate based on
radar observation;
d) when the pilot is instructed to resume own navigation after radar vectoring if the current
instructions had diverted the aircraft from a previously assigned route, (see 6.5.5);
e) immediately before termination of radar service, if the aircraft is observed to deviate from
its intended route.
6.4.2 Position information shall be passed to aircraft in one of the following forms:
a) as a well-known geographical position;
b) magnetic track and distance to a significant point, an en-route navigation aid, or an
approach aid;
c) direction (using points of the compass) and distance from a known position;
d) distance to touchdown, if the aircraft is on final approach; or
e) distance and direction from the centre line of an ATS route.
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6.4.3 Whenever practicable, position information shall relate to positions or routes pertinent
to the navigation of the aircraft concerned and displayed on the radar map.
6.4.4 When so informed, the pilot may omit position reports at compulsory reporting points
or report only over those reporting points specified by the air traffic services unit concerned,
including points at which air-reports are required for meteorological purposes. Pilots shall
resume position reporting when so instructed and when advised that radar service is
terminated or that radar identification is lost.
6.5 Radar vectoring
6.5.1 Radar vectoring shall be achieved by issuing to the pilot specific headings which will
enable the aircraft to maintain the desired track. When vectoring an aircraft, a radar controller
should comply with the following:
a) whenever practicable, the aircraft should be vectored along routes or tracks on which the
pilot can monitor the aircraft position with reference to pilot-interpreted navigation aids (this
will minimize the amount of radar navigational assistance required and alleviate the
consequences resulting from a radar failure);
b) when an aircraft is given a vector diverting it from a previously assigned route, the pilot
should be informed, unless it is self-evident, what the vector is to accomplish and, when
possible, the limit of the vector should be specified (e.g. to ... position, for ... approach);
c) except when transfer of radar control is to be effected, aircraft shall not be vectored closer
than 4.6 km (2.5 NM), or, where a radar separation minimum greater than 9.3 km (5 NM) is
prescribed, a distance equivalent to one half of the prescribed separation minimum, from the
limit of the airspace for which the radar controller is responsible, unless local arrangements
have been made to ensure that separation will exist with radar-controlled aircraft operating in
adjoining areas;
d) controlled flights should not be vectored into uncontrolled airspace except in the case of
emergency or in order to circumnavigate severe weather (in which case the pilot should be so
informed), or at the specific request of the pilot; and
e) when an aircraft has reported unreliable directional instruments, the pilot should be
requested, prior to the issuance of manoeuvring instructions, to make all turns at an agreed
rate and to carry out the instructions immediately upon receipt.
6.5.2 When vectoring an IFR flight, the radar controller shall issue clearances such that the
prescribed obstacle clearance will exist at all times until the aircraft reaches the point where
the pilot will resume own navigation.
6.5.3 Whenever possible, minimum vectoring altitudes should be sufficiently high to
minimize activation of aircraft ground proximity warning systems.
6.5.4 States shall encourage operators to report incidents involving activations of aircraft
ground proximity warning systems so that their locations can be identified and altitude,
routing and/or aircraft operating procedures can be altered to prevent recurrences.
6.5.5 In terminating radar vectoring of an aircraft, the radar controller shall instruct the pilot
to resume own navigation, giving the pilot the aircraft’s position and appropriate instructions,
as necessary, in the form prescribed in 6.4.2 b), if the current instructions had diverted the
aircraft from a previously assigned route.
6.6 Navigation assistance
6.6.1 An identified aircraft observed to deviate significantly from its intended route or
designated holding pattern shall be advised accordingly. Appropriate action shall also be
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taken if, in the opinion of the controller, such deviation is likely to affect the service being
provided.
6.6.2 The pilot of an aircraft requesting navigation assistance from an air traffic control unit
providing radar services shall state the reason, (e.g. to avoid areas of adverse weather or
unreliable navigational instruments), and shall give as much information as possible in the
circumstances.
6.7 Interruption or termination of radar service
6.7.1 An aircraft which has been informed that it is provided with radar service should be
informed immediately when, for any reason, radar service is interrupted or terminated.
6.7.2 When the control of an aircraft is to be transferred from a radar controller to a non-radar
controller, the radar controller shall ensure that non-radar separation is established between
that aircraft and any other controlled aircraft before the transfer is effected.
6.8 Minimum levels
6.8.1 A radar controller shall at all times be in possession of full and up-to-date information
regarding:
a) established minimum flight altitudes within the area of responsibility;
b) the lowest usable flight level or levels determined in accordance with Part II and Part III;
and
c) established minimum altitudes applicable to procedures based on tactical radar vectoring.
6.9 Information regarding adverse weather
6.9.1 Information that an aircraft appears likely to penetrate an area of adverse weather
should be issued in sufficient time to permit the pilot to decide on an appropriate course of
action, including that of requesting advice on how best to circumnavigate the adverse weather
area, if so desired.
7.2 Co-ordination of traffic under radar and non-radar control
7.2.1 Appropriate arrangements shall be made in any air traffic control unit using radar to
ensure the co-ordination of traffic under radar control with traffic under non-radar
control, and to ensure the provision of adequate separation between the radar-controlled
aircraft and all other controlled aircraft. To this end, close liaison shall be maintained at all
times between radar controllers and non-radar controllers.
8.20 USE OF RADAR IN THE APPROACH CONTROL
SERVICE
8.20.1 General provision:
8.21.1.1 ATS surveillance systems used in the provision of approach control service shall be
appropriate to the functions and level of service to be provided.
8.20.2 General Approach control Procedures using ATS surveillance systems:
8.20.2.1 The aerodrome controller shall be kept informed of the sequence of arriving aircraft
by the approach radar controller, as well as any instructions and restrictions which have been
issued to such aircraft in order to maintain separation after transfer of control to the
aerodrome
controller.
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8.20.2.2 Prior to, or upon commencement of, vectoring for approach, the pilot shall be
advised of the type of approach as well as the runway to be used.
8.20.2.3 The controller shall advise an aircraft being vectored for an instrument approach
of its position at least once prior to commencement of final approach.
8.20.2.4 When giving distance information, the controller shall specify the point or
navigation aid to which the information refers.
8.20.2.5 The initial and intermediate approach phases of an approach executed under the
direction of a controller comprise those parts of the approach from the time vectoring is
initiated for the purpose of positioning the aircraft for a final approach, until the aircraft is on
final approach and:
a) established on the final approach path of a pilot-interpreted aid; or
b) reports that it is able to complete a visual approach; or
c) ready to commence a surveillance radar approach;
8.20.2.6 Aircraft vectored for final approach should be given a heading or a series of
headings calculated to close with the final approach track. The final vector shall enable the
aircraft to be established in level flight on the final approach track prior to intercepting the
specified or nominal glide path if an ILS or radar approach is to be made, and should provide
an intercept angle with the final approach track of 45 degrees or less.
8.20.2.7 Whenever an aircraft is assigned a vector which will take it through the final
approach track, it should be advised accordingly, stating the reason for the vector.
8.20.3 Vectoring to pilot-interpreted final approach aid
8.20.3.1 An aircraft vectored to intercept a pilot-interpreted final approach aid shall be
instructed to report when established on the final approach track. Clearance for the approach
should be issued prior to when the aircraft reports established, unless circumstances preclude
the issuance of the clearance at such time. Vectoring will normally terminate at the time the
aircraft leaves the last assigned heading to intercept the final approach track.
8.20.3.2 The controller shall be responsible for maintaining separation specified in 8.15
between succeeding aircraft on the same final approach, except that the responsibility may be
transferred to the aerodrome controller in accordance with procedures prescribed in MATS
Part 2 and provided an ATS surveillance system is available to the aerodrome controller.
8.20.3.3 Transfer of control of succeeding aircraft on final approach to the aerodrome
controller shall be effected in accordance with procedures prescribed in MATS Part 2.
8.20.3.4 Transfer of communications to the aerodrome controller should be effected at
such a point or time that clearance to land or alternative instructions can be issued to the
aircraft in a timely manner.
8.20.4 Surveillance Radar Approach
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8.20.4.1 General Provisions
8.20.4.1.1 During the period that a controller is engaged in giving surveillance radar, he or
she should not be responsible for any duties other than those directly connected with such
approaches.
8.20.4.1.2 Controllers conducting surveillance radar approaches shall be in possession of
information regarding the obstacle clearance altitudes/heights established for such
approaches.
8.20.4.1.3 Prior to commencement of a surveillance radar approach, the aircraft shall be
informed of:
a) the runway to be used;
b) the applicable obstacle clearance altitude/height;
c) the angle of the nominal glide path
d) the procedure to be followed in the event of radio-communication failure.
8.20.4.1.4 When a radar approach cannot be continued due to any circumstance, the aircraft
should be immediately informed that a radar approach or continuation thereof is not possible.
The approach should be continued if this is possible using non-radar facilities or if the pilot
reports that the approach can be completed visually; otherwise an alternative clearance should
be given.
8.20.4.1.5 Aircraft making a radar approach should be reminded, when on final approach, to
check that the wheels are down and locked.
8.20.4.1.6 The controller conducting the approach should notify the aerodrome controller or,
when applicable, the procedural controller when an aircraft making a radar approach is
approximately8 NM from touchdown. If landing clearance is not received at this time, a
subsequent notification should be made at approximately 4 NM from touchdown and landing
clearance requested.
8.20.4.1.7 Clearance to land or any alternative clearance received from the aerodrome
controller or, when applicable, the procedural controller should normally be passed to the
aircraft before it reaches a distance of 2 NM from touchdown.
8.20.5.1.8 An aircraft making a radar approach should:
a) be directed to execute a missed approach in the following circumstances:
i) when the aircraft appears to be dangerously positioned on final approach; or
ii) for reasons involving traffic conflictions; or
iii) if no clearance to land has been received from the procedural controller by the time
the aircraft reaches a distance of 2 NM from touch-down or such other distance as
has been agreed with the aerodrome control tower; or
iv) on instructions by the aerodrome controller; or
b) be advised to consider executing a missed approach in the following circumstances:
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i) when the aircraft reaches a position from which it appears that a successful
approach cannot be completed; or
ii) if the aircraft is not visible on the situation display for any significant interval
during the last 2 NM of the approach; or
iii) if the position or identification of the aircraft is in doubt during any portion of the
final approach.
In all such cases, the reason for the instruction or the advice should be given to the pilot.
8.20.4.1.9 Unless otherwise required by exceptional circumstances, radar instructions
concerning a missed approach should be in accordance with the prescribed missed approach
procedure and should include the level to which the aircraft is to climb and heading
instructions to keep the aircraft within the missed approach area during the missed approach
procedure.
8.20.5 Final approach procedures
8.20.5.1. A surveillance radar approach shall only be performed with equipment suitably
sited and a situation display specifically marked to provide information on position relative to
the extended centre line of the runway to be used and distance from touchdown, and where
surveillance radar approaches are promulgated.
8.20.5.2 When conducting a surveillance radar approach, the controller shall comply with
the following:
a) at or before the commencement of the final approach, the aircraft shall be informed of
the point at which the surveillance radar approach will be terminated;
b) the aircraft shall be informed when it is approaching the point at which it is computed
that descent should begin, and just before reaching that point it shall be informed of the
obstacle clearance altitude/height and instructed to descend and check the applicable
minima;
c) The pilot shall be informed at regular intervals of the aircraft’s position in relation to the
extended centre line of the runway. Heading corrections shall be given as necessary to
bring the aircraft back on to the extended centre line.
d) Distance from touch-down shall normally be passed at every each NM;
e) pre-computed levels through which the aircraft should be passing to maintain the glide
path shall also be transmitted at each NM at the same time as the distance;
f) the surveillance radar approach shall be terminated:
i) at a distance of 2 NM from touchdown, or
ii) before the aircraft enters an area of continuous radar clutter; or
iii) when the pilot reports that a visual approach can be effected;
whichever is the earliest.
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8.20.5.3 Levels through which the aircraft should pass to maintain the required glide path,
and the associated distances from touchdown, shall be pre-computed and displayed in such a
manner as to be readily available to the controller concerned.
8.20.6 Use of Reciprocal Runway:
8.20.6.1 Use of reciprocal runway may be approved only during the period when the
traffic density is low. It shall not be approved in Non-Radar environment. Whenever the
aircraft is vectored for approach on the reciprocal runway the following procedures shall be
followed:
i) Number two aircraft is descended to altitude 1000 ft. above the published missed
approach altitude applicable to number one aircraft and kept at a distance proportionate
to the assigned altitude.
ii) Number two aircraft is cleared for final approach only when the number one aircraft has
landed.
iii) Should it become necessary to descend the number two aircraft to the published missed
approach altitude, number one aircraft shall be advised of the revised missed approach
procedure limiting missed approach altitude to 1000 ft. below the altitude assigned to
number two aircraft. (Revised missed approach altitude shall not be less than applicable
MSA). In such cases both aircrafts shall be informed of the traffic.
9.1 Flight information service
9.1.1 Application
9.1.1.1 Flight information service shall be provided to all aircraft which are likely to be
affected by the information and which are:
a) provided with air traffic control service; or
b) otherwise known to the relevant air traffic services units.
9.1.1.2 Where air traffic services units provide both flight information service and air traffic
control service, the provision of air traffic control service shall have precedence over the
provision of flight information service whenever the provision of air traffic control service so
requires.
9.1.2 Scope of flight information service
9.1.2.1 Flight information service shall include the provision of pertinent:
a) SIGMET;
b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic
ash clouds;
c) information concerning the release into the atmosphere of radioactive materials or toxic
chemicals;
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d) information on changes in the serviceability of navigation aids;
e) information on changes in condition of aerodromes and associated facilities, including
information on the state of the aerodrome movement areas when they are affected by
snow, ice or significant depth of water;
f) information on unmanned free balloons;
g) and of any other information likely to affect safety.
9.1.2.2 Flight information service provided to flights shall include, in addition to that
outlined in 9.1.2.1, the provision of information concerning:
a) weather conditions reported or forecast at departure, destination and alternate aerodromes;
b) collision hazards, to aircraft operating in airspace Classes D, E, F and G;
c) for flight over water areas, in so far as practicable and when requested by a pilot, any
available information such as radio call sign, position, true track, speed, etc., of surface
vessels in the area.
9.1.2.3.1 Aircraft shall make routine air reports at the designated MET reporting points on
designated ATS routes and special observations whenever requested by a meteorological
office for specific observation or whenever encountered following weather phenomenon:
�moderate to severe turbulence,
�severe icing,
�hail,
�cumulonimbus clouds,
�low level wind shear and
�any meteorological condition in the opinion of the pilot in command is likely to affect
aircraft operation.
9.1.2.3.2 ATS units should transmit, as soon as practicable, routine and special air-reports to
the associated meteorological office.
9.1.2.3.3 ATS units should also transmit, as soon as practicable special air-reports to other
aircraft concerned, and to other ATS units concerned.
9.1.2.4 Flight information service provided to VFR flights shall include, in addition to that
outlined in 9.1.2.1, the provision of available information concerning traffic and weather
conditions along the route of flight that are likely to make operation under the visual flight
rules impracticable.
9.1.3 Recording and transmission of information on the progress of flights
9.1.3.1 Information on the actual progress of flights, including those of heavy or medium
unmanned free balloons, under neither air traffic control service nor air traffic advisory
service shall be:
a) recorded by the air traffic services unit serving the FIR within which the aircraft is flying
in such a manner that it is available for reference and in case it is requested for search and
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rescue action;
b) transmitted by the air traffic services unit receiving the information to other air traffic
services units concerned, when so required.
9.1.4 Transfer of responsibility for the provision of flight information service
9.1.4.1 The responsibility for the provision of flight information service to a flight normally
passes from the appropriate ATS unit in an FIR to the appropriate ATS unit in the adjacent
FIR at the time of crossing the common FIR boundary. However, when coordination is
required but communication facilities are inadequate, the former ATS unit shall, as far as
practicable, continue to provide flight information service to the flight until it has established
two-way communication with the appropriate ATS unit in the FIR it is entering.
9.1.5 Transmission of information
9.1.5.1 Means of Transmission
9.1.5.1.1 Except as provided in 9.1.5.2.1, information shall be disseminated to aircraft by one
or more of the following means:
a) the preferred method of directed transmission on the initiative of the appropriate ATS unit
to an aircraft, ensuring that receipt is acknowledged; or
b) a general call, unacknowledged transmission to all aircraft concerned; or
c) broadcast; or
d) data link.
9.1.5.1.2 The use of general calls shall be limited to cases where it is necessary to disseminate
essential information to several aircraft without delay, e.g. the sudden occurrence of hazards,
a change of the runway-in-use, or the failure of a key approach and landing aid.
9.1.5.2 Transmission of SIGMET Information and Special Air-reports
9.1.5.2.1 SIGMET information shall be transmitted to aircraft with the least possible delay on
the initiative of the appropriate ATS unit, by the preferred method of directed transmission
followed by acknowledgement, or by a general call when the number of aircraft would render
the preferred method impracticable.
9.1.5.2.2 SIGMET information passed to aircraft shall cover a portion of the route up to two
hours’ flying time ahead of the aircraft.
9.1.5.2.3 The special air-report information to be passed to aircraft on ground initiative
should cover a portion of the route up to one hour’s flying time ahead of the aircraft.
9.1.5.3 Transmission of Information concerning Volcanic Activity
Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash
clouds (position of clouds and flight levels affected) shall be disseminated to aircraft by one
or more of the means specified in 9.1.5.1.1
9.1.5.4 Transmission of Information concerning Radioactive Materials and Toxic Chemical
Clouds Information on the release into the atmosphere of radioactive materials or toxic
chemicals which could affect airspace within the area of responsibility of the ATS unit shall
be transmitted to aircraft by one or more of the means specified in 9.1.5.1.1.
9.1.5.5 Transmission of SPECI AND Amended TAF
9.1.5.5.1 Special reports in the SPECI code form and amended TAF shall be transmitted on
request and supplemented by:
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a) directed transmission from the appropriate air traffic services unit of selected special
reports and amended TAF for the departure, destination and its alternate aerodromes, as listed
in the flight plan; or
b) a general call on appropriate frequencies for the unacknowledged transmission to affected
aircraft of selected special reports and amended aerodrome forecasts; or
c) continuous or frequent broadcast to make available current METAR and TAF in areas
determined on the basis of regional air navigation agreements where traffic congestion
dictates. VOLMET broadcasts are used for this purpose. Based on regional air navigation
agreements, VOLMET broadcasts are done from Mumbai and Kolkata at half hourly
intervals which contain Current Weather Reports and Aerodrome Forecasts of certain
stations. These stations are notified in AIP India. Language used for these broadcasts is
English.
9.1.5.5.2 The amended aerodrome forecasts to aircraft shall be passed within 60 minutes from
the aerodrome of destination, unless the information would have been made available through
other means.
9.1.5.6 Transmission of Information on Heavy or Medium Unmanned Free Balloons
Appropriate information as specified in Chapter 14 section 14.2 on heavy or medium
unmanned
free balloons shall be disseminated to aircraft by one or more of the means specified in
9.1.5.1.1
9.1.5.8 Operational flight information service (OFIS) broadcasts
9.1.5.8.1HF / VHF Operational Flight Information Service (OFIS) broadcasts
The HF / VHF operational flight information service (OFIS) broadcasts are not provided in
India as there is no regional air navigation agreement for these requirements.
9.1.5.8.2 Automatic Terminal Information Service (ATIS)
(i) The automatic terminal information service (ATIS) message is intended to provide a pilot
with a range of information to enable him to make a definite decision about his approach
and landing or take-off. It reduces the communication load on the ATS VHF air-ground
communication channels. Automatic Terminal Information is provided at Ahmedabad,
Aurangabad, Bhubneshwar, Kolkata, Calicut, Chennai, Cochin International, Delhi,
Guwahati, Hyderabad, Jaipur, Lucknow, Mumbai and Trivandrum. The ATIS Broadcast
frequencies and hours of operations are published in Part 3 (AD 2) of AIP India.
(ii) The ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care
being taken that the readability of the ATIS message is not impaired by the speed of the
transmission of ATIS.
(iii) The language used for ATIS broadcast shall be English.
(iv) The information communicated shall relate to a single aerodrome.
(v) The information communicated shall be updated immediately whenever a significant
change occurs.
(vi) The preparation and dissemination of the ATIS message shall be the responsibility of the
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ATS unit as per local arrangement.
(vii) Individual ATIS messages shall be identified by a designator in the form of a letter of
the
ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in
alphabetical order;
(viii) Aircraft shall acknowledge receipt of the information upon establishing communication
with the ATS unit providing approach control service or the aerodrome control tower, as
appropriate.
(ix) The aerodrome control tower shall, when replying to the message in (viii) above or, in
the
case of arriving aircraft, appropriate ATS Unit shall provide the aircraft with the current
altimeter setting when first cleared to an altitude below the transition level.
(x) The meteorological information shall be extracted from the local meteorological routine
or
special report.
(xi) When rapidly changing meteorological conditions make it inadvisable to include a
weather
report in the ATIS, the ATIS messages shall indicate that the relevant weather information
will be given on initial contact with the appropriate ATS unit.
(xii) Information contained in a current ATIS, the receipt of which has been acknowledged
by
the aircraft concerned, need not be included in a directed transmission to the aircraft, with
the exception of the altimeter setting, which shall be provided in accordance with (ix).
(xiii) If an aircraft acknowledges receipt of an ATIS that is no longer current, the controller,
after ensuring the currency of ATIS, shall advise the aircraft to monitor the current ATIS.
Note: Contents of ATIS should be kept as brief as possible. Information additional to that
specified in 9.1.5.7.2, for example information already available in aeronautical
information publications (AIPs) and NOTAM, should only be included when justified in
exceptional circumstances.
(xiv) The ATIS broadcast messages contain information for arriving and departing aircraft
consisting of the following elements of information in the order listed:
a) Name of aerodrome;
b) Designator i.e. the word ―INFORMATION‖ and identification letter from the ICAO
alphabet;
c) Time of observation;
d) Type of approach (es) to be expected;
e) The runway(s) in use;
f) Transition level;
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g) Other essential operational information;
h) Surface wind direction and speed, including significant variations;
*i) Visibility and, when applicable, RVR;
*j) Present weather;
* These
elements are
replaced by
the term
―CAVOK‖,
whenever
applicable
*k) Cloud below 5 000 ft or below the highest minimum sector altitude, whichever is
greater; cumulonimbus.
l) Air temperature;
m) Dew point temperature;
n) Altimeter setting(s);
o) Any available information on significant meteorological phenomena in the approach
and climb-out areas including wind shear, and information on recent weather of
operational significance contained in MET report;
p) Trend forecast, when available; and
q) The word ―INFORMATION‖ followed by ―designator‖ and the word ―OUT‖.
9.2 Air traffic advisory service
9.2.1 The objective of the air traffic advisory service is to make information on collision
hazards more effective than it would be in the mere provision of flight information service. It
may be provided to aircraft conducting IFR flights in advisory airspace or on advisory routes
(Class F airspace).
9.2.2 Air traffic advisory service does not afford the degree of safety and cannot assume the
same responsibilities as air traffic control service in respect of the avoidance of collisions,
since
information regarding the disposition of traffic in the area concerned available to the unit
providing air traffic advisory service may be incomplete. Air traffic advisory service does not
deliver ―clearances‖ but only ―advisory information‖ and it uses the word ―advise‖ or
―suggest‖
when a course of action is proposed to an aircraft.
Note.— If the flight plan is submitted for the purpose of obtaining air traffic control service,
the
aircraft is required to wait for an air traffic control clearance prior to proceeding under the
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conditions requiring compliance with air traffic control procedures. If the flight plan is
submitted for the purpose of obtaining air traffic advisory service, the aircraft is required to
wait for acknowledgment of receipt by the unit providing the service.
9.2.3 IFR flights when operating within Class F airspace are expected to comply with the
same
procedures as those applying to controlled flights except that:
a) the flight plan and changes thereto are not subjected to a clearance, since the unit
furnishing air traffic advisory service will only provide advice on the presence of essential
traffic or suggestions as to a possible course of action;
Note 1.— It is assumed that a pilot will not effect a change in the current flight plan until
he or she has notified the intended change to the appropriate ATS unit, and has received
acknowledgement or relevant advice.
Note 2.— When a flight is operating or about to operate in a control area to continue
eventually into an advisory area or along an advisory route, a clearance may be issued for
the whole route, but the clearance as such, or revisions thereto, applies only to those
portions of the flight conducted within control areas and control zones. Advice or
suggestions would be provided as necessary for the remaining portion of the route.
b) it is for the aircraft to decide whether or not it will comply with the advice or suggestion
received and to inform the unit providing air traffic advisory service, without delay, of its
decision;
c) air-ground contacts shall be made with the air traffic services unit designated to provide air
traffic advisory service within the advisory airspace or portion thereof.
9.2.4 An air traffic services unit providing air traffic advisory service shall:
a) Advise the aircraft to depart at the time specified and to cruise at the levels indicated in the
flight plan if it does not foresee any conflict with other known traffic.
b) Suggest to aircraft a course of action by which a potential hazard may be avoided, giving
priority to an aircraft already in advisory airspace over other aircraft desiring to enter such
advisory airspace.
c) Pass to aircraft traffic information comprising the same information as that prescribed for
area control service.
d) The criteria used as a basis for action under b) and c) should be at least those laid down for
aircraft operating in controlled airspace and should take into account the limitations
inherent in the provision of air traffic advisory service, navigation facilities and air-ground
communications prevailing in the Region.
9.3 Alerting service
9.3.1 Application
9.3.1.1 Alerting service shall be provided:
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a) for all aircraft provided with air traffic control service;
b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to
the air traffic services; and
c) to any aircraft known or believed to be the subject of unlawful interference.
9.3.1.2 Flight information centres or area control centers shall serve as the central point for
collecting all information relevant to a state of emergency of an aircraft operating within the
flight information region or control area concerned and for forwarding such information to
the
appropriate rescue coordination centre.
9.3.1.3 In the event of a state of emergency arising to an aircraft while it is under the control
of an aerodrome control tower or approach control unit, such unit shall notify immediately
the
flight information centre or area control center responsible which shall in turn notify the
rescue
coordination centre, except that notification of the area control centre, flight information
centre,
or rescue coordination centre shall not be required when the nature of the emergency is such
that
the notification would be superfluous.
9.3.1.4 Nevertheless, whenever the urgency of the situation so requires, the aerodrome
control tower or approach control unit responsible shall first alert and take other necessary
steps
to set in motion all appropriate local rescue and emergency organizations which can give the
immediate assistance required.
9.3.2 Notification of rescue coordination centers
9.3.2.1 Without prejudice to any other circumstances that may render such notification
advisable, air traffic services units shall, except as prescribed in 9.3.5.1, notify rescue
coordination centres immediately an aircraft is considered to be in a state of emergency in
accordance with the following:
a) Uncertainty phase when:
1) no communication has been received from an aircraft within a period of thirty minutes
after the time a communication should have been received, or from the time an
unsuccessful attempt to establish communication with such aircraft was first made,
whichever is the earlier, or when
2) an aircraft fails to arrive within thirty minutes of the estimated time of arrival last
notified to or estimated by air traffic services units, whichever is the later, except
when no doubt exists as to the safety of the aircraft and its occupants.
b) Alert phase when:
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1) following the uncertainty phase, subsequent attempts to establish communication with
the aircraft or inquiries to other relevant sources have failed to reveal any news of the
aircraft, or when
2) an aircraft has been cleared to land and fails to land within five minutes of the
estimated time of landing and communication has not been re-established with the
aircraft, or when
3) information has been received which indicates that the operating efficiency of the
aircraft has been impaired, but not to the extent that a forced landing is likely, except
when evidence exists that would allay apprehension as to the safety of the aircraft and
its occupants, or when
4) an aircraft is known or believed to be the subject of unlawful interference.
c) Distress phase when:
1) following the alert phase, further unsuccessful attempts to establish communication
with the aircraft and more widespread unsuccessful inquiries point to the probability
that the aircraft is in distress, or when
2) the fuel on board is considered to be exhausted, or to be insufficient to enable the
aircraft to reach safety, or when
3) information is received which indicates that the operating efficiency of the aircraft has
been impaired to the extent that a forced landing is likely, or when
4) information is received or it is reasonably certain that the aircraft is about to make or
has made a forced landing,
except when there is reasonable certainty that the aircraft and its occupants are not threatened
by grave and imminent danger and do not require immediate assistance.
9.3.2.2 The notification shall contain such of the following information as is available in the
order listed:
a) INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the emergency;
b) agency and person calling;
c) nature of the emergency;
d) significant information from the flight plan;
e) unit which made last contact, time and means used;
f) last position report and how determined;
g) colour and distinctive marks of aircraft;
h) dangerous goods carried as cargo;
i) any action taken by reporting office; and
j) other pertinent remarks.
9.3.2.3 Such part of the information specified in 9.3.2.2, which is not available at the time
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notification is made to a rescue coordination centre, should be sought by an air traffic
services
unit prior to the declaration of a distress phase, if there is reasonable certainty that this phase
will eventuate.
9.3.2.4 Further to the notification in 9.3.2.1, the rescue coordination centre shall, without
delay, be furnished with:
a) any useful additional information, especially on the development of the state of emergency
through subsequent phases; or
b) information that the emergency situation no longer exists.
9.3.3 Use of communication facilities
9.3.3.1 Air traffic services units shall, as necessary, use all available communication
facilities to endeavour to establish and maintain communication with an aircraft in a state of
emergency and to request news of the aircraft.
9.3.4 Plotting aircraft in a state of emergency
9.3.4.1 When a state of emergency is considered to exist, the flight of the aircraft involved
shall be plotted on a chart in order to determine the probable future position of the aircraft
and
its maximum range of action from its last known position. The flights of other aircraft known
to
be operating in the vicinity of the aircraft involved shall also be plotted in order to determine
their probable future positions and maximum endurance.
9.3.5 Information to the operator
9.3.5.1 When an area control or a flight information center decides that an aircraft is in the
uncertainty or the alert phase, it shall, when practicable, advise the operator prior to notifying
the rescue coordination centre.
Note.— If an aircraft is in the distress phase, the rescue coordination centre has to be
notified
immediately in accordance with 9.3.2.1.
9.3.5.2 All information notified to the rescue coordination centre by an area control or flight
information centre shall, whenever practicable, also be communicated, without delay, to the
operator.
9.3.6 Information to aircraft operating in the vicinity of an aircraft in a state of
emergency
9.3.6.1 When it has been established by an air traffic services unit that an aircraft is in a state
of emergency, other aircraft known to be in the vicinity of the aircraft involved shall, except
as
provided in 9.3.6.2, be informed of the nature of the emergency as soon as practicable.
9.3.6.2 When an air traffic services unit knows or believes that an aircraft is being subjected
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to unlawful interference, no reference shall be made in ATS air-ground communications to
the
nature of the emergency unless it has first been referred to in communications from the
aircraft
involved and it is certain that such reference will not aggravate the situation.
9.3.7 Action by Air traffic services units
9.3.7.1 When no report from an aircraft has been received within a reasonable period of
time (which may be a specified interval prescribed on the basis of regional air navigation
agreements) after a scheduled or expected reporting time, the ATS unit shall, within the
stipulated period of thirty minutes, endeavour to obtain such report in order to be in a position
to
apply the provisions relevant to the ―Uncertainty Phase‖ should circumstances warrant such
application.
9.3.7.2 When alerting service is required in respect of a flight operated through more than
one FIR or control area, and when the position of the aircraft is in doubt, responsibility for
coordinating such service shall rest with the ATS unit of the FIR or control area:
i) within which the aircraft was flying at the time of last air-ground radio contact;
ii) that the aircraft was about to enter when last air ground contact was established at or close
to the boundary of two FIRs or control areas;
iii) within which the aircraft’s intermediate stop or final destination point is located:
a) if the aircraft was not equipped with suitable two way radio communication
equipment; or
b) was not under obligation to transmit position reports.
9.3.7.3 The unit responsible for alerting service, in accordance with 9.2.2.2, shall:
— notify units providing alerting service in other affected FIRs or control areas of the
emergency phase or phases, in addition to notifying the rescue coordination centre associated
with it;
— request those units to assist in the search for any useful information pertaining to the
aircraft
presumed to be in an emergency, by all appropriate means and especially those indicated in
9.3.3;
— collect the information gathered during each phase of the emergency and, after verifying it
as
necessary, transmit it to the rescue coordination centre;
— announce the termination of the state of emergency as circumstances dictate.
9.3.7.4 In obtaining the necessary information as required under 9.3.2.3, attention shall
particularly be given to informing the relevant rescue coordination center of the distress
frequencies available to survivors, as listed in Item 19 of the flight plan but not normally
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transmitted.
8.19 EMERGENCIES, HAZARDS AND EQUIPMENT
FAILURES
8.19.1 Emergencies
8.19.1.1 In the event of an aircraft in, or appearing to be in, any form of emergency, every
assistance shall be provided by the controller, and the procedures prescribed herein may be
varied according to the situation.
8.19.1.2 The progress of an aircraft in emergency shall be monitored and (whenever possible)
plotted on the situation display until the aircraft passes out of coverage of the ATS
surveillance system, and position information shall be provided to all air traffic services units
which may be able to give assistance to the aircraft. Transfer to adjacent sectors shall also be
effected when appropriate.
Note.— If the pilot of an aircraft encountering a state of emergency has previously been
directed by ATC to select a specific transponder code and/or an ADS-B emergency mode,
that
code/mode will normally be maintained unless, in special circumstances, the pilot has
decided
or has been advised otherwise. Where ATC has not requested a code or emergency mode to
be
set, the pilot will set the transponder to Mode A Code 7700 and/or the appropriate ADS-B
emergency mode.
8.19.2 Collision hazard information
8.19.2.1 When an identified controlled flight is observed to be on a conflicting path with an
unknown aircraft deemed to constitute a collision hazard, the pilot of the controlled flight
shall, whenever practicable:
a) be informed of the unknown aircraft and if so requested by the controlled flight or, if in
the opinion of the controller the situation warrants, a course of avoiding action should
be suggested; and
b) be notified when the conflict no longer exists.
8.19.2.2 When an identified IFR flight operating outside controlled airspace is observed to
be on a conflicting path with another aircraft, the pilot should:
a) be informed as to the need for collision avoidance action to be initiated, and if so
requested by the pilot or if, in the opinion of the controller, the situation warrants, a
course of avoiding action should be suggested; and
b) be notified when the conflict no longer exists.
8.19.2.3 In both cases mentioned in 8.19.2.1 and 8.19.2.2 the decision whether to comply
with ATC suggestion or not, rests with the pilot.
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8.19.2.4 Information regarding traffic on a conflicting path should be given, whenever
practicable, in the following form:
a) relative bearing of the conflicting traffic in terms of the 12-hour clock;
b) distance from the conflicting traffic in nautical miles;
c) direction in which the conflicting traffic appears to be proceeding;
d) level and type of aircraft or, if unknown, relative speed of the conflicting traffic,
8.19.2.5 Pressure altitude-derived level information, even when unverified, should be used
in the provision of collision hazard information because such information, particularly if
available from an otherwise unknown aircraft (e.g. a VFR flight) and given to the pilot of a
known aircraft, could facilitate the location of a collision hazard.
8.19.2.5.1 When the pressure altitude-derived level information has been verified, the
information shall be passed to pilots in a clear and unambiguous manner. If the level
information has not been verified, the accuracy of the information should be considered
uncertain and the pilot shall be informed accordingly.
8.19.3 Failure of equipment
8.19.3.1 Aircraft Radio Transmitter Failure
8.19.3.1.1 If two-way communication is lost with an aircraft, the controller should determine
whether or not the aircraft’s receiver is functioning by instructing the aircraft on the channel
so far used to acknowledge by making a specified manoeuvre and by observing the aircraft’s
track, or by instructing the aircraft to operate IDENT or to make SSR code and/or ADS-B
transmission changes.
Note1..— Transponder-equipped aircraft experiencing radio-communication failure will
operate the transponder on Mode A Code 7600.
Note2.- ADS-B-equipped aircraft experiencing radio-communication failure may transmit the
appropriate ADS-B emergency an/or urgency mode.
8.19.3.1.2 If the action prescribed in 8.19.3.1.1 is unsuccessful, it shall be repeated on any
other available channel on which it is believed that the aircraft might be listening.
8.19.3.1.3 In both the cases covered by 8.19.3.1.1 and 8.19.3.1.2, any manoeuvring
instructions shall be such that the aircraft would regain its current cleared track after having
complied with the instructions received.
8.19.3.1.4 Where it has been established by the action in 8.20.3.1.1 that the aircraft’s radio
receiver is functioning, continued control can be effected using SSR code/ADS-B
transmission changes or IDENT trans-missions to obtain acknowledgement of clearances
issued to the aircraft.
8.19.3.2 Complete Aircraft Communication Failure: When a controlled aircraft experiencing
complete communication failure is operating or expected to operate in an area and at flight
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levels where an ATS surveillance service is applied, separation specified in 8.15 may
continue
to be used. However, if the aircraft experiencing the communication failure is not identified,
separation shall be applied between identified aircraft and all unidentified aircraft observed
along the expected route of the aircraft with the communication failure, until such time as it is
known, or can safely be assumed, that the aircraft with radio communication failure has
passed through the airspace concerned, has landed, or has proceeded elsewhere.
8.19.3.3 Aircraft Transponder Failure in areas where the carriage of a functioning
transponder is mandatory:
8.19.3.3.1 When an aircraft experiencing transponder failure after departure is operating or
expected to operate in an area where the carriage of a functioning transponder with specified
capabilities is mandatory, the ATC units concerned should endeavour to provide for
continuation of the flight to the aerodrome of first intended landing in accordance with the
flight plan. However, in certain traffic situations, either in terminal areas or en-route,
continuation of the flight may not be possible, particularly when failure is detected shortly
after take-off. The aircraft may then be required to return to the departure aerodrome or to
land at the nearest suitable aerodrome acceptable to the operator concerned and to ATC.
8.20.3.3.2 In case of a transponder failure which is detected before departure from an
aerodrome where it is not practicable to effect a repair, the aircraft concerned should be
permitted to proceed, as directly as possible, to the nearest suitable aerodrome where repair
can be made. When granting clearance to such aircraft, ATC should take into consideration
the existing or anticipated traffic situation and may have to modify the time of departure,
flight level or route of the in-tended flight. Subsequent adjustments may become necessary
during the course of the flight.
8.19.4 ATS surveillance system failure
8.19.4.1 In the event of complete failure of the ATS surveillance system where air-ground
communications remain, the controller shall plot the position of all aircraft already identified,
take the necessary action to establish procedural separation between the aircraft and, if
necessary, limit the number of aircraft permitted to enter the area.
8.19.4.2 As an emergency measure, use of flight levels spaced by half the applicable vertical
separation minimum may be resorted to temporarily if standard procedural separation cannot
be provided immediately.
8.19.5 Degradation of aircraft position source data
8.19.5.1 In order to reduce he impact of a degradation of aircraft position source data, for
example, a receiver autonomous integrity monitoring (RAIM) outage for GNSS, the
appropriate ATS authority shall establish contingency procedures to be followed by control
positions and ATC units in the event of data degradation.
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8.19.6 Ground radio failure
8.19.6.1 In the event of complete failure of the ground radio equipment used for control, the
controller shall, unless able to continue to provide the ATS surveillance service by means of
other available communication channels, proceed as follows:
a) without delay inform all adjacent control positions or ATC units, as applicable, of the
failure;
b) appraise such positions or units of the current traffic situation;
c) request their assistance, in respect of aircraft which may establish communications with
those positions or units, in establishing and maintaining separation between such aircraft;
and
d) instruct adjacent control positions or ATC units to hold or reroute all controlled flights
outside the area of responsibility of the position or ATC unit that has experienced the
failure until such time that the provision of normal services can be resumed.
COORDINATION
10.1 COORDINATION IN RESPECT OF THE PROVISION OF AIR TRAFFIC
CONTROL SERVICE
10.1.1 General
10.1.1.1 The coordination and transfer of control of a flight between successive ATC
units and control sectors shall be effected by a dialogue comprising the following stages:
a) notification of the flight in order to prepare for coordination, as necessary;
b) coordination of conditions of transfer of control by the transferring ATC unit;
c) coordination, if necessary, and acceptance of conditions of transfer of control by the
accepting ATC unit; and
d) the transfer of control to the accepting ATC unit or control sector.
10.1.1.2 ATC units should, to the extent possible, establish and apply standardized
procedures for the coordination and transfer of control of flights, in order, inter alia, to
reduce the need for verbal coordination. Such coordination procedures shall conform to the
procedures contained in the following provisions and be specified in letters of agreement and
instructions contained in MATS 2 of the concerned airport, as applicable.
10.1.1.3 Such agreements and instructions shall cover the following as applicable:
a) definition of areas of responsibility and common interest, airspace structure and
airspace classification(s);
b) any delegation of responsibility for the provision of ATS ;
c) procedures for the exchange of flight plan and control data, including use of
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automated and/or verbal coordination messages;
d) means of communication;
e) requirements and procedures for approval requests;
f) significant points, levels or times for transfer of control;
g) significant points, levels or times for transfer of communication;
h) conditions applicable to the transfer and acceptance of control, such as specified
altitudes/flight levels, specific separation minima or spacing to be established at the
time of transfer, and the use of automation;
i) ATS surveillance system coordination procedures;
j) SSR Code assignment procedure;
k) procedures for departing traffic;
l) designated holding fixes and procedures for arriving traffic;
m) applicable contingency procedures; and
n) any other provisions or information relevant to the coordination and transfer of control
of flights.
10.1.2 Coordination between ATC units providing air traffic service within contiguous
control areas
10.1.2.1 ATC units shall forward from unit to unit, as the flight progresses, necessary
flight plan and control information. When so required by agreement between the appropriate
ATS authorities to assist the separation of aircraft, flight plan and flight progress information
for flights along specified routes or portions of routes in close proximity to flight information
region boundaries shall also be provided to the ATC units in charge of the flight information
regions adjacent to such routes or portions of routes.
Note.- Such a route or portion of route is often referred to as an area of common interest, the
extent of which is usually determined by the required separation minima.
10.1.2.1.1 The flight plan and control information shall be transmitted in sufficient time
to permit reception and analysis of the data by the receiving unit(s) and necessary
coordination between the two units concerned.
10.1.2.2 Approval Request
10.1.2.2.1 If the flying time from the departure aerodrome of an aircraft to the boundary
of an adjacent control area is less than the specified minimum required to permit transmission
of the necessary flight plan and control information to the accepting ATC unit after take-off
and allow adequate time for reception, analysis and coordination, the transferring ATC unit
shall, prior to clearing the aircraft, forward that information to the accepting ATC unit
together with a request for approval. The required time period shall be specified in letters of
agreement or local instructions, as appropriate.
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10.1.2.2.2 In the case of an aircraft in flight requiring an initial clearance when the flying
time to the boundary of an adjacent control area is less than 30 minutes, the aircraft shall be
held within the transferring ATC unit’s control area until the flight plan and control
information has been forwarded together with a request for approval, and coordination
effected, with the adjacent ATC unit.
10.1.2.2.3 In the case of an aircraft requesting a change in its current flight plan, or of a
transferring ATC unit proposing to change the current flight plan of an aircraft, and the flying
time of the aircraft to the control area boundary is less than 30 minutes, the revised clearance
shall be withheld pending approval of the proposal by the adjacent ATC unit. In other
circumstances, revisions to previously transmitted current flight plan and control data shall be
transmitted as early as possible, and no approval from the accepting ATC unit shall be
required.
10.1.2.2.4 When boundary estimate data are to be transmitted for approval by the
accepting unit, the time in respect of an aircraft not yet departed shall be based upon the
estimated time of departure as determined by the ATC unit in whose area of responsibility the
departure aerodrome is located. In respect of an aircraft in flight requiring an initial clearance,
the time shall be based on the estimated elapsed time from the holding point to the boundary
plus the time expected to be needed for coordination.
10.1.2.2.5 Procedure and the conditions including specified flying times, under which
approval requests are to be forwarded for approval, shall be as specified in letters of
agreement / MATS 2.
10.1.2.3 Transfer of control
10.1.2.3.1 The responsibility for the control of an aircraft shall be transferred from ATC
unit to the next unit at the time of crossing the common control area boundary as determined
by the unit having control of the aircraft or at such other point or time as has been agreed
between the two units.
10.1.2.3.2 Where specified in LOA ( letters of agreement) between the ATC units
concerned, and when transferring an aircraft, the transferring unit shall notify the accepting
unit that the aircraft is in position to be transferred and specify that the responsibility for
control should be assumed by the accepting unit, forthwith at the time of crossing the control
boundary or other transfer control point specified in letters of agreement between the ATC
units or at such other point or time coordinated between the two units.
10.1.2.3.3 If the transfer of control time or point is other than the forthwith, the accepting
ATC unit shall not alter the clearance of the aircraft prior to the agreed transfer of control
time or point without the approval of the transferring unit.
10.1.2.3.4 If transfer of communication is used to transfer an aircraft to a receiving ATC
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unit, responsibility for control shall not be assumed until the time of crossing the control area
boundary or other transfer of control point specified in letter of agreement between the ATC
units.
10.1.2.4 Transfer of communication
10.1.2.4.1 Except when separation minima specified in 8.15 are being applied, the
transfer of air-ground communications of an aircraft from the transferring to the accepting
ATC unit shall be made five minutes before the time at which the aircraft is estimated to
reach the common control area boundary, unless otherwise agreed between the two ATC
units concerned or as specified in LOA.
10.1.2.4.2 When separation minima specified in 8.15 are being applied at the time of
transfer of control, the transfer of air-ground communications of an aircraft from the
transferring to the accepting ATC unit shall be made immediately after the accepting ATC
unit has agreed to assume control.
10.1.2.4.3 The accepting ATC unit shall normally not be required to notify the
transferring unit that radio and/or data communication has been established with the aircraft
being transferred and that control of the aircraft has been assumed, unless otherwise specified
in LOA. The accepting ATC unit shall notify the transferring unit in the event that
communication with the aircraft is not established as expected.
10.1.2.4.4 In cases where a portion of a control area is so situated that the time taken by
aircraft to traverse it is of a limited duration, agreement should be reached to provide for
direct transfer of communication between the units responsible for the adjacent control areas,
provided that the intermediate unit is fully informed of such traffic. The intermediate unit
shall retain responsibility for coordination and for ensuring that separation is maintained
between all traffic within its area of responsibility.
10.1.2.4.5 An aircraft may be permitted to communicate temporarily with a control unit
other than the unit controlling the aircraft.
10.1.2.5 Termination of controlled flight
10.1.2.5.1 In the case where a flight ceases to be operated as a controlled flight, i.e. by
leaving controlled airspace or by canceling its IFR flight and proceeding on VFR in airspace
where VFR flights are not controlled, the ATC unit concerned shall ensure that appropriate
information on the flight is forwarded to ATS unit(s) responsible for the provision of flight
information and alerting services for the remaining portion of the flight, in order to ensure
that such services will be provided to the aircraft.
10.1.3 Coordination between a unit providing area control service and a unit providing
approach control service
10.1.3.1 Division of Control
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10.1.3.1.1 Except when otherwise specified in letters of agreement or local instructions,
or by the ACC concerned in individual cases, a unit providing approach control service may
issue clearances to any aircraft released to it by an ACC without reference to the ACC.
However, when an approach has been missed the ACC shall, if affected by the missed
approach, be advised immediately and subsequent action coordinated between the ACC and
the unit providing approach control service as necessary.
10.1.3.1.2 An ACC may, after coordination with the unit providing approach control
service, release aircraft directly to aerodrome control towers if the entire approach will be
made under visual meteorological conditions.
10.1.3.2 Take-off and Clearance Expiry Times
10.1.3.2.1 Time of take-off shall be specified by the ACC when it is necessary to:
a) coordinate the departure with traffic not released to the unit providing approach
control service; and
b) provide en-route separation between departing aircraft following the same track.
10.1.3.2.2 If time of take-off is not specified, the unit providing approach control service
shall determine the take-off time when necessary to coordinate the departure with traffic
released to it.
10.1.3.2.3 A clearance expiry time shall be specified by the ACC if a delayed departure
would conflict with traffic not released to the unit providing approach control service. If, for
traffic reasons of its own, a unit providing approach control service has to specify in addition
its own clearance expiry time, this shall not be later than that specified by the ACC.
10.1.3.3 Exchange of movement and control data
10.1.3.3.1 The unit providing approach control service shall keep the ACC promptly
advised of pertinent data on controlled traffic such as:
a) runway(s)-in-use and expected type of instrument approach procedure;
b) lowest vacant level at the holding fix available for use by the ACC;
c) average time interval or distance between successive arrivals as determined by the unit
providing approach control service;
d) revision of the expected approach time issued by the ACC when the calculation of the
expected approach time by the unit providing approach control service indicates a
variation of five minutes or such other time as has been agreed between the two ATC
units concerned;
e) arrival times over the holding point when these vary by three minutes, or such other
time as has been agreed between the two ATC units concerned, from those previously
estimated;
f) cancellations by aircraft of IFR flight, if these will affect levels at the holding point or
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expected approach times of other aircraft;
g) aircraft departure times or, if agreed between the two ATC units concerned, the
estimated time at the control area boundary or other specified point;
h) all available information relating to overdue or unreported aircraft;
i) missed approaches which may affect the ACC.
10.1.3.3.2 The ACC shall keep the unit providing approach control service promptly
advised of pertinent data on controlled traffic such as:
a) identification, type and point of departure of arriving aircraft;
b) estimated time and proposed level of arriving aircraft over holding fix or other
specified point;
c) estimated time and proposed level of arriving aircraft over holding fix or actual time if
aircraft is released to the unit providing approach control service after arrival over the
holding point;
d) requested type of IFR approach procedure if different to that specified by the approach
control unit;
e) expected approach time issued;
f) when required, statement that aircraft has been instructed to contact the unit providing
approach control service;
g) when required, statement that an aircraft has been released to the unit providing
approach control service including, if necessary, the time and conditions of release;
h) anticipated delay to departing traffic due to congestion.
10.1.3.3.3 Information on arriving aircraft shall be forwarded not less than fifteen minutes
before estimated time of arrival and such information shall be revised as necessary.
10.1.4 Coordination between a unit providing approach control service and a unit
providing aerodrome control service
10.1.4.1 Division of Control
10.1.4.1.1 A unit providing approach control service shall retain control of arriving
aircraft until such aircraft have been transferred to the aerodrome control tower and are in
communication with the aerodrome control tower. Letters of agreement or local instructions,
appropriate to the airspace structure, terrain, meteorological conditions and ATS facilities
available, shall establish rules for the transfer of arriving aircraft.
10.1.4.1.2 A unit providing approach control service may authorize an aerodrome control
tower to release an aircraft for take-off subject to the discretion of the aerodrome control
tower with respect to arriving aircraft.
10.1.4.1.3 Aerodrome control towers shall, when so prescribed in letters of agreement or
local instructions, obtain approval from the unit providing approach control service prior to
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authorizing operation of special VFR flights.
10.1.4.2 Exchange of movement and control data
10.1.4.2.1 An aerodrome control tower shall keep the unit providing approach control
service promptly advised of pertinent data on relevant controlled traffic such as:
a) arrival and departure times;
b) when required, statement that the first aircraft in an approach sequence is in
communication with and is sighted by the aerodrome control tower, and that
reasonable assurance exists that a landing can be accomplished;
c) all available information relating to overdue or unreported aircraft;
d) information concerning missed approaches;
e) information concerning aircraft that constitute essential local traffic to aircraft under
the control of the unit providing approach control service.
10.1.4.2.2 The unit providing approach control service shall keep the aerodrome control
tower promptly advised of pertinent data on controlled traffic such as:
a) estimated time and proposed level of arriving aircraft over the aerodrome, at least
fifteen minutes prior to estimated arrival;
b) when required, a statement that an aircraft has been instructed to contact the
aerodrome control tower and that control shall be assumed by that unit;
c) anticipated delay to departing traffic due to congestion.
10.1.5 Coordination between control positions within the same unit
10.1.5.1 Appropriate flight plan and control information shall be exchanged between
control positions within the same air traffic control unit, in respect of:
a) all aircraft for which responsibility for control will be transferred from one control
position to another;
b) aircraft operating in such close proximity to the boundary between control sectors that
control of traffic within an adjacent sector may be affected;
c) all aircraft for which responsibility for control has been delegated by a controller using
procedural methods to a controller using an ATS surveillance system, as well as other
aircraft affected.
10.1.5.2 Procedures for coordination and transfer of control between control sectors
within the same ATC unit shall conform to the procedures applicable to ATC units.
10.2 COORDINATION IN RESPECT OF THE PROVISION OF FLIGHT
INFORMATION SERVICE AND ALERTING SERVICE
10.2.1 Coordination between ATS units providing flight information service in adjacent
FIRs shall be effected in respect of IFR and VFR flights, in order to ensure continued flight
information service to such aircraft in specified areas or along specified routes. Such
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coordination shall be effected in accordance with an agreement between the ATS units
concerned.
10.2.2 Where coordination of flights is effected in accordance with 10.3.1, this shall
include transmission of the following information on the flight concerned:
a) appropriate items of the current flight plan; and
b) the time at which last contact was made with the aircraft concerned.
10.2.3 This information shall be forwarded to the ATS unit in charge of the next FIR in
which the aircraft will operate prior to the aircraft entering such FIR.
10.2.4 When so required by agreement between the appropriate ATS authorities to
assist in the identification of strayed or unidentified aircraft and thereby eliminate or reduce
the need for interception, flight plan and flight progress information for flights along
specified routes or portions of routes in close proximity to FIR boundaries shall also be
provided to the ATS units in charge of the FIRs adjacent to such routes or portions of routes.
10.2.5 In circumstances where an aircraft is experiencing an emergency or has declared
minimum fuel, or in any other situation wherein the safety of the aircraft is not assured, the
type of emergency and the circumstances experienced by the aircraft shall be reported by the
transferring unit to the accepting unit and any other AT unit that may be concerned with the
flight and to the associated rescue coordination centres, if necessary.
10.3 COORDINATION IN RESPECT OF THE PROVISION OF AIR TRAFFIC
ADVISORY SERVICE
10.3.1 ATS units providing air traffic advisory service shall apply the coordination
procedures specified in Section 10.2 with respect to such aircraft having elected to use this
type of service.
10.4 COORDINATION BETWEEN THE OPERATOR AND AIR TRAFFIC
SERVICES
10.4.1 ATS units, in carrying out their objectives, shall have due regard for the
requirements of the operators and, if so required by the operators, shall make available to
them or their designated representatives such information as may be available to enable them
or their designated representatives to carry out their responsibilities
10.4.2 When so requested by an operator, messages received by air traffic services units
and relating to the operation of the aircraft for which operational control service is provided
by that operator shall, so far as practicable, be made available immediately to the operator or
a designated representative in accordance with locally agreed procedures contained in MATS
Part-2.
10.5 COORDINATION BETWEEN MILITARY ATHORITIES AND AIR
TRAFFIC SERVICES
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10.5.1 Air traffic services units shall establish and maintain close cooperation with
military authorities responsible for activities that may affect flights of civil aircraft.
10.5.2 Coordination of activities potentially hazardous to civil aircraft shall be effected
in accordance with 10.8
10.5.3 Arrangements shall be made to permit information relevant to the safe and
expeditious conduct of flights of civil aircraft to be promptly exchanged between air traffic
services units and appropriate military units.
10.5.3 Air traffic services units shall, either routinely or on request, in accordance with
locally agreed procedures, provide appropriate military units with pertinent flight plan and
other data concerning flights of civil aircraft.
10.5.4 Special procedures shall be established in order to ensure that:
a) air traffic services units are notified if a military unit observes that an aircraft which is,
or might be, a civil aircraft is approaching, or has entered, any area in which interception
might become necessary;
b) all possible efforts are made to confirm the identity of the aircraft and to provide it with
the navigational guidance necessary to avoid the need for interception.
10.6 COORDINATION OF ACTIVITIES POTENTIALLY HAZARDOUS TO
CIVIL AIRCRAFT
10.6.1 The arrangements for activities potentially hazardous to civil aircraft shall be
coordinated by the organization conducting such activities with the AAI CHQ and / or local
air traffic services unit(s) as appropriate. The coordination shall be effected early enough to
permit timely promulgation of information regarding the activities.
10.6.2 The objective of the coordination shall be to achieve the best arrangements
which will avoid hazards to civil aircraft and minimize interference with the normal
operations of such aircraft.
10.6.3 In determining arrangements the following should be applied:
a) the locations or areas, times and durations for the activities should be selected to avoid
closure or realignment of established ATS routes, blocking of the most economic flight
levels, or delays of scheduled aircraft operations, unless no other options exist;
b) the size of the airspace designated for the conduct of the activities should be kept as
small as possible;
c) direct communication between the appropriate air traffic services unit and the
organization or unit conducting the activities should be provided for use in the event
that civil aircraft emergencies or other unforeseen circumstances require
discontinuation of the activities.
10.6.4 The AAI CHQ and / or local air traffic services unit(s) as appropriate. shall be
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responsible for initiating the promulgation of information regarding such activities.
10.6.5 Information regarding activities potentially hazardous to civil aircraft taking
place on a regular or continuing basis are published in AIP ENR 5. If required, special
committees should be established to ensure that the requirements of all parties concerned are
adequately coordinated.
10.6.6 Information regarding flexible use of airspace along some of the ATS routes
reserved for military or other special activities is published in AIP ENR 3. Appropriate ATS
unit shall affect necessary coordination with military / other concerned authorities permit all
airspace users to have safe access to such reserved airspace.
10.7 COORDINATION BETWEEN METEOROLOGICAL AND ATS AUTHORITIRS
10.7.1 To ensure that aircraft receive the most up-to-date meteorological information
for aircraft operations, air traffic services personnel to report as soon as possible to the
associated meteorological office:
a) meteorological phenomena of operational significance, if observed by them or
communicated by aircraft, which have not been included in the aerodrome
meteorological report;
b) pertinent information concerning pre-eruption volcanic activity, volcanic eruptions
and information concerning volcanic ash cloud. In addition, area control centres and
flight information centres shall report the information to the associated meteorological
10.7.2 Close coordination shall be maintained between area control centres, flight
information centres and associated meteorological watch offices to ensure that information on
volcanic ash included in NOTAM and SIGMET messages is consistent.
10.8 COORDINATION BETWEEN AERONAUTICAL INFORMATION SERVICE
(AIS) AND AIR TRAFFIC SERVICES (ATS) UNITS
10.8.1 To ensure that aeronautical information services units obtain information to enable
them to provide up to-date pre-flight information and to meet the need for in-flight
information, arrangements shall be made locally between aeronautical information services
and ATS units responsible for AIS to report to the responsible AIS unit, with a minimum of
delay:
a) information on aerodrome conditions;
b) the operational status of associated facilities, services and navigation aids within their
area of responsibility;
c) the occurrence of volcanic activity observed by air traffic services personnel or
reported by aircraft; and
d) any other information considered to be of operational significance.
10.8.2 Before introducing changes to the air navigation system, due account shall be
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taken by the services responsible for such changes of the time needed by the aeronautical
information service for the preparation, production and issuance of relevant material for
promulgation. To ensure timely provision of the information to the aeronautical information
service, close coordination between those services concerned is therefore required.
10.8.3 Of particular importance are changes to aeronautical information that affect
charts and/or computer-based navigation systems which qualify to be notified by the
Aeronautical Information Regulation and Control (AIRAC) system. The predetermined,
internationally agreed AIRAC effective dates in addition to 14 days postage time shall be
observed by the responsible air traffic services when submitting the raw information/data to
aeronautical information services.
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UNIT 4 [ AERODROME DATA, PHYSICAL
CHARACTERISTICS AND OBSTACLE
RESTRICTION]
1.1 Basic Terminology:
When the following terms are used in this Standard they have the following meanings:
Accuracy. A degree of conformance between the estimated or measured value and the true
value.
Aerodrome. A defined area on land or water (including any buildings, installations, and
equipment) intended to be used either wholly or in part for the arrival, departure and surface
movement of aircraft.
Aerodrome beacon. Aeronautical beacon used to indicate the location of an aerodrome from
the air. Aerodrome Certificate. A certificate issued by the appropriate authority under
applicable regulations for the operation of an aerodrome.
Aerodrome elevation. The elevation of the highest point of the landing area.
Aerodrome identification sign. A sign placed on an aerodrome to aid in identifying the
aerodrome from the air.
Aerodrome reference point. The designated geographical location of an aerodrome.
Aerodrome traffic density.
a) Light. Where the number of movements in the mean busy hour is not greater than 15 per
runway or typically less than 20 total aerodrome movements.
b) Medium. Where the number of movements in the mean busy hour is of the order of 16 to
25 per runway or typically between 20 to 35 total aerodrome movements.
c) Heavy. Where the number of movements in the mean busy hour is of the order of 26 or
more per runway or typically more than 35 total aerodrome movements.
Aeronautical beacon. An aeronautical ground light visible at all azimuths, either
continuously or intermittently, to designate a particular point on the surface of the earth.
Aeronautical ground light. Any light specially provided as an aid to air navigation, other
than a light displayed on an aircraft.
Aeroplane reference field length. The minimum field length required for take-off at
maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and
zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the
certificating authority or equivalent data from the aeroplane manufacturer. Field length means
balanced field length for aeroplanes, if applicable, or take-off distance in other cases.
Aircraft classification number (ACN). A number expressing the relative effect of an aircraft
on a pavement for a specified standard sub grade category.
Aircraft stand. A designated area on an apron intended to be used for parking an aircraft.
Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes
of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.
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Apron management service. A service provided to regulate the activities and the movement
of aircraft and vehicles on an apron.
Barrette. Three or more aeronautical ground lights closely spaced in a transverse line so that
from a distance they appear as a short bar of light. Certified aerodrome. An aerodrome whose
operator has been granted an aerodrome certificate.
Capacitor discharge light. A lamp in which high-intensity flashes of extremely short
duration are produced by the discharge of electricity at high voltage through a gas enclosed in
a tube.
Clearway. A defined rectangular area on the ground or water under the control of the
appropriate authority, selected or prepared as a suitable area over which an aeroplane may
make a portion of its initial climb to a specified height.
Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression
of data that provides a level of assurance against loss or alteration of data.
Data quality. A degree or level of confidence that the data provided meet the requirements of
the data user in terms of accuracy, resolution and integrity.
Declared distances.
a) Take-off run available (TORA). The length of runway declared available and suitable for
the ground run of an aeroplane taking off.
b) Take-off distance available (TODA). The length of the take-off run available plus the
length of the clearway, if provided.
c) Accelerate-stop distance available (ASDA). The length of the take-off run available plus
the length of the stop way, if provided.
d) Landing distance available (LDA). The length of runway which is declared available and
suitable for the ground run of an aeroplane landing.
Dependent parallel approaches. Simultaneous approaches to parallel or near-parallel
instrument runways where radar separation minima between aircraft on adjacent extended
runway centre lines are prescribed.
Displaced threshold. A threshold not located at the extremity of a runway.
Effective intensity. The effective intensity of a flashing light is equal to the intensity of a
fixed light of the same colour which will produce the same visual range under identical
conditions of observation.
Ellipsoid height (Geodetic height). The height related to the reference ellipsoid, measured
along the ellipsoidal outer normal through the point in question.
Fixed light. A light having constant luminous intensity when observed from a fixed point.
Frangible object. An object of low mass designed to break, distort or yield on impact so as to
present the minimum hazard to aircraft.
Geodetic datum. A minimum set of parameters required to define location and orientation of
the local reference system with respect to the global reference system/frame.
Geoid. The equipotential surface in the gravity field of the Earth which coincides with the
undisturbed mean sea level (MSL) extended continuously through the continents.
Geoid undulation. The distance of the geoid above (positive) or below (negative) the
mathematical reference ellipsoid.
Hazard beacon. An aeronautical beacon used to designate a danger to air navigation.
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Heliport. An aerodrome or a defined area on a structure intended to be used wholly or in part
for the arrival, departure and surface movement of helicopters.
Holding bay. A defined area where aircraft can be held, or bypassed, to facilitate efficient
surface movement of aircraft.
Holdover time. The estimated time the anti-icing fluid (treatment) will prevent the formation
of ice and frost and the accumulation of snow on the protected (treated) surfaces of an
aeroplane.
Human Factors principles. Principles which apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the human and
other system components by proper consideration to human performance.
Human performance. Human capabilities and limitations which have an impact on the safety
and efficiency of aeronautical operations.
Identification beacon. An aeronautical beacon emitting a coded signal by means of which a
particular point of reference can be identified.
Independent parallel approaches. Simultaneous approaches to parallel or near-parallel
instrument runways where radar separation minima between aircraft on adjacent extended
runway centre lines are not prescribed.
Independent parallel departures. Simultaneous departures from parallel or near-parallel
instrument runways.
Instrument runway. One of the following types of runways intended for the operation of
aircraft using instrument approach procedures:
a) Non-precision approach runway. An instrument runway served by visual aids and a non-
visual aid providing at least directional guidance adequate for a straight-in approach.
b) Precision approach runway, category I. An instrument runway served by ILS and/or MLS
and visual aids intended for operations with a decision height not lower than 60 m (200 ft)
and either a visibility not less than 800 m or a runway visual range not less than 550 m.
c) Precision approach runway, category II. An instrument runway served by ILS and/or MLS
and visual aids intended for operations with a decision height lower than 60 m (200 ft) but
not lower than 30 m (100 ft) and a runway visual range not less than 350 m.
d) Precision approach runway, category III. An instrument runway served by ILS and/or
MLS to and along the surface of the runway and:
A C intended for operations with a decision height lower than 30 m (100 ft), or no decision
height and a runway visual range not less than 200 m.
B C intended for operations with a decision height lower than 15 m (50 ft), or no decision
height and a runway visual range less than 200 m but not less than 50 m.
C C intended for operations with no decision height and no runway visual range limitations.
Integrity (aeronautical data). A degree of assurance that an aeronautical data and its value
has not been lost nor altered since the data origination or authorized amendment.
Intermediate holding position. A designated position intended for traffic control at which
taxiing aircraft and vehicles shall stop and hold until further cleared to proceed, when so
instructed by the aerodrome control tower.
Landing area. That part of a movement area intended for the landing or take-off of aircraft.
Landing direction indicator. A device to indicate visually the direction currently designated
for landing and for take-off.
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Lighting system reliability. The probability that the complete installation operates within the
specified tolerances and that the system is operationally usable.
Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing
of aircraft, excluding aprons.
Marker. An object displayed above ground level in order to indicate an obstacle or delineate
a boundary.
Marking. A symbol or group of symbols displayed on the surface of the movement area in
order to convey aeronautical information.
Movement area. That part of an aerodrome to be used for the take-off, landing and taxiing of
aircraft, consisting of the manoeuvring area and the apron(s).
Near-parallel runways. Non-intersecting runways whose extended centre lines have an angle
of convergence/divergence of 15 degrees or less.
Non-instrument runway. A runway intended for the operation of aircraft using visual
approach procedures.
Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof,
that are located on an area intended for the surface movement of aircraft or that extend above
a defined surface intended to protect aircraft in flight.
Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional
surfaces, and balked landing surface and that portion of the strip bounded by these surfaces,
which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted
one required for air navigation purposes.
Orthometric height. Height of a point related to the geoid, generally presented as an MSL
elevation.
Pavement classification number (PCN). A number expressing the bearing strength of a
pavement for unrestricted operations.
Precision approach runway, see Instrument runway.
Primary runway(s). Runway(s) used in preference to others whenever conditions permit.
Road. An established surface route on the movement area meant for the exclusive use of
vehicles.
Road-holding position. A designated position at which vehicles may be required to hold.
Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-
off of aircraft.
Runway end safety area (RESA). An area symmetrical about the extended runway centre
line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an
aeroplane undershooting or overrunning the runway.
Runway guard lights. A light system intended to caution pilots or vehicle drivers that they
are about to enter an active runway.
Runway-holding position. A designated position intended to protect a runway, an obstacle
limitation surface, or an ILS/ MLS critical/sensitive area at which taxiing aircraft and
vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower.
Runway strip. A defined area including the runway and stopway, if provided, intended:
a) to reduce the risk of damage to aircraft running off a runway; and
b) to protect aircraft flying over it during take-off or landing operations.
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Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line
of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line.
Safety Management System. A system for the management of safety at aerodromes including
the organizational structure, responsibilities, procedures, processes and provisions for the
implementation of aerodrome safety policies by an aerodrome operator, which provides for
control of safety at, and the safe use of, the aerodrome.
Segregated parallel operations. Simultaneous operations on parallel or near-parallel
instrument runways in which one runway is used exclusively for approaches and the other
runway is used exclusively for departures.
Shoulder. An area adjacent to the edge of a pavement so prepared as to provide a transition
between the pavement and the adjacent surface.
Sign.
a) Fixed message sign. A sign presenting only one message.
b) Variable message sign. A sign capable of presenting several pre-determined messages or
no message, as applicable.
Signal area. An area on an aerodrome used for the display of ground signals.
Slush. Water-saturated snow which with a heel-and-toe slap- down motion against the
ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8.
Snow (on the ground).
a) Dry snow. Snow which can be blown if loose or, if compacted by hand, will fall apart
again upon release; specific gravity: up to but not including 0.35.
b) Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a
snowball; specific gravity: 0.35 up to but not including 0.5.
c) Compacted snow. Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into lumps if picked up; specific gravity: 0.5
and over.
Station declination. An alignment variation between the zero degree radial of a VOR and
true north, determined at the time the VOR station is calibrated.
Stopway. A defined rectangular area on the ground at the end of take-off run available
prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned
take-off.
Switch-over time (light). The time required for the actual intensity of a light measured in a
given direction to fall from 50 per cent and recover to 50 per cent during a power supply
changeover, when the light is being operated at intensities of 25 per cent or above.
Take-off runway. A runway intended for take-off only.
Taxiway. A defined path on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another, including:
a) Aircraft stand taxilane. A portion of an apron designated as a taxiway and intended to
provide access to aircraft stands only.
b) Apron taxiway. A portion of a taxiway system located on an apron and intended to provide
a through taxi route across the apron.
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c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to
allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways
thereby minimizing runway occupancy times.
Taxiway intersection. A junction of two or more taxiways.
Taxiway strip. An area including a taxiway intended to protect an aircraft operating on the
taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway.
Threshold. The beginning of that portion of the runway usable for landing.
Touchdown zone. The portion of a runway, beyond the threshold, where it is intended
landing aeroplanes first contact the runway.
Usability factor. The percentage of time during which the use of a runway or system of
runways is not restricted because of the cross-wind component.
1.2 Applicability
1.2.1 The interpretation of some of the specifications in the Standard expressly requires the
exercising of discretion, the taking of a decision or the performance of a function by the
CAA. In other specifications, the expression CAA does not actually appear although its
inclusion is implied. In both cases, the responsibility for what-ever determination or action is
necessary shall rest with the CAA having jurisdiction over the aerodrome.
1.2.2 The specifications, unless otherwise indicated in a particular context, shall apply to all
aerodromes open to public use. The specifications of this Standard shall apply only to land
aerodromes. The specifications in this Manual shall apply, where appropriate, to heliports but
shall not apply to stolports.
1.2.3 Wherever a colour is referred to in this Standard, the specifications for that colour given
in Appendix 1 shall apply.
1.3 Reference code
Introductory Note.C The intent of the reference code is to provide a simple method for
interrelating the numerous specifications concerning the characteristics of aerodromes so as
to provide a series of aerodrome facilities that are suitable for the aeroplanes that are
intended to operate at the aerodrome. The code is not intended to be used for determining
runway length or pavement strength requirements. The code is composed of two elements
which are related to the aeroplane performance characteristics and dimensions. Element 1 is
a number based on the aeroplane reference field length and element 2 is a letter based on the
aeroplane wing span and outer main gear wheel span. A particular specification is related to
the more appropriate of the two elements of the code or to an appropriate combination of the
two code elements. The code letter or number within an element selected for design purposes
is related to the critical aeroplane characteristics for which the facility is provided. When
applying this Standard the aeroplanes which the aerodrome is intended to serve are first
identified and then the two elements of the code.
1.3.1 An aerodrome reference code C code number and letter C which is selected for
aerodrome planning purposes shall be determined in accordance with the characteristics of
the aeroplane for which an aerodrome facility is intended.
1.3.2 The aerodrome reference code numbers and letters shall have the meanings assigned to
them in Table 1-1.
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1.3.3 The code number for element 1 shall be determined from Table 1-1, column 1, selecting
the code number corresponding to the highest value of the aeroplane reference field lengths
of the aeroplanes for which the runway is intended.
1.3.4 The code letter for element 2 shall be determined from Table 1-1, column 3, by
selecting the code letter which corresponds to the greatest wing span, or the greatest outer
main gear wheel span, whichever gives the more demanding code letter of the aeroplanes for
which the facility is intended.
CHAPTER 2. AERODROME DATA
2.1 Aeronautical data
2.1.1 Determination and reporting of aerodrome related aeronautical data shall be in
accordance with the accuracy and integrity requirements set forth in Tables 1 to 5 contained
in Appendix 5 while taking into account the established quality system procedures. Accuracy
requirements for aeronautical data are based upon a 95 per cent confidence level and in that
respect, three types of positional data shall be identified: surveyed points (e.g. runway
threshold), calculated points (mathematical calculations from the known surveyed points of
points in space, fixes) and declared points (e.g. flight information region boundary points).
2.1.2 CAA shall ensure that integrity of aeronautical data is maintained throughout the data
process from survey/origin to the next intended user. Aeronautical data integrity requirements
shall be based upon the potential risk resulting from the corruption of data and upon the use
to which the data item is put. Consequently, the following classification and data integrity
level shall apply:
a) critical data, integrity level 1 10-8: there is a high probability when using corrupted
critical data that the continued safe flight and landing of an aircraft would be severely at risk
with the potential for catastrophe;
b) essential data, integrity level 1 10-5: there is a low probability when using corrupted
essential data that the continued safe flight and landing of an aircraft would be severely at
risk with the potential for catastrophe;
and
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c) routine data, integrity level 1 10-3: there is a very low probability when using corrupted
routine data that the continued safe flight and landing of an aircraft would be severely at risk
with the potential for catastrophe.
2.1.3 Protection of electronic aeronautical data while stored or in transit shall be totally
monitored by the cyclic redundancy check (CRC). To achieve protection of the integrity level
of critical and essential aeronautical data as classified in
2.1.2 above, a 32 or 24 bit CRC algorithm shall apply respectively.
2.1.4 To achieve protection of the integrity level of routine aeronautical data as classified in
2.1.2 above, a 16 bit CRC algorithm shall apply.
Industry Requirements for Aeronautical Information.
2.1.5 Geographical coordinates indicating latitude and longitude shall be determined and
reported to the aeronautical information services authority in terms of the World Geodetic
System C 1984 (WGS-84) geodetic reference datum, identifying those geographical
coordinates which have been transformed into WGS-84 coordinates by mathematical means
and whose accuracy of original field work does not meet the requirements in Appendix 5,
Table 1.
2.1.6 The order of accuracy of the field work shall be such that the resulting operational
navigation data for the phases of flight will be within the maximum deviations, with respect
to an appropriate reference frame, as indicated in tables contained in Appendix 5.
2.1.7 In addition to the elevation (referenced to mean sea level) of the specific surveyed
ground positions at aerodromes, geoid undulation (referenced to the WGS-84 ellipsoid) for
those positions as indicated in Appendix 5, shall be determined and reported to the
aeronautical information services authority.
2.2 Aerodrome reference point
2.2.1 An aerodrome reference point shall be established for an aerodrome.
2.2.2 The aerodrome reference point shall be located near the initial or planned geometric
centre of the aerodrome and shall normally remain where first established.
2.2.3 The position of the aerodrome reference point shall be measured and reported to the
aeronautical information services authority in degrees, minutes and seconds.
2.3 Aerodrome and runway elevations
2.3.1 The aerodrome elevation and geoid undulation at the aerodrome elevation position shall
be measured to the accuracy of one-half metre or foot and reported to the aeronautical
information services authority.
2.3.2 For an aerodrome used by international civil aviation for non-precision approaches, the
elevation and geoids undulation of each threshold, the elevation of the runway end and any
significant high and low intermediate points along the runway shall be measured to the
accuracy of one-half metre or foot and reported to the aeronautical information services
authority.
2.3.3 For precision approach runway, the elevation and geoid undulation of the threshold, the
elevation of the runway end and the highest elevation of the touchdown zone shall be
measured to the accuracy of one-quarter metre or foot and reported to the aeronautical
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2.4 Aerodrome reference temperature
2.4.1 An aerodrome reference temperature shall be determined for an aerodrome in degrees
Celsius.
2.4.2 The aerodrome reference temperature shall be the monthly mean of the daily maximum
temperatures for the hottest month of the year (the hottest month being that which has the
highest monthly mean temperature). This temperature shall be averaged over a period of
years.
2.5 Aerodrome dimensions and related information
2.5.1 The following data shall be measured or described, as appropriate, for each facility
provided on an aerodrome:
a) runway C true bearing to one-hundredth of a degree, designation number, length, width,
displaced threshold location to the nearest metre or foot, slope, surface type, type of runway
and, for a precision approach runway category I, the existence of an obstacle free zone when
provided;
b) strip }
runway end safety area } length, width to the nearest metre or foot, surface type;
stopway }
c) taxiway C designation, width, surface type;
d) apron C surface type, aircraft stands;
e) the boundaries of the air traffic control service;
f) clearway C length to the nearest metre or foot, ground profile;
g) visual aids for approach procedures, marking and lighting of runways, taxiways and
aprons, other visual guidance and control aids on taxiways and aprons, including taxi-holding
positions and stopbars, and location and type of visual docking guidance systems;
h) location and radio frequency of any VOR aerodrome check-point;
i) location and designation of standard taxi-routes; and
j) distances to the nearest metre or foot of localizer and glide path elements comprising an
instrument landing system (ILS) or azimuth and elevation antenna of microwave landing
system (MLS) in relation to the associated runway extremities.
2.5.2 The geographical coordinates of each threshold shall be measured and reported to the
aeronautical information services authority in degrees, minutes, seconds and hundredths of
seconds.
2.5.3 The geographical coordinates of appropriate taxiway centre line points shall be
measured and reported to the aeronautical information services authority in degrees, minutes,
seconds and hundredths of seconds.
2.5.4 The geographical coordinates of each aircraft stand shall be measured and reported to
the aeronautical information services authority in degrees, minutes, seconds and hundredths
of seconds.
2.5.5 The geographical coordinates of significant obstacles in the approach and take-off
areas, in the circling area and in the vicinity of an aerodrome shall be measured and reported
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to the aeronautical information services authority in degrees, minutes, seconds and tenths of
seconds. In addition, the top elevation rounded up to the nearest metre or foot, type, marking
and lighting (if any) of the significant obstacles shall be reported to the aeronautical
2.6 Strength of pavements
2.6.1 The bearing strength of a pavement shall be determined.
2.6.2 The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater
than 5 700 kg shall be
made available using the aircraft classification number C pavement classification number
(ACN-PCN) method by reporting all of the following information:
a) the pavement classification number (PCN);
b) pavement type for ACN-PCN determination;
c) subgrade strength category;
d) maximum allowable tire pressure category or maximum allowable tire pressure value; and
e) evaluation method.
2.6.3 The pavement classification number (PCN) reported shall indicate that an aircraft with
an aircraft classification number (ACN) equal to or less than the reported PCN can operate on
the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for
specified aircraft type(s).
2.6.4 The ACN of an aircraft shall be determined in accordance with the standard procedures
associated with the ACN-PCN method.
2.6.5 For the purposes of determining the ACN, the behaviour of a pavement shall be
classified as equivalent to a rigid or flexible construction.
2.6.6 Information on pavement type for ACN-PCN determination, subgrade strength
category, maximum allowable tire pressure category and evaluation method shall be reported
using the following codes:
a) Pavement type for ACN-PCN determination: Code
Rigid pavement R
Flexible pavement F
b) Subgrade strength category:
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c) Maximum allowable tire pressure category:
d) Evaluation method:
Example 1.C If the bearing strength of a rigid pavement, resting on a medium strength
subgrade, has been assessed by
technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported
information would be:
PCN 80 / R / B / W / T
2.6.7 Criteria shall be established to regulate the use of a pavement by an aircraft with an
ACN higher than the PCN reported for that pavement in accordance with 2.6.2 and 2.6.3.
2.6.8 The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to
or less than 5 700 kg shall be made available by reporting the following information:
a) maximum allowable aircraft mass; and
b) maximum allowable tire pressure.
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Example: 4 000 kg/0.50 MPa.
2.7 Pre-flight altimeter check location
2.7.1 One or more pre-flight altimeter check locations shall be established for an aerodrome.
2.7.2 A pre-flight check location shall be located on an apron.
2.7.3 The elevation of a pre-flight altimeter check location shall be given as the average
elevation, rounded to the nearest metre or foot, of the area on which it is located. The
elevation of any portion of a pre-flight altimeter check location shall be within 3 m (10 ft) of
the average elevation for that location.
2.8 Declared distances
The following distances shall be calculated to the nearest metre or foot for a runway intended
for use by international commercial air transport:
a) take-off run available;
b) take-off distance available;
c) accelerate-stop distance available; and
d) landing distance available.
2.9 Condition of the movement area and related facilities
2.9.1 Information on the condition of the movement area and the operational status of related
facilities shall be provided to the appropriate aeronautical information service units, and
similar information of operational significance to the air traffic services units, to enable those
units to provide the necessary information to arriving and departing aircraft. The information
shall be kept up to date and changes in conditions reported without delay.
2.9.2 The condition of the movement area and the operational status of related facilities shall
be monitored and reports on matters of operational significance or affecting aircraft
performance given, particularly in respect of the following:
a) construction or maintenance work;
b) rough or broken surfaces on a runway, a taxiway or an apron;
c) snow, slush or ice on a runway, a taxiway or an apron;
d) water on a runway, a taxiway or an apron;
e) snow banks or drifts adjacent to a runway, a taxiway or an apron;
f) anti-icing or de-icing liquid chemicals on a runway or a taxiway;
g) other temporary hazards, including parked aircraft;
h) failure or irregular operation of part or all of the aerodrome visual aids; and
i) failure of the normal or secondary power supply.
2.9.3 To facilitate compliance with 2.9.1 and 2.9.2 inspections of the movement area shall be
carried out each day at least once where the code number is 1 or 2 and at least twice where
the code number is 3 or 4.
Water on a runway
2.9.4 Whenever water is present on a runway, a description of the runway surface conditions
on the centre half of the width of the runway, including the possible assessment of water
depth, where applicable, shall be made available using the following terms:
DAMP C the surface shows a change of colour due to moisture.
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WET C the surface is soaked but there is no standing water.
WATER PATCHES C significant patches of standing water are visible.
FLOODED C extensive standing water is visible.
2.9.5 Information that a runway or portion thereof may be slippery when wet shall be made
available.
2.9.6 A runway or portion thereof shall be determined as being slippery when wet when the
measurements specified in 9.4.5 show that the runway surface friction characteristics as
measured by a continuous friction measuring device are below the minimum friction level
specified by the CAA.
2.9.7 Information on the minimum friction level specified by the CAA for reporting slippery
runway conditions and the type of friction measuring device used shall be made available.
2.9.8 When it is suspected that a runway may become slippery under unusual conditions, then
additional measurements shall be made when such conditions occur, and information on the
runway surface friction characteristics made available when these additional measurements
show that the runway or a portion thereof has become slippery.
Snow, slush or ice on a runway
2.9.9 Whenever a runway is affected by snow, slush or ice, and it has not been possible to
clear the precipitant fully, the condition of the runway shall be assessed, and the friction
coefficient measured.
2.9.10 The readings of the friction measuring device on snow-, slush-, or ice-covered surfaces
shall adequately correlate with the readings of one other such device.
2.9.11 Whenever dry snow, wet snow or slush is present on a runway, an assessment of the
mean depth over each third of the runway shall be made to an accuracy of approximately 2
cm for dry snow, 1 cm for wet snow and 0.3 cm for slush.
2.10 Disabled aircraft removal
2.10.1 The telephone/telex number(s) of the office of the aerodrome coordinator of operations
for the removal of an aircraft disabled on or adjacent to the movement area shall be made
available, on request, to aircraft operators.
2.10.2 Information concerning the capability to remove an aircraft disabled on or adjacent to
the movement area shall be made available.
2.11 Rescue and fire fighting
2.11.1 Information concerning the level of protection provided at an aerodrome for aircraft
rescue and fire fighting purposes shall be made available.
2.11.2 The level of protection normally available at an aerodrome shall be expressed in terms
of the category of the rescue and fire fighting services as described in 9.2 and in accordance
with the types and amounts of extinguishing agents normally available at the aerodrome.
2.11.3 Significant changes in the level of protection normally available at an aerodrome for
rescue and fire fighting shall be notified to the appropriate air traffic services units and
aeronautical information units to enable those units to provide the necessary information to
arriving and departing aircraft. When such a change has been corrected, the above units shall
be advised accordingly.
2.11.4 A significant change shall be expressed in terms of the new category of the rescue and
fire fighting service available at the aerodrome.
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2.12 Visual approach slope indicator systems
The following information concerning a visual approach slope indicator system installation
shall be made available:
a) associated runway designation number;
b) type of system according to 5.3.5.2. For an AT-VASIS, PAPI or APAPI installation, the
side of the runway on which the lights are installed, i.e. left or right, shall be given;
c) where the axis of the system is not parallel to the runway centre line, the angle of
displacement and the direction of displacement, i.e. left or right shall be indicated;
d) nominal approach slope angle(s). For a T-VASIS or an AT-VASIS this shall be angle
according to the formula in Figure 5-14 and for a PAPI and an APAPI this shall be angle (B
+ C) ÷ 2 and (A + B) ÷ 2, respectively as in Figure 5-16; and
e) minimum eye height(s) over the threshold of the on-slope signal(s). For a T-VASIS or an
AT-VASIS this shall be the lowest height at which only the wing bar(s) are visible; however,
the additional heights at which the wing bar(s) plus one, two or three fly down light units
come into view may also be reported if such information would be of benefit to aircraft using
the approach. For a PAPI this shall be the setting angle of the third unit from the runway
minus 2', i.e. angle B minus 2', and for an APAPI this shall be the setting angle of the unit
farther from the runway minus 2', i.e. angle A minus 2'.
2.13 Coordination between aeronautical information services and aerodrome
authorities
2.13.1 To ensure that aeronautical information services units obtain information to enable
them to provide up-todate pre-flight information and to meet the need for in-flight
information, arrangements shall be made between aeronautical information services and
aerodrome authorities responsible for aerodrome services to report to the responsible
aeronautical information services unit, with a minimum of delay:
a) information on aerodrome conditions (ref. 2.9, 2.10, 2.11 and 2.12 above);
b) the operational status of associated facilities, services and navigation aids within their area
of responsibility;
c) any other information considered to be of operational significance.
2.13.2 Before introducing changes to the air navigation system, due account shall be taken by
the services responsible for such changes of the time needed by the aeronautical information
service for the preparation, production and issue of relevant material for promulgation. To
ensure timely provision of the information to the aeronautical information service, close
coordination between those services concerned is therefore required.
2.13.3 Of a particular importance are changes to aeronautical information that affect charts
and/or computer-based navigation systems which qualify to be notified by the aeronautical
information regulation and control (AIRAC) system, as specified in ICAO Annex 15, Chapter
6 and Appendix 4. The predetermined, internationally agreed AIRAC effective dates in
addition to 14 days postage time shall be observed by the responsible aerodrome services
when submitting the raw information/data to aeronautical information services.
2.13.4 The aerodrome services responsible for the provision of raw aeronautical
information/data to the aeronautical information services shall do that while taking into
account accuracy and integrity requirements for aeronautical data as specified in Appendix 5
to this Standard.
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PHYSICAL CHARACTERISTICS
3.1 Runways
Number and orientation of runways
3.1.1 The number and orientation of runways at an aerodrome shall be such that the usability
factor of the aerodrome is not less than 95 per cent for the aeroplanes that the aerodrome is
intended to serve.
3.1.2 Choice of maximum permissible cross-wind components In the application of 3.1.1 it
shall be assumed that landing or take-off of aeroplanes is, in normal circumstances, precluded
when the cross-wind component exceeds:
C 37 km/h (20 kt) in the case of aeroplanes whose reference field length is 1 500 m or over,
except that when poor runway braking action owing to an insufficient longitudinal coefficient
of friction is experienced with some frequency, a cross-wind component not exceeding 24
km/h (13 kt) shall be assumed;
C 24 km/h (13 kt) in the case of aeroplanes whose reference field length is 1 200 m or up to
but not including 1 500 m; and
C 19 km/h (10 kt) in the case of aeroplanes whose reference field length is less than 1 200 m.
3.1.3 Data to be used
The selection of data to be used for the calculation of the usability factor shall be based on
reliable wind distribution statistics that extend over as long a period as possible, preferably of
not less than five years. The observations used shall be made at least eight times daily and
spaced at equal intervals of time.
Location of threshold
3.1.4 A threshold shall normally be located at the extremity of a runway unless operational
considerations justify the choice of another location.
3.1.5 When it is necessary to displace a threshold, either permanently or temporarily, from its
normal location, account shall be taken of the various factors which may have a bearing on
the location of the threshold. Where this displacement is due to an unserviceable runway
condition, a cleared and graded area of at least 60 m in length shall be available between the
unserviceable area and the displaced threshold. Additional distance shall also be provided to
meet the requirements of the runway end safety area as appropriate.
Actual length of runways
3.1.6 Primary runway
Except as provided in 3.1.8, the actual runway length to be provided for a primary runway
shall be adequate to meet the operational requirements of the aeroplanes for which the
runway is intended and shall be not less than the longest length determined by applying the
corrections for local conditions to the operations and performance characteristics of the
relevant aeroplanes.
Note 1.C This specification does not necessarily mean providing for operations by the
critical aeroplane at its maximum mass.
Note 2.C Both take-off and landing requirements need to be considered when determining
the length of runway to be provided and the need for operations to be conducted in both
directions of the runway.
Note 3.C Local conditions that may need to be considered include elevation, temperature,
runway slope, humidity and the runway surface characteristics.
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Note 4.C When performance data on aeroplanes for which the runway is intended are not
known, guidance on the determination of the actual length of a primary runway by
application of general correction factors is given in the ICAO
3.1.7 Secondary runway
The length of a secondary runway shall be determined similarly to primary runways except
that it needs only to be adequate for those aeroplanes which require to use that secondary
runway in addition to the other runway or runways in order to obtain a usability factor of at
least 95 per cent.
3.1.8 Runways with stopways or clearways Where a runway is associated with a stopway or
clearway, an actual runway length less than that resulting from application of 3.1.6 or 3.1.7,
as appropriate, may be considered satisfactory, but in such a case any combination of runway,
stopway and clearway provided shall permit compliance with the operational requirements
for take-off and landing of the aeroplanes the runway is intended to serve.
Note.C Guidance on use of stopways and clearways is given in Attachment A, Section 2.
Width of runways
3.1.9 The width of a runway shall be not less than the appropriate dimension specified in the
following tabulation:
Code letter
a. The width of a precision approach runway shall be not less than 30 m where the code
number is 1 or 2.
Note 1.C The combinations of code numbers and letters for which widths are specified have
been developed for typical aeroplane characteristics.
Note 2.C Factors affecting runway width are given in the ICAO Aerodrome Design Manual,
Part 1.
Minimum distance between parallel runways
3.1.10 Where parallel non-instrument runways are intended for simultaneous use, the
minimum distance between their centre lines shall be:
C 210 m where the higher code number is 3 or 4;
C 150 m where the higher code number is 2; and
C 120 m where the higher code number is 1.
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Note.C Procedures for wake turbulence categorization of aircraft and wake turbulence
separation minima are contained in the ICAO Procedures for Air Navigation Services C
Rules of the Air and Air Traffic Services (PANS-RAC), Doc 4444, Part V, Section 16.
3.1.11 Where parallel instrument runways are intended for simultaneous use subject to
conditions specified in the ICAO PANS-RAC (Doc 4444) and the PANS-OPS (Doc 8168),
Volume I, the minimum distance between their centre lines shall be:
C 1 035 m for independent parallel approaches;
C 915 m for dependent parallel approaches;
C 760 m for independent parallel departures;
C 760 m for segregated parallel operations;
except that:
a) for segregated parallel operations the specified minimum distance:
1) may be decreased by 30 m for each 150 m that the arrival runway is staggered toward the
arriving aircraft, to a minimum of 300 m; and
2) shall be increased by 30 m for each 150 m that the arrival runway is staggered away from
the arriving aircraft;
b) for independent parallel approaches, combinations of minimum distances and associated
conditions other than those specified in the ICAO PANS-RAC (Doc 4444) may be applied
when it is determined that such combinations would not adversely affect the safety of aircraft
operations.
Note.C Procedures and facilities requirements for simultaneous operations on parallel or
near-parallel instrument runways are contained in the ICAO PANS-RAC (Doc 4444), Part IV
and the PANS-OPS (Doc 8168), Volume I, Part VII and Volume II, Parts II and III and
relevant guidance is contained in the ICAO Manual of Simultaneous Operations on Parallel
or Near-Parallel Instrument Runways (Doc 9643).
Slopes on runways
3.1.12 Longitudinal slopes
The slope computed by dividing the difference between the maximum and minimum
elevation along the runway centre line by the runway length shall not exceed:
C 1 per cent where the code number is 3 or 4; and
C 2 per cent where the code number is 1 or 2.
3.1.13 Along no portion of a runway shall the longitudinal slope exceed:
C 1.25 per cent where the code number is 4, except that for the first and last quarter of the
length of the runway the longitudinal slope shall not exceed 0.8 per cent;
C 1.5 per cent where the code number is 3, except that for the first and last quarter of the
length of a precision approach runway category II or III the longitudinal slope shall not
exceed 0.8 per cent; and
3.1.14 Longitudinal slope changes
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Where slope changes cannot be avoided, a slope change between two consecutive slopes shall
not exceed:
C 1.5 per cent where the code number is 3 or 4; and
Note.C Guidance on slope changes before a runway is given in Attachment A, Section 4.
3.1.15 The transition from one slope to another shall be accomplished by a curved surface
with a rate of change not exceeding:
C 0.1 per cent per 30 m (minimum radius of curvature of 30 000 m) where the code number
is 4;
C 0.2 per cent per 30 m (minimum radius of curvature of 15 000 m) where the code number
is 3; and
C 0.4 per cent per 30 m (minimum radius of curvature of 7 500 m) where the code number is
1 or 2.
3.1.16 Sight distance
Where slope changes cannot be avoided, they shall be such that there will be an unobstructed
line of sight from:
C any point 3 m above a runway to all other points 3 m above the runway within a distance
of at least half the length of the runway where the code letter is C, D, E or F.
C any point 2 m above a runway to all other points 2 m above the runway within a distance
of at least half the length of the runway where the code letter is B; and
C any point 1.5 m above a runway to all other points 1.5 m above the runway within a
distance of at least half the length of the runway where the code letter is A.
Note.C Consideration will have to be given to providing an unobstructed line of sight over
the entire length of a single runway where a full-length parallel taxiway is not available.
Where an aerodrome has intersecting runways, additional criteria on the line of sight of the
intersection area would need to be considered for operational safety. See the ICAO
3.1.17 Distance between slope changes
Undulations or appreciable changes in slopes located close together along a runway shall be
avoided. The distance between the points of intersection of two successive curves shall not be
less than:
a) the sum of the absolute numerical values of the corresponding slope changes multiplied by
the appropriate
value as follows:
C 30 000 m where the code number is 4;
C 15 000 m where the code number is 3; and
C 5 000 m where the code number is 1 or 2; or
b) 45 m;
whichever is greater.
3.1.18 Transverse slopes
To promote the most rapid drainage of water, the runway surface shall, if practicable, be
cambered except where a single crossfall from high to low in the direction of the wind most
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frequently associated with rain would ensure rapid drainage. The transverse slope shall
ideally be:
C 1.5 per cent where the code letter is C, D, E or F; and
C 2 per cent where the code letter is A or B;
but in any event shall not exceed 1.5 per cent or 2 per cent, as applicable, nor be less than 1
per cent except at runway or taxiway intersections where flatter slopes may be necessary. For
a cambered surface the transverse slope on each side of the centre line shall be symmetrical.
3.1.19 The transverse slope shall be substantially the same throughout the length of a runway
except at an intersection with another runway or a taxiway where an even transition shall be
provided taking account of the need for adequate drainage.
Note.C Guidance on transverse slope is given in the ICAO Aerodrome Design Manual, Part
3.
Strength of runways
3.1.20 A runway shall be capable of withstanding the traffic of aeroplanes the runway is
intended to serve.
Surface of runways
3.1.21 The surface of a runway shall be constructed without irregularities that would result in
loss in friction characteristics or otherwise adversely affect the take-off or landing of an
aeroplane.
3.1.22 The surface of a paved runway shall be so constructed as to provide good friction
characteristics when the runway is wet.
3.1.23 Measurements of the friction characteristics of a new or resurfaced runway shall be
made with a continuous friction measuring device using self-wetting features in order to
assure that the design objectives with respect to its friction characteristics have been
achieved.
3.1.24 The average surface texture depth of a new surface shall be not less than 1.0 mm.
3.1.25 When the surface is grooved or scored, the grooves or scorings shall be either
perpendicular to the runway centre line or parallel to non-perpendicular transverse joints,
where applicable.
3.2 Runway shoulders
General
3.2.1 Runway shoulders shall be provided for a runway where the code letter is D or E, and
the runway width is less than 60 m.
3.2.2 Runway shoulders shall be provided for a runway where the code letter is F.
Width of runway shoulders
3.2.3 The runway shoulders shall extend symmetrically on each side of the runway so that the
overall width of the runway and its shoulders is not less than:
C 60 m where the code letter is D or E; and
C 75 m where the code letter is F.
Slopes on runway shoulders
3.2.4 The surface of the shoulder that abuts the runway shall be flush with the surface of the
runway and its transverse slope shall not exceed 2.5 per cent.
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Strength of runway shoulders
3.2.5 A runway shoulder shall be prepared or constructed so as to be capable, in the event of
an aeroplane running off the runway, of supporting the aeroplane without inducing structural
damage to the aeroplane and of supporting ground vehicles which may operate on the
shoulder.
3.3 Runway strips
General
3.3.1 A runway and any associated stopways shall be included in a strip.
Length of runway strips
3.3.2 A strip shall extend before the threshold and beyond the end of the runway or stopway
for a distance of at least:
C 60 m where the code number is 2, 3 or 4;
C 60 m where the code number is 1 and the runway is an instrument one; and
C 30 m where the code number is 1 and the runway is a non-instrument one.
Width of runway strips
3.3.3 A strip including a precision approach runway shall, wherever practicable, extend
laterally to a distance of at least:
C 150 m where the code number is 3 or 4; and
C 75 m where the code number is 1 or 2;
on each side of the centre line of the runway and its extended centre line throughout the
length of the strip.
3.3.4 A strip including a non- precision approach runway shall extend laterally to a distance
of at least:
on each side of the centre line of the runway and its extended centre line throughout the
length of the strip.
3.3.5 A strip including a non- instrument runway shall extend on each side of the centre line
of the runway and its
extended centre line throughout the length of the strip, to a distance of at least:
C 40 m where the code number is 2; and
C 30 m where the code number is 1.
Objects on runway strips
3.3.6 An object situated on a runway strip which may endanger aeroplanes shall be regarded
as an obstacle and shall, as far as practicable, be removed.
3.3.7 No fixed object, other than visual aids required for air navigation purposes and
satisfying the relevant frangibility requirement in Chapter 5, shall be permitted on a runway
strip:
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a) within 77.5 m of the runway centre line of a precision approach runway category I, II or III
where the code number is 4 and the code letter is F; or
b) within 60 m of the runway centre line of a precision approach runway category I, II or III
where the code number is 3 or 4; or
c) within 45 m of the runway centre line of a precision approach runway category I where the
code number is 1 or 2. No mobile object shall be permitted on this part of the runway strip
during the use of the runway for landing or take-off.
Grading of runway strips
3.3.8 That portion of a strip of an instrument runway within a distance of at least:
from the centre line of the runway and its extended centre line shall provide a graded area for
aeroplanes which the runway is intended to serve in the event of an aeroplane running off the
runway.
3.3.9 That portion of a strip of a non-instrument runway within a distance of at least:
C 30 m where the code number is 1;
from the centre line of the runway and its extended centre line shall provide a graded area for
runway.
3.3.10 The surface of that portion of a strip that abuts a runway, shoulder or stopway shall be
flush with the surface of the runway, shoulder or stopway.
3.3.11 That portion of a strip to at least 30 m before a threshold shall be prepared against
blast erosion in order to protect a landing aeroplane from the danger of an exposed edge.
Slopes on runway strips
A longitudinal slope along that portion of a strip to be graded shall not exceed:
C 1.5 per cent where the code number is 4;
C 1.75 per cent where the code number is 3; and
Slope changes on that portion of a strip to be graded shall be as gradual as practicable and
abrupt changes or sudden reversals of slopes avoided.
Transverse slopes on that portion of a strip to be graded shall be adequate to prevent the
accumulation of water on the surface but shall not exceed:
C 2.5 per cent where the code number is 3 or 4; and
C 3 per cent where the code number is 1 or 2;
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except that to facilitate drainage the slope for the first 3 m outward from the runway, shoulder
or stopway edge shall be negative as measured in the direction away from the runway and
may be as great as 5 per cent.
3.3.15 The transverse slopes of any portion of a strip beyond that to be graded shall not
exceed an upward slope of 5 per cent as measured in the direction away from the runway.
Strength of runway strips
3.3.16 That portion of a strip of an instrument runway within a distance of at least:
from the centre line of the runway and its extended centre line shall be so prepared or
constructed as to minimize hazards arising from differences in load bearing capacity to
runway.
3.3.17 C That portion of a strip containing a non-instrument runway within a distance of at
least:
C 30 m where the code number is 1;
from the centre line of the runway and its extended centre line shall be so prepared or
constructed as to minimize hazards arising from differences in load bearing capacity to
runway.
3.4 Runway end safety areas
General
3.4.1 A runway end safety area shall be provided at each end of a runway strip where:
C the code number is 3 or 4; and
C the code number is 1 or 2 and the runway is an instrument one.
Dimensions of runway end safety areas
3.4.2 A runway end safety area shall extend from the end of a runway strip to a distance of at
least 90 m.
3.4.3 A runway end safety area shall, as far as practicable, extend from the end of a runway
strip to a distance of at least:
C 120 m where the code number is 1 or 2.
3.4.4 The width of a runway end safety area shall be at least twice that of the associated
runway.
3.4.5 The width of a runway end safety area shall, wherever practicable, be equal to that of
the graded portion of the associated runway strip.
Objects on runway end safety areas
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3.4.6 An object situated on a runway end safety area which may endanger aeroplanes shall be
regarded as an obstacle and shall, as far as practicable, be removed.
Clearing and grading of runway end safety areas
3.4.7 A runway end safety area shall provide a cleared and graded area for aeroplanes which
the runway is intended to serve in the event of an aeroplane undershooting or overrunning the
runway.
Slopes on runway end safety areas
3.4.8 General
The slopes of a runway end safety area shall be such that no part of the runway end safety
area penetrates the approach or take-off climb surface.
The longitudinal slopes of a runway end safety area shall not exceed a downward slope of 5
per cent. Longitudinal slope changes shall be as gradual as practicable and abrupt changes or
sudden reversals of slopes avoided.
The transverse slopes of a runway end safety area shall not exceed an upward or downward
slope of 5 per cent. Transitions between differing slopes shall be as gradual as practicable.
Strength of runway end safety areas
3.4.11 A runway end safety area shall be so prepared or constructed as to reduce the risk of
damage to an aeroplane undershooting or overrunning the runway, enhance aeroplane
deceleration and facilitate the movement of rescue and fire fighting vehicles as required in
9.2.22 to 9.2.24.
3.5 Clearways
Location of clearways
3.5.1 The origin of a clearway shall be at the end of the take-off run available.
Length of clearways
3.5.2 The length of a clearway shall not exceed half the length of the take-off run available.
Width of clearways
3.5.3 A clearway shall extend laterally to a distance of at least 75 m on each side of the
extended centre line of the runway.
Slopes on clearways
3.5.4 The ground in a clearway shall not project above a plane having an upward slope of
1.25 per cent, the lower limit of this plane being a horizontal line which:
a) is perpendicular to the vertical plane containing the runway centre line; and
b) passes through a point located on the runway centre line at the end of the take-off run
available.
3.5.5 Abrupt upward changes in slope shall be avoided when the slope on the ground in a
clearway is relatively small or when the mean slope is upward. In such situations, in that
portion of the clearway within a distance of 22.5 m or half the runway width whichever is
greater on each side of the extended centre line, the slopes, slope changes and the transition
from runway to clearway shall generally conform with those of the runway with which the
clearway is associated.
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Objects on clearways
3.5.6 An object situated on a clearway which may endanger aeroplanes in the air shall be
regarded as an obstacle and shall be removed.
3.6 Stopways
Width of stopways
3.6.1 A stopway shall have the same width as the runway with which it is associated.
Slopes on stopways
3.6.2 Slopes and changes in slope on a stopway, and the transition from a runway to a
stopway, shall comply with the specifications of 3.1.12 to 3.1.18 for the runway with which
the stopway is associated except that:
a) the limitation in 3.1.13 of a 0.8 per cent slope for the first and last quarter of the length of a
runway need not be applied to the stopway; and
b) at the junction of the stopway and runway and along the stopway the maximum rate of
slope change may be 0.3per cent per 30 m (minimum radius of curvature of 10 000 m) for a
runway where the code number is 3 or 4.
Strength of stopways
3.6.3 A stopway shall be prepared or constructed so as to be capable, in the event of an
abandoned take-off, of supporting the aeroplane which the stopway is intended to serve
without inducing structural damage to the aeroplane.
Surface of stopways
3.6.4 The surface of a paved stopway shall be so constructed as to provide a good coefficient
of friction to be compatible with that of the associated runway when the stopway is wet.
3.6.5 The friction characteristics of an unpaved stopway shall not be substantially less than
that of the runway with which the stopway is associated.
3.7 Radio altimeter operating area
General
3.7.1 A radio altimeter operating area shall be established in the pre-threshold area of a
precision approach runway.
Length of the area
3.7.2 A radio altimeter operating area shall extend before the threshold for a distance of at
least 300 m.
Width of the area
3.7.3 A radio altimeter operating area shall extend laterally, on each side of the extended
centre line of the runway, to a distance of 60 m, except that, when special circumstances so
warrant, the distance may be reduced to no less than 30 m if an aeronautical study indicates
that such reduction would not affect the safety of operations of aircraft.
Longitudinal slope changes
3.7.4 On a radio altimeter operating area, slope changes shall be avoided or kept to a
minimum. Where slope changes cannot be avoided, the slope changes shall be as gradual as
practicable and abrupt changes or sudden reversals of slopes avoided. The rate of change
between two consecutive slopes shall not exceed 2per cent per 30 m.
3.8 Taxiways
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General
3.8.1 Taxiways shall be provided to permit the safe and expeditious surface movement of
aircraft.
3.8.2 Sufficient entrance and exit taxiways for a runway shall be provided to expedite the
movement of aeroplanes to and from the runway and provision of rapid exit taxiways
considered when traffic volumes are high.
3.8.3 The design of a taxiway shall be such that, when the cockpit of the aeroplane for which
the taxiway is intended remains over the taxiway centre line markings, the clearance distance
between the outer main wheel of the aeroplane and the edge of the taxiway shall be not less
than that given by the following tabulation:
Note 1.C Wheel base means the distance from the nose gear to the geometric centre of the
main gear.
Note 2.C Where the code letter is F and the traffic density is high, a wheel-to-edge clearance
greater than 4.5 m may
be provided to permit higher taxiing speeds.
Width of taxiways
3.8.4 A straight portion of a taxiway shall have a width of not less than that given by the
following tabulation:
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Note.C Guidance on width of taxiways is given in the ICAO Aerodrome Design Manual,
Part 2.
Taxiway curves
3.8.5 Changes in direction of taxiways shall be as few and small as possible. The radii of the
curves shall be compatible with the manoeuvring capability and normal taxiing speeds of the
aeroplanes for which the taxiway is intended. The design of the curve shall be such that,
when the cockpit of the aeroplane remains over the taxiway centre line markings, the
clearance distance between the outer main wheels of the aeroplane and the edge of the
taxiway shall not be less than those specified in 3.8.3.
Junctions and intersections
3.8.6 To facilitate the movement of aeroplanes, fillets shall be provided at junctions and
intersections of taxiways with runways, aprons and other taxiways. The design of the fillets
shall ensure that the minimum wheel clearances specified in 3.8.3 are maintained when
aeroplanes are manoeuvring through the junctions or intersections.
Taxiway minimum separation distances
3.8.7 The separation distance between the centre line of a taxiway and the centre line of a
runway, the centre line of a parallel taxiway or an object shall not be less than the appropriate
dimension specified in Table 3-1, except that it may be permissible to operate with lower
separation distances at an existing aerodrome if an aeronautical study indicates that such
lower separation distances would not adversely affect the safety or significantly affect the
regularity of operations of aeroplanes.
Slopes on taxiways
C The longitudinal slope of a taxiway shall not exceed:
C 3 per cent where the code letter is A or B.
C Where slope changes on a taxiway cannot be avoided, the transition from one slope to
another slope shall be accomplished by a curved surface with a rate of change not exceeding:
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C 1 per cent per 30 m (minimum radius of curvature of 3 000 m) where the code letter is C,
D, E or F; and
C 1 per cent per 25 m (minimum radius of curvature of 2 500 m) where the code letter is A
or B.
3.8.10 Sight distance
C Where a change in slope on a taxiway cannot be avoided, the change shall be such that,
from any point:
C 3 m above the taxiway, it will be possible to see the whole surface of the taxiway for a
distance of at least 300 m from that point, where the code letter is C, D, E or F;
C 2 m above the taxiway, it will be possible to see the whole surface of the taxiway for a
distance of at least 200 m from that point, where the code letter is B; and
C 1.5 m above the taxiway, it will be possible to see the whole surface of the taxiway for a
distance of at least 150 m from that point, where the code letter is A.
C The transverse slopes of a taxiway shall be sufficient to prevent the accumulation of water
on the surface of the taxiway but shall not exceed:
C 2 per cent where the code letter is A or B.
Strength of taxiways
3.8.12 The strength of a taxiway shall be at least equal to that of the runway it serves, due
consideration being given to the fact that a taxiway will be subjected to a greater density of
traffic and, as a result of slow moving and stationary aeroplanes, to higher stresses than the
runway it serves.
Surface of taxiways
3.8.13 The surface of a taxiway shall not have irregularities that cause damage to aeroplane
structures.
3.8.14 The surface of a paved taxiway shall be so constructed as to provide good friction
characteristics when the taxiway is wet.
Rapid exit taxiways
3.8.15 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:
to enable exit speeds under wet conditions of:
C 93 km/h where the code number is 3 or 4; and
C 65 km/h where the code number is 1 or 2.
3.8.16 The radius of the fillet on the inside of the curve at a rapid exit taxiway shall be
sufficient to provide a widened taxiway throat in order to facilitate early recognition of the
entrance and turn-off onto the taxiway.
3.8.17 A rapid exit taxiway shall include a straight distance after the turn-off curve sufficient
for an exiting aircraft to come to a full stop clear of any intersecting taxiway.
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3.8.18 The intersection angle of a rapid exit taxiway with the runway shall not be greater than
45nor less than 25and preferably shall be 30.
Taxiways on bridges
3.8.19 The width of that portion of a taxiway bridge capable of supporting aeroplanes, as
measured perpendicularly to the taxiway centre line, shall not be less than the width of the
graded area of the strip provided for that taxiway, unless a proven method of lateral restraint
is provided which shall not be hazardous for aeroplanes for which the taxiway is intended.
3.8.20 Access shall be provided to allow rescue and fire fighting vehicles to intervene in both
directions within the specified response time to the largest aeroplane for which the taxiway
bridge is intended.
3.8.21 A bridge shall be constructed on a straight section of the taxiway with a straight
section on both ends of the bridge to facilitate the alignment of aeroplanes approaching the
bridge.
3.9 Taxiway shoulders
3.9.1 Straight portions of a taxiway where the code letter is C, D, E or F shall be provided
with shoulders which extend symmetrically on each side of the taxiway so that the overall
width of the taxiway and its shoulders on straight portions is not less than:
C 60 m where the code letter is F;
C 44 m where the code letter is E;
C 38 m where the code letter is D; and
C 25 m where the code letter is C.
On taxiway curves and on junctions or intersections where increased pavement is provided,
the shoulder width shall be not less than that on the adjacent straight portions of the taxiway.
3.9.2 When a taxiway is intended to be used by turbine-engined aeroplanes, the surface of the
taxiway shoulder shall be so prepared as to resist erosion and the ingestion of the surface
material by aeroplane engines.
3.10 Taxiway strips
General
3.10.1 A taxiway, other than an aircraft stand taxilane, shall be included in a strip.
Width of taxiway strips
3.10.2 A taxiway strip shall extend symmetrically on each side of the centre line of the
taxiway throughout the length of the taxiway to at least the distance from the centre line.
Objects on taxiway strips
3.10.3 The taxiway strip shall provide an area clear of objects which may endanger taxiing
aeroplanes.
Grading of taxiway strips
3.10.4 The centre portion of a taxiway strip shall provide a graded area to a distance from the
centre line of the taxiway of at least:
C 11 m where the code letter is A;
C 12.5 m where the code letter is B or C;
C 19 m where the code letter is D;
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C 22 m where the code letter is E; and
C 30 m where the code letter is F.
Slopes on taxiway strips
3.10.5 The surface of the strip shall be flush at the edge of the taxiway or shoulder, if
provided, and the graded portion shall not have an upward transverse slope exceeding:
C 2.5 per cent for strips where the code letter is C, D, E or F; and
C 3 per cent for strips of taxiways where the code letter is A or B;
the upward slope being measured with reference to the transverse slope of the adjacent
taxiway surface and not the horizontal. The downward transverse slope shall not exceed 5 per
cent measured with reference to the horizontal.
3.10.6 The transverse slopes on any portion of a taxiway strip beyond that to be graded shall
not exceed an upward or downward slope of 5 per cent as measured in the direction away
from the taxiway.
3.11 Holding bays, runway-holding positions, intermediate holding positions and road-
holding positions
General
3.11.1 Holding bay(s) shall be provided when the traffic density is medium or heavy.
3.11.2 A runway-holding position or positions shall be established:
a) on the taxiway, at the intersection of a taxiway and a runway; and
b) at an intersection of a runway with another runway when the former runway is part of a
standard taxi-route.
3.11.3 A runway-holding position shall be established on a taxiway if the location or
alignment of the taxiway is such that a taxiing aircraft or vehicle can infringe an obstacle
limitation surface or interfere with the operation of radio navigation aids.
3.11.4 An intermediate holding position shall be established on a taxiway at any point other
than a runway-holding position where it is desirable to define a specific holding limit.
3.11.5 A road-holding position shall be established at an intersection of a road with a runway.
Location
3.11.6 The distance between a holding bay, runway-holding position established at a
taxiway/runway intersection or road-holding position and the centre line of a runway shall be
in accordance with Table 3-2 and, in the case of a precision approach runway, such that a
holding aircraft or vehicle will not interfere with the operation of radio navigation aids.
3.11.7 At elevations greater than 700 m (2 300 ft) the distance of 90 m specified in Table 3-2
for a precision approach runway code number 4 shall be increased as follows:
a) up to an elevation of 2 000 m (6 600 ft); 1 m for every 100 m (330 ft) in excess of 700 m (2
300 ft);
b) elevation in excess of 2 000 m (6 600 ft) and up to 4 000 m (13 320 ft); 13 m plus 1.5 m for
every 100 m
(330 ft) in excess of 2 000 m (6 600 ft); and
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c) elevation in excess of 4 000 m (13 320 ft) and up to 5 000 m (16 650 ft); 43 m plus 2 m for
every 100 m
(330 ft) in excess of 4 000 m (13 320 ft).
a. If a holding bay, runway-holding position or road-holding position is at a lower elevation
compared to the threshold, the distance may be decreased 5 m for every metre the bay or
holding position is lower than the threshold, contingent upon not infringing the inner
transitional surface.
b. This distance may need to be increased to avoid interference with radio navigation aids,
particularly the glide path and localizer facilities. Information on critical and sensitive areas
of ILS and MLS is contained in ICAO Annex 10, Volume I,
Attachments C and G to Part I, respectively (see also 3.11.6).
c. Where the code letter is F, this distance shall be 107.5 m.
3.11.8 If a holding bay, runway- holding position or road-holding position for a precision
approach runway code number 4 is at a greater elevation compared to the threshold, the
distance of 90 m or 107.5 m, as appropriate, specified in Table 3-2 shall be further increased
5 m for every metre the bay or position is higher than the threshold.
3.11.9 The location of a runway-holding position established in accordance with 3.11.3 shall
be such that a holding aircraft or vehicle will not infringe the obstacle free zone, approach
surface, take-off climb surface or ILS/MLS critical/ sensitive area or interfere with the
operation of radio navigation aids.
3.12 Aprons
General
3.12.1 Aprons shall be provided where necessary to permit the on- and off-loading of
passengers, cargo or mail as well as the servicing of aircraft without interfering with the
aerodrome traffic.
Size of aprons
3.12.2 The total apron area shall be adequate to permit expeditious handling of the aerodrome
traffic at its maximum anticipated density.
Strength of aprons
3.12.3 Each part of an apron shall be capable of withstanding the traffic of the aircraft it is
intended to serve, due consideration being given to the fact that some portions of the apron
will be subjected to a higher density of traffic and, as a result of slow moving or stationary
aircraft, to higher stresses than a runway.
Slopes on aprons
3.12.4 Slopes on an apron, including those on an aircraft stand taxilane, shall be sufficient to
prevent accumulation of water on the surface of the apron but shall be kept as level as
drainage requirements permit.
3.12.5 On an aircraft stand the maximum slope shall not exceed 1 per cent.
Clearance distances on aircraft stands
3.12.6 An aircraft stand shall provide the following minimum clearances between an aircraft
using the stand and any adjacent building, aircraft on another stand and other objects:
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When special circumstances so warrant, these clearances may be reduced at a nose-in aircraft
stand, where the code letter is D,
E or F:
a) between the terminal, including any fixed passenger bridge, and the nose of an aircraft; and
b) over any portion of the stand provided with azimuth guidance by a visual docking
guidance system.
3.13 Isolated aircraft parking position
3.13.1 An isolated aircraft parking position shall be designated or the aerodrome control
tower shall be advised of an area or areas suitable for the parking of an aircraft which is
known or believed to be the subject of unlawful interference, or which for other reasons
needs isolation from normal aerodrome activities.
3.13.2 The isolated aircraft parking position shall be located at the maximum distance
practicable and in any case never less than 100 m from other parking positions, buildings or
public areas, etc. Care shall be taken to ensure that the position is not located over
underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or
communication cables.
OBSTACLE RESTRICTION AND REMOVAL
4.1 Obstacle limitation surfaces
Outer horizontal surface
Conical surface
4.1.1 Description.C Conical surface. A surface sloping upwards and outwards from the
periphery of the inner horizontal surface.
4.1.2 Characteristics.C The limits of the conical surface shall comprise:
a) a lower edge coincident with the periphery of the inner horizontal surface; and
b) an upper edge located at a specified height above the inner horizontal surface.
4.1.3 The slope of the conical surface shall be measured in a vertical plane perpendicular to
the periphery of the inner horizontal surface.
Inner horizontal surface
4.1.4 Description.C Inner horizontal surface. A surface located in a horizontal plane above
an aerodrome and its environs.
4.1.5 Characteristics.C The radius or outer limits of the inner horizontal surface shall be
measured from a reference point or points established for such purpose.
4.1.6 The height of the inner horizontal surface shall be measured above an elevation datum
established for such purpose.
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Approach surface
4.1.7 Description.C Approach surface. An inclined plane or combination of planes preceding
the threshold.
4.1.8 Characteristics.C The limits of the approach surface shall comprise:
a) an inner edge of specified length, horizontal and perpendicular to the extended centre line
of the runway and located at a specified distance before the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the extended centre line of the runway;
c) an outer edge parallel to the inner edge, and
d) the above surfaces shall be varied when lateral offset, offset or curved approaches are
utilized, specifically, two sides originating at the ends of the inner edge and diverging
uniformly at a specified rate from the extended center line of the lateral offset, offset or
curved ground track.
4.1.9 The elevation of the inner edge shall be equal to the elevation of the mid-point of the
threshold.
4.1.10 The slope(s) of the approach surface shall be measured in the vertical plane containing
the centre line of the runway and shall continue containing the center line of any lateral offset
or curved ground track.
Inner approach surface
4.1.11 Description.C Inner approach surface. A rectangular portion of the approach surface
immediately preceding the threshold.
4.1.12 Characteristics.C The limits of the inner approach surface shall comprise:
a) an inner edge coincident with the location of the inner edge of the approach surface but of
its own specified length;
b) two sides originating at the ends of the inner edge and extending parallel to the vertical
plane containing the centre line of the runway; and
c) an outer edge parallel to the inner edge.
Transitional surface
4.1.13 Description.C Transitional surface. A complex surface along the side of the strip and
part of the side of the approach surface, that slopes upwards and outwards to the inner
horizontal surface.
4.1.14 Characteristics.C The limits of a transitional surface shall comprise:
a) a lower edge beginning at the intersection of the side of the approach surface with the inner
horizontal surface and extending down the side of the approach surface to the inner edge of
the approach surface and from there along the length of the strip parallel to the runway centre
line; and
b) an upper edge located in the plane of the inner horizontal surface.
4.1.15 The elevation of a point on the lower edge shall be:
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a) along the side of the approach surface C equal to the elevation of the approach surface at
that point; and
b) along the strip C equal to the elevation of the nearest point on the centre line of the
runway or its extension.
4.1.16 The slope of the transitional surface shall be measured in a vertical plane at right
angles to the centre line of the runway.
Inner transitional surface
4.1.17 Description.C Inner transitional surface. A surface similar to the transitional surface
but closer to the runway.
4.1.18 Characteristics.C The limits of an inner transitional surface shall comprise:
a) a lower edge beginning at the end of the inner approach surface and extending down the
side of the inner approach surface to the inner edge of that surface, from there along the strip
parallel to the runway centre line to the inner edge of the balked landing surface and from
there up the side of the balked landing surface to the point where the side intersects the inner
horizontal surface; and
b) an upper edge located in the plane of the inner horizontal surface.
4.1.19 The elevation of a point on the lower edge shall be:
a) along the side of the inner approach surface and balked landing surface C equal to the
elevation of the particular surface at that point; and
b) along the strip C equal to the elevation of the nearest point on the centre line of the
runway or its extension.
4.1.20 The slope of the inner transitional surface shall be measured in a vertical plane at right
angles to the centre line of the runway.
Balked landing surface
4.1.21 Description.C Balked landing surface. An inclined plane located at a specified
distance after the threshold, extending between the inner transitional surface.
4.1.22 Characteristics.C The limits of the balked landing surface shall comprise:
a) an inner edge horizontal and perpendicular to the centre line of the runway and located at a
specified distance after the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the vertical plane containing the centre line of the runway; and
c) an outer edge parallel to the inner edge and located in the plane of the inner horizontal
surface.
4.1.23 The elevation of the inner edge shall be equal to the elevation of the runway centre
line at the location of the inner edge.
4.1.24 The slope of the balked landing surface shall be measured in the vertical plane
containing the centre line of the runway.
Take-off climb surface
4.1.25 Description.C Take-off climb surface. An inclined plane or other specified surface
beyond the end of a runway or clearway.
4.1.26 Characteristics.C The limits of the take-off climb surface shall comprise:
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a) an inner edge horizontal and perpendicular to the centre line of the runway and located
either at a specified distance beyond the end of the runway or at the end of the clearway when
such is provided and its length exceeds the specified distance;
b) two sides originating at the ends of the inner edge, diverging uniformly at a specified rate
from the take-off track to a specified final width and continuing thereafter at that width for
the remainder of the length of the take-off climb surface; and
c) an outer edge horizontal and perpendicular to the specified take-off track.
4.1.27 The elevation of the inner edge shall be equal to the highest point on the extended
runway centre line between the end of the runway and the inner edge, except that when a
clearway is provided the elevation shall be equal to the highest point on the ground on the
centre line of the clearway.
4.1.28 In the case of a straight take-off flight path, the slope of the take-off climb surface
shall be measured in the vertical plane containing the centre line of the runway.
4.1.29 In the case of a take-off flight path involving a turn, the take-off climb surface shall be
a complex surface containing the horizontal normals to its centre line, and the slope of the
centre line shall be the same as that for a straight takeoff flight path.
4.2 Obstacle limitation requirements
Non-instrument runways
4.2.1 The following obstacle limitation surfaces shall be established for a non-instrument
runway:
C conical surface;
C inner horizontal surface;
C approach surface; and
C transitional surfaces.
4.2.2 The heights and slopes of the surfaces shall not be greater than, and their other
dimensions not less than, those specified.
4.2.3 New objects or extensions of existing objects shall not be permitted above an approach
or transitional surface except when, in the opinion of the appropriate authority, the new object
or extension would be shielded by an existing immovable object.
4.2.4 New objects or extensions of existing objects shall not be permitted above the conical
surface or inner horizontal surface except when, in the opinion of the appropriate authority,
the object would be shielded by an existing immovable object, or after aeronautical study it is
determined that the object would not adversely affect the safety or significantly affect the
4.2.5 Existing objects above any of the surfaces required by 4.2.1 shall as far as practicable
be removed except when, in the opinion of the appropriate authority, the object is shielded by
an existing immovable object, or after aeronautical study it is determined that the object
would not adversely affect the safety or significantly affect the regularity of operations of
aeroplanes.
4.2.6 In considering proposed construction, account shall be taken of the possible future
development of an instrument runway and consequent requirement for more stringent
obstacle limitation surfaces.
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Non-precision approach runways
4.2.7 The following obstacle limitation surfaces shall be established for a non-precision
approach runway:
C conical surface;
dimensions not less than, those specified , except in the case of the horizontal section of the
approach surface (see 4.2.9).
4.2.9 The approach surface shall be horizontal beyond the point at which the 2.5 per cent
slope intersects:
a) a horizontal plane 150 m above the threshold elevation; or
b) the horizontal plane passing through the top of any object that governs the obstacle
clearance altitude/height (OCA/H); whichever is the higher.
surface within 3 000m of the inner edge or above a transitional surface except when, in the
opinion of the CAA, the new object or extension would be shielded by an existing immovable
object.
4.2.11 New objects or extensions of existing objects shall not be permitted above the
approach surface beyond 3000 m from the inner edge, the conical surface or inner horizontal
surface except when, in the opinion of the CAA, the object would be shielded by an existing
immovable object, or after aeronautical study it is determined that the object would not
adversely affect the safety or significantly affect the regularity of operations of aeroplanes.
4.2.12 Existing objects above any of the surfaces required by 4.2.7 shall as far as practicable
be removed except when, in the opinion of the CAA, the object is shielded by an existing
Precision approach runways
4.2.13 The following obstacle limitation surfaces shall be established for a precision approach
runway category I:
C conical surface;
runway category I:
C inner approach surface;
C inner transitional surfaces; and
C balked landing surface.
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runway category II or III:
C conical surface;
C approach surface and inner approach surface;
C transitional surfaces;
C inner transitional surfaces; and
C balked landing surface.
dimensions not less than, those specified in Table 4-1, except in the case of the horizontal
section of the approach surface (see 4.2.17).
4.2.17 The approach surface shall be horizontal beyond the point at which the 2.5 per cent
slope intersects:
a) a horizontal plane 150 m above the threshold elevation; or
b) the horizontal plane passing through the top of any object that governs the obstacle
clearance limit; whichever is the higher.
4.2.18 Fixed objects shall not be permitted above the inner approach surface, the inner
transitional surface or the balked landing surface, except for frangible objects which because
of their function must be located on the strip. Mobile objects shall not be permitted above
these surfaces during the use of the runway for landing.
surface or a transitional surface except when, in the opinion of the CAA, the new object or
extension would be shielded by an existing immovable object.
4.2.20 New objects or extensions of existing objects shall not be permitted above the conical
surface and the inner horizontal surface except when, in the opinion of the CAA, an object
would be shielded by an existing immovable object, or after aeronautical study it is
determined that the object would not adversely affect the safety or significantly affect the
4.2.21 Existing objects above an approach surface, a transitional surface, the conical surface
and inner horizontal surface shall as far as practicable be removed except when, in the
opinion of the CAA, an object is shielded by an existing immovable object, or after
aeronautical study it is determined that the object would not adversely affect the safety or
significantly affect the regularity of operations of aeroplanes.
Runways meant for take-off
4.2.22 The following obstacle limitation surface shall be established for a runway meant for
take-off:
C take-off climb surface.
4.2.23 The dimensions of the surface shall be not less than the dimensions specified, except
that a lesser length may be adopted for the take-off climb surface where such lesser length
would be consistent with procedural measures adopted to govern the outward flight of
aeroplanes.
4.2.24 The operational characteristics of aeroplanes for which the runway is intended shall be
examined to see if it is desirable to reduce the slope specified in Table 4-2 when critical
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operating conditions are to be catered to. If the specified slope is reduced, corresponding
adjustment in the length of take-off climb surface shall be made so as to provide protection to
a height of 300 m.
4.2.25 New objects or extensions of existing objects shall not be permitted above a take-off
climb surface except when, in the opinion of the CAA, the new object or extension would be
shielded by an existing immovable object.
4.2.26 If no object reaches the 2 per cent (1:50) take-off climb surface, new objects shall be
limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 per
cent (1:62.5).
4.2.27 Existing objects that extend above a take-off climb surface shall as far as practicable
be removed except when, in the opinion of the CAA, an object is shielded by an existing
4.3 Objects outside the obstacle limitation surfaces
4.3.1 Arrangements shall be made to enable the CAA to be consulted concerning proposed
construction beyond the limits of the obstacle limitation surfaces that extend above a height
established by CAA, in order to permit an aeronautical study of the effect of such
construction on the operation of aeroplanes.
4.3.2 In areas beyond the limits of the obstacle limitation surfaces, at least those objects
which extend to a height of 150 m or more above ground elevation shall be regarded as
obstacles, unless a special aeronautical study indicates that they do not constitute a hazard to
aeroplanes.
4.4 Other objects
4.4.1 Objects which do not project through the approach surface but which would
nevertheless adversely affect the optimum siting or performance of visual or non-visual aids
shall, as far as practicable, be removed.
4.4.2 Anything which may, in the opinion of the appropriate authority after aeronautical
study, endangeraeroplanes on the movement area or in the air within the limits of the inner
horizontal and conical surfaces shall be regarded as an obstacle and shall be removed in so far
as practicable.
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UNIT 5 [VISUAL AIDS FOR NAVIGATION, VISUAL
AIDS FOR DENOTION OBSTACLES EMERGENCY
AND OTHER SERVICES]
5.1 Indicators and signalling devices
5.1.1 Wind direction indicators
Application
5.1.1.1 An aerodrome shall be equipped with at least one wind direction indicator.
Location
5.1.1.2 A wind direction indicator shall be located so as to be visible from aircraft in flight or
on the movement area and in such a way as to be free from the effects of air disturbances
caused by nearby objects.
Characteristics
5.1.1.3 The wind direction indicator shall be in the form of a truncated cone made of fabric
and shall have a length of not less than 3.6 m and a diameter, at the larger end, of not less
than 0.9 m. It shall be constructed so that it gives a clear indication of the direction of the
surface wind and a general indication of the wind speed. The colour or colours shall be so
selected as to make the wind direction indicator clearly visible and understandable from a
height of at least 300 m, having regard to background. Where practicable, a single colour,
preferably white or orange, shall be used. Where a combination of two colours is required to
give adequate conspicuity against changing backgrounds, they shall preferably be orange and
white, red and white, or black and white, and shall be arranged in five alternate bands, the
first and last bands being the darker colour.
5.1.1.4 The location of at least one wind direction indicator shall be marked by a circular
band 15 m in diameter and 1.2 m wide. The band shall be centred about the wind direction
indicator support and shall be in a colour chosen to give adequate conspicuity, preferably
white.
5.1.1.5 Provision shall be made for illuminating at least one wind indicator at an aerodrome
intended for use at night.
5.1.2 Landing direction indicator
Location
5.1.2.1 Where provided, a landing direction indicator shall be located in a conspicuous place
on the aerodrome.
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Characteristics
5.1.2.2 The landing direction indicator shall be in the form of a AT@.
5.1.2.3 The shape and minimum dimensions of a landing AT@ shall be as shown in Figure
5-1. The colour of the landing AT@ shall be either white or orange, the choice being
dependent on the colour that contrasts best with the back-ground against which the indicator
will be viewed. Where required for use at night the landing AT@ shall either be illuminated
or outlined by white lights.
5.1.3 Signalling lamp
Application
5.1.3.1 A signalling lamp shall be provided at a controlled aerodrome in the aerodrome
control tower.
Characteristics
5.1.3.2 A signalling lamp shall be capable of producing red, green and white signals, and of:
a) being aimed manually at any target as required;
b) giving a signal in any one colour followed by a signal in either of the two other colours;
and
c) transmitting a message in any one of the three colours by Morse Code up to a speed of at
least four words per minute. When selecting the green light, use shall be made of the
restricted boundary of green as specified in Appendix 1, 2.1.2.
5.1.3.3 The beam spread shall be not less than 1nor greater than 3, with negligible light
beyond 3. When the signalling lamp is intended for use in the daytime the intensity of the
coloured light shall be not less than 6 000 cd.
Signal: Steady red light to aircraft or vehicle as indicated. Red flare from tower or aircraft.
Meaning: Do not land. Give way continue circling.
Signal: Steady green light to aircraft.
Meanings: Clear to land/take-off.
Signal: Steady or flashing green or green flare from aircraft.
Meaning: By Night – may I land.
By Day – may I land in a direction different from that indicated
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Signal: White flare from aircraft or irregular switching of navigation or landing lights.
Meaning: I am compelled to land.
5.1.4 Signal panels and signal area
Location of signal area
5.1.4.1 The signal area shall be located so as to be visible for all angles of azimuth above an
angle of 10above the horizontal when viewed from a height of 300 m.
Characteristics of signal area
5.1.4.2 The signal area shall be an even horizontal surface at least 9 m square.
5.1.4.3 The colour of the signal area shall be chosen to contrast with the colours of the signal
panels used, and it shall be surrounded by a white border not less than 0.3 m wide.
5.2 Markings
5.2.1 General
Interruption of runway markings
5.2.1.1 At an intersection of two (or more) runways the markings of the more important
runway, except for the runway side stripe marking, shall be displayed and the markings of the
other runway(s) shall be interrupted. The runway side stripe marking of the more important
runway may be either continued across the intersection or interrupted.
5.2.1.2 The order of importance of runways for the display of runway markings shall be as
follows:
1st C precision approach runway;
2nd C non-precision approach runway; and
3rd C non-instrument runway.
5.2.1.3 At an intersection of a runway and taxiway the markings of the runway shall be
displayed and the markings of the taxiway interrupted, except that runway side stripe
markings may be interrupted.
Note.C See 5.2.8.5 regarding the manner of connecting runway and taxiway centre line
markings.
Colour and conspicuity
5.2.1.4 Runway markings shall be white.
Note 1.C It has been found that, on runway surfaces of light colour, the conspicuity of white
markings can be improved by outlining them in black.
Note 2.C It is preferable that the risk of uneven friction characteristics on markings be
reduced in so far as practicable by the use of a suitable kind of paint.
Note 3.C Markings may consist of solid areas or a series of longitudinal stripes providing an
effect equivalent to the solid areas.
5.2.1.5 Taxiway markings and aircraft stand markings shall be yellow.
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5.2.1.6 Apron safety lines shall be of a conspicuous colour which shall contrast with that used
for aircraft stand markings.
5.2.1.7 At aerodromes where operations take place at night, pavement markings shall be
made with reflective materials designed to enhance the visibility of the markings.
Unpaved taxiways
5.2.1.8 An unpaved taxiway shall be provided, so far as practicable, with the markings
prescribed for paved
taxiways.
5.2.2 Runway designation marking
Application
5.2.2.1 A runway designation marking shall be provided at the thresholds of a paved runway.
5.2.2.2 A runway designation marking shall be provided, so far as practicable, at the
thresholds of an unpaved runway.
Location
5.2.2.3 A runway designation marking shall be located at a threshold as shown in Figure 5-2
as appropriate.
Characteristics
5.2.2.4 A runway designation marking shall consist of a two-digit number and on parallel
runways shall be supplemented with a letter. On a single runway, dual parallel runways and
triple parallel runways the two-digit number shall be the whole number nearest the one-tenth
of the magnetic North when viewed from the direction of approach. On four or more parallel
runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic
azimuth and the other set of adjacent runways numbered to the next nearest one-tenth of the
magnetic azimuth. When the above rule would give a single digit number, it shall be
preceded by a zero.
5.2.2.5 In the case of parallel runways, each runway designation number shall be
supplemented by a letter as follows, in the order shown from left to right when viewed from
the direction of approach:
C for two parallel runways: “L” “R”;
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C for three parallel runways: “L” “C” “R”;
C for four parallel runways: “L” “R” “L” “R”;
C for five parallel runways: “L” “C” “R” “L” “R” or “L” “R” “L” “C” “R”;
and
C for six parallel runways: “L” “C” “R” “L” “C” “R”.
5.2.2.6 The numbers and letters shall be in the form and proportion shown in Figure 5-3. The
dimensions shall be not less than those shown in Figure 5-3, but where the numbers are
incorporated in the threshold marking, larger dimensions shall be used in order to fill
adequately the gap between the stripes of the threshold marking.
5.2.3 Runway centre line marking
Application
5.2.3.1 A runway centre line marking shall be provided on a paved runway.
Location
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5.2.3.2 A runway centre line marking shall be located along the centre line of the runway
between the runway
designation markings as shown in Figure 5-2, except when interrupted in compliance with
5.2.1.1.
Characteristics
5.2.3.3 A runway centre line marking shall consist of a line of uniformly spaced stripes and
gaps. The length of a stripe plus a gap shall be not less than 50 m or more than 75 m. The
length of each stripe shall be at least equal to the length of the gap or 30 m, whichever is
greater.
5.2.3.4 The width of the stripes shall be not less than:
C 0.90 m on precision approach category II and III runways;
C 0.45 m on non-precision approach runways where the code number is 3 or 4, and precision
app roach category I runways; and
C 0.30 m on non-precision approach runways where the code number is 1 or 2, and on non-
instrument runways.
5.2.4 Threshold marking
Application
5.2.4.1 A threshold marking shall be provided at the threshold of a paved instrument runway,
and of a paved noninstrument runway where the code number is 3 or 4 and the runway is
intended for use by international commercial air transport.
5.2.4.2 A threshold marking shall be provided at the threshold of a paved non-instrument
runway where the code number is 3 or 4 and the runway is intended for use by other than
international commercial air transport.
5.2.4.3 A threshold marking shall be provided, so far as practicable, at the thresholds of an
unpaved runway.
Location
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5.2.4.4 The stripes of the threshold marking shall commence 6 m from the threshold.
Characteristics
5.2.4.5 A runway threshold marking shall consist of a pattern of longitudinal stripes of
uniform dimensions disposed symmetrically about the centre line of a runway as shown in
Figure 5-2 (A) and (B) for a runway width of 45 m. The number of stripes shall be in
accordance with the runway width as follows:
except that on non-precision approach and non-instrument runways 45 m or greater in width,
they may be as shown in Figure 5-2 (C).
5.2.4.6 The stripes shall extend laterally to within 3 m of the edge of a runway or to a
distance of 27 m on either side of a runway centre line, whichever results in the smaller
lateral distance. Where a runway designation marking is placed within a threshold marking
there shall be a minimum of three stripes on each side of the centre line of the runway. Where
a runway designation marking is placed above a threshold marking, the stripes shall be
continued across the runway. The stripes shall be at least 30 m long and approximately 1.80
m wide with spacings of approximately 1.80 m between them except that, where the stripes
are continued across a runway, a double spacing shall be used to separate the two stripes
nearest the centre line of the runway, and in the case where the designation marking is
included within the threshold marking this spacing shall be 22.5 m.
Transverse stripe
5.2.4.7 Where a threshold is displaced from the extremity of a runway or where the extremity
of a runway is not square with the runway centre line, a transverse stripe as shown in Figure
5-4 (B) shall be added to the threshold marking.
5.2.4.8 A transverse stripe shall be not less than 1.80 m wide.
Arrows
5.2.4.9 Where a runway threshold is permanently displaced, arrows conforming to Figure 5-4
(B) shall be provided on the portion of the runway before the displaced threshold.
5.2.4.10 When a runway threshold is temporarily displaced from the normal position, it shall
be marked as shown in Figure 5-4 (A) or 5-4 (B) and all markings prior to the displaced
threshold shall be obscured except the runway centre line marking, which shall be converted
to arrows.
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5.2.5 Aiming point marking
Application
5.2.5.1 The provisions of Sections 5.2.5 and 5.2.6 shall not require the replacement of
existing markings before 1January 2005.
5.2.5.2 An aiming point marking shall be provided at each approach end of a paved
instrument runway where the code number is 2, 3 or 4.
5.2.5.3 An aiming point marking shall be provided at each approach end of:
a) a paved non-instrument runway where the code number is 3 or 4,
b) a paved instrument runway where the code number is 1, when additional conspicuity of the
aiming point is desirable.
Location
5.2.5.4 The aiming point marking shall commence no closer to the threshold than the distance
indicated in the appropriate column of Table 5-1, except that, on a runway equipped with a
visual approach slope indicator system, the beginning of the marking shall be coincident with
the visual approach slope origin.
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5.2.5.5 An aiming point marking shall consist of two conspicuous stripes. The dimensions of
the stripes and the lateral spacing between their inner sides shall be in accordance with the
provisions of the appropriate column of Table 5-1. Where a touchdown zone marking is
provided, the lateral spacing between the markings shall be the same as that of the touchdown
zone marking.
5.2.6 Touchdown zone marking
Application
5.2.6.1 A touchdown zone marking shall be provided in the touchdown zone of a paved
precision approach runway where the code number is 2, 3 or 4.
5.2.6.2 A touchdown zone marking shall be provided in the touchdown zone of a paved non-
precision approach or non-instrument runway where the code number is 3 or 4 and additional
conspicuity of the touchdown zone is desirable.
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Location and characteristics
5.2.6.3 A touchdown zone marking shall consist of pairs of rectangular markings
symmetrically disposed about the runway centre line with the number of such pairs related to
the landing distance available and, where the marking is to be displayed at both the approach
directions of a runway, the distance between the thresholds, as follows:
5.2.6.4 A touchdown zone marking shall conform to either of the two patterns shown in
Figure 5-5. For the pattern shown in Figure 5-5 (A), the markings shall be not less than 22.5
m long and 3 m wide. For the pattern shown in Figure5-5(B), each stripe of each marking
shall be not less than 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent
stripes. The lateral spacing between the inner sides of the rectangles shall be equal to that of
the aiming point marking where provided. Where an aiming point marking is not provided,
the lateral spacing between the inner sides of the rectangles shall correspond to the lateral
spacing specified for the aiming point marking in Table 5-1 (columns 2, 3, 4 or 5, as
appropriate). The pairs of markings shall be provided at longitudinal spacings of 150 m
beginning from the threshold except that pairs of touchdown zone markings coincident with
or located within 50 m of an aiming point marking shall be deleted from the pattern.
5.2.6.5 On a non-precision approach runway where the code number is 2, an additional pair
of touchdown zone marking stripes shall be provided 150 m beyond the beginning of the
aiming point marking.
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5.2.7 Runway side stripe marking
Application
5.2.7.1 A runway side stripe marking shall be provided between the thresholds of a paved
runway where there is a lack of contrast between the runway edges and the shoulders or the
surrounding terrain.
5.2.7.2 A runway side stripe marking shall be provided on a precision approach runway
irrespective of the contrast between the runway edges and the shoulders or the surrounding
terrain.
Location
5.2.7.3 A runway side stripe marking shall consist of two stripes, one placed along each edge
of the runway with the outer edge of each stripe approximately on the edge of the runway,
except that, where the runway is greater than 60 m in width, the stripes shall be located 30 m
from the runway centre line.
Characteristics
5.2.7.4 A runway side stripe shall have an overall width of at least 0.9 m on runways 30 m or
more in width and at least 0.45 m on narrower runways.
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5.2.8 Taxiway centre line marking
Application
5.2.8.1 Taxiway centre line marking shall be provided on a paved taxiway and apron where
the code number is 3 or 4 in such a way as to provide continuous guidance between the
runway centre line and aircraft stands.
5.2.8.2 Taxiway centre line marking shall be provided on a paved taxiway, de/anti-icing
facility and apron where the code number is 1 or 2 in such a way as to provide continuous
guidance between the runway centre line and aircraft stands.
5.2.8.3 Taxiway centre line marking shall be provided on a paved runway when the runway is
part of a standard taxi-route and:
a) there is no runway centre line marking; or
b) where the taxiway centre line is not coincident with the runway centre line.
Location
5.2.8.4 On a straight section of a taxiway the taxiway centre line marking shall be located
along the taxiway centre line. On a taxiway curve the marking shall continue from the
straight portion of the taxiway at a constant distance from the outside edge of the curve.
5.2.8.5 At an intersection of a taxi-way with a runway where the taxiway serves as an exit
from the runway, the taxiway centre line marking shall be curved into the runway centre line
marking as shown in Figures 5-6 and 5-21. The taxiway centre line marking shall be extended
parallel to the runway centre line marking for a distance of at least 60 m beyond the point
of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the
code number is 1 or 2.
5.2.8.6 Where taxiway centre line marking is provided on a runway in accordance with
5.2.8.3, the marking shall be located on the centre line of the designated taxiway.
Characteristics
5.2.8.7 A taxiway centre line marking shall be at least 15cm in width and continuous in
length except where it intersects with a runway-holding position marking or an intermediate
holding position marking as shown in Figure 5-6.
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5.2.9 Runway-holding position marking
Application and location
5.2.9.1 A runway-holding position marking shall be displayed along a runway-holding
position.
Characteristics
5.2.9.2 At an intersection of a taxiway and a non-instrument, non-precision approach or take-
off runway, the runway-holding position marking shall be as shown in Fig 5-6, pattern A.
5.2.9.3 Where a single runway-holding position is provided at an intersection of a taxiway
and a precision approach category I, II or III runway, the runway-holding position marking
shall be as shown in Figure 5-6, pattern A. Where two or three runway-holding positions are
provided at such an intersection, the runway-holding position marking closer (closest) to the
runway shall be as shown in Figure 5-6, pattern A and the markings farther from the runway
shall be as shown in Figure 5-6, pattern B.
5.2.9.4 The runway-holding position marking displayed at a runway-holding position
established in accordance with 3.11.3 shall be as shown in Figure 5-6, pattern A.
5.2.9.5 Where increased conspicuity of the runway-holding position is required, the runway-
holding position marking shall be as shown in Figure 5-7, pattern A or pattern B, as
appropriate.
5.2.9.6 Where a pattern B runway-holding position marking is located on an area where it
would exceed 60 m in length, the term ACAT II@ or ACAT III@ as appropriate shall be
marked on the surface at the ends of the runway-holding position marking and at equal
intervals of 45 m maximum between successive marks. The letters shall be not less than 1.8m
high and shall be placed not more than 0.9 m beyond the holding position marking.
5.2.9.7 The runway-holding position marking displayed at a runway/runway intersection shall
be perpendicular to the centre line of the runway forming part of the standard taxi-route. The
pattern of the marking shall be as shown in Figure 5-7, pattern A.
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5.2.10 Intermediate holding position marking
Application and location
5.2.10.1 An intermediate holding position marking shall be displayed along an intermediate
holding position.
5.2.10.2 Intentionally left blank.
5.2.10.3 Where an intermediate holding position marking is displayed at an intersection of
two paved taxiways, it shall be located across the taxiway at sufficient distance from the near
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edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft. It shall be
coincident with a stop bar or intermediate holding position lights, where provided.
5.2.10.4 The distance between an intermediate holding position marking and the centre line
of the adjoining taxiway shall not be less than the dimension specified.
Characteristics
5.2.10.5 An intermediate holding position marking shall consist of a single broken line as
shown in Figure 5-6.
5.2.11 VOR aerodrome check-point marking
Application
5.2.11.1 When a VOR aerodrome check-point is established, it shall be indicated by a VOR
aerodrome check-point marking and sign.
5.2.11.2 Site selection
Location
5.2.11.3 A VOR aerodrome check-point marking shall be centred on the spot at which an
aircraft is to be parked to receive the correct VOR signal.
Characteristics
5.2.11.4 A VOR aerodrome check-point marking shall consist of a circle 6 m in diameter and
have a line width of 15 cm (see Figure 5-8 (A)).
5.2.11.5 When it is preferable for an aircraft to be aligned in a specific direction, a line shall
be provided that passes through the centre of the circle on the desired azimuth. The line shall
extend 6 m outside the circle in the desired direction of heading and terminate in an
arrowhead. The width of the line shall be 15 cm (see Figure 5-8 (B)).
5.2.11.6 A VOR aerodrome check-point marking shall preferably be white in colour but shall
differ from the colour used for the taxiway markings.
5.2.12 Aircraft stand markings
Application
5.2.12.1 Aircraft stand markings shall be provided for designated parking positions on a
paved apron.
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Location
5.2.12.2 Aircraft stand markings on a paved apron shall be located so as to provide the
clearances, when the nose wheel follows the stand marking.
Characteristics
5.2.12.3 Aircraft stand markings shall include such elements as stand identification, lead-in
line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the
parking configuration and to complement other parking aids.
5.2.12.4 An aircraft stand identification (letter and/or number) shall be included in the lead-in
line a short distance after the beginning of the lead-in line. The height of the identification
shall be adequate to be readable from the cockpit of aircraft using the stand.
5.2.12.5 Where two sets of aircraft stand markings are superimposed on each other in order to
permit more flexible use of the apron and it is difficult to identify which stand marking shall
be followed, or safety would be impaired if the wrong marking was followed, then
identification of the aircraft for which each set of markings is intended shall be added to the
stand identification.
5.2.12.6 Lead-in, turning and lead-out lines shall normally be continuous in length and have a
width of not less than 15 cm. Where one or more sets of stand markings are superimposed on
a stand marking, the lines shall be continuous for the most demanding aircraft and broken for
other aircraft.
5.2.12.7 The curved portions of lead-in, turning and lead-out lines shall have radii appropriate
to the most demanding aircraft type for which the markings are intended.
5.2.12.8 Where it is intended that an aircraft proceed in one direction only, arrows pointing in
the direction to be followed shall be added as part of the lead-in and lead-out lines.
5.2.12.9 A turn bar shall be located at right angles to the lead-in line, abeam the left pilot
position at the point of initiation of any intended turn. It shall have a length and width of not
less than 6 m and 15 cm, respectively, and include an arrowhead to indicate the direction of
turn.
5.2.12.10 If more than one turn bar and/or stop line is required, they shall be coded.
5.2.12.11 An alignment bar shall be placed so as to be coincident with the extended centre
line of the aircraft in the specified parking position and visible to the pilot during the final
part of the parking manoeuvre. It shall have a width of not less than 15 cm.
5.2.12.12 A stop line shall be located at right angles to the alignment bar, abeam the left pilot
position at the intended point of stop. It shall have a length and width of not less than 6 m and
15 cm, respectively.
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5.2.13 Apron safety lines
Application
5.2.13.1 Apron safety lines shall be provided on a paved apron as required by the parking
configurations and ground facilities.
Location
5.2.13.2 Apron safety lines shall be located so as to define the areas intended for use by
ground vehicles and other aircraft servicing equipment, etc., to provide safe separation from
aircraft.
Characteristics
5.2.13.3 Apron safety lines shall include such elements as wing tip clearance lines and
service road boundary lines as required by the parking configurations and ground facilities.
5.2.13.4 An apron safety line shall be continuous in length and at least 10 cm in width.
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5.2.14 Road-holding position marking
Application
5.2.14.1 A road-holding position marking shall be provided at all road entrances to a runway.
Location
5.2.14.2 The road-holding position marking shall be located across the road at the holding
position.
Characteristics
5.2.14.3 The road-holding position marking shall be in accordance with the local road traffic
regulations.
5.2.15 Mandatory instruction marking
Application
5.2.15.1 Where it is impracticable to install a mandatory instruction sign in accordance with
5.4.2.1, a mandatory instruction marking shall be provided on the surface of the pavement.
5.2.15.2 Where operationally required, such as on taxiways exceeding 60 m in width, a
mandatory instruction sign shall be supplemented by a mandatory instruction marking.
Location
5.2.15.3 The mandatory instruction marking shall be located on the left-hand side of the
taxiway centre line marking and on the holding side of the runway-holding position marking
as shown in Figure 5-9. The distance between the nearest edge of the marking and the
runway-holding position marking or the taxiway centre line marking shall be not less than
1m.
5.2.15.4 Except where operationally required, a mandatory instruction marking shall not be
located on a runway.
Characteristics
5.2.15.5 A mandatory instruction marking shall consist of an inscription in white on a red
background. Except for a NO ENTRY marking, the inscription shall provide information
identical to that of the associated mandatory instruction sign.
5.2.15.6 A NO ENTRY marking shall consist of an inscription in white reading NO ENTRY
on a red background.
5.2.15.7 Where there is insufficient contrast between the marking and the pavement surface,
the mandatory instruction marking shall include an appropriate border, preferably white or
black.
5.2.15.8 The character height shall be 4 m. The inscriptions shall be in the form and
proportions
5.2.15.9 The background shall be rectangular and extend a minimum of 0.5 m laterally and
vertically beyond the extremities of the inscription.
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5.2.16 Information marking
Application
5.2.16.1 Where an information sign would normally be installed and it is physically
impossible to install a sign, an information marking shall be displayed on the surface of the
pavement.
5.2.16.2 Where operationally required an information sign shall be supplemented by an
information marking.
Location
5.2.16.3 The information marking shall be displayed across the surface of the taxiway or
apron where necessary and positioned so as to be legible from the cockpit of an approaching
aircraft.
Characteristics
5.2.16.4 An information marking shall consist of:
a) an inscription in yellow, when it replaces or supplements a location sign; and
b) an inscription in black, when it replaces or supplements a direction or destination sign.
5.2.16.5 Where there is insufficient contrast between the marking and the pavement surface,
the marking shall include:
a) a black background where the inscriptions are in yellow; and
b) a yellow background where the inscriptions are in black.
5.2.16.6 The character height shall be 4 m. The inscriptions shall be in the form and
5.3 Lights
5.3.1 General
Lights which may endanger the safety of aircraft
5.3.1.1 A non-aeronautical ground light near an aerodrome which might endanger the safety
of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source
of danger.
Lights which may cause confusion
5.3.1.2 A non-aeronautical ground light which, by reason of its intensity, configuration or
colour, might prevent, or cause confusion in, the clear interpretation of aeronautical ground
lights shall be extinguished, screened or otherwise modified so as to eliminate such a
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possibility. In particular, attention shall be directed to a non-aeronautical ground light visible
from the air within the areas described hereunder:
a) Instrument runway C code number 4:
within the areas before the threshold and beyond the end of the runway extending at least
4500 m in length from the threshold and runway end and 750 m either side of the extended
runway centre line in width.
b) Instrument runway C code number 2 or 3: as in a), except that the length shall be at least
3000 m.
c) Instrument runway C code number 1; and non-instrument runway: within the approach
area.
Aeronautical ground lights which may cause confusion to mariners
Light fixtures and supporting structures
Elevated approach lights
5.3.1.3 Elevated approach lights and their supporting structures shall be frangible except that,
in that portion of the approach lighting system beyond 300 m from the threshold:
a) where the height of a supporting structure exceeds 12 m, the frangibility requirement shall
apply to the top 12 m only; and
b) where a supporting structure is surrounded by non-frangible objects, only that part of the
structure that extends above the surrounding objects shall be frangible.
5.3.1.4 The provisions of 5.3.1.3 shall not require the replacement of existing installations
before 1 January 2005.
5.3.1.5 When an approach light fixture or supporting structure is not in itself sufficiently
conspicuous, it shall be suitably marked.
Elevated lights
5.3.1.6 Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be
sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.
Surface lights
5.3.1.7 Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be
so designed and fitted as to withstand being run over by the wheels of an aircraft without
damage either to the aircraft or to the lights themselves.
5.3.1.8 The temperature produced by conduction or radiation at the interface between an
installed inset light and an aircraft tire shall not exceed 160C during a 10-minute period of
exposure.
Light intensity and control
5.3.1.9 The intensity of runway lighting shall be adequate for the minimum conditions of
visibility and ambient light in which use of the runway is intended, and compatible with that
of the nearest section of the approach lighting system when provided.
5.3.1.10 Where a high-intensity lighting system is provided, a suitable intensity control shall
be incorporated to allow for adjustment of the light intensity to meet the prevailing
conditions. Separate intensity controls or other suitable methods shall be provided to ensure
that the following systems, when installed, can be operated at compatible intensities:
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C approach lighting system;
C runway edge lights;
C runway threshold lights;
C runway end lights;
C runway centre line lights;
C runway touchdown zone lights; and
C taxiway centre line lights.
5.3.1.11 On the perimeter of and within the ellipse defining the main beam in Appendix 2,
Figures 2.1 to 2.10, the maximum light intensity value shall not be greater than three times
the minimum light intensity value measured in accordance with Appendix 2, collective notes
for Figures 2.1 to 2.11, Note 2.
5.3.1.12 On the perimeter of and within the rectangle defining the main beam in Appendix 2,
Figures 2.12 to 2.20, the maximum light intensity value shall not be greater than three times
the minimum light intensity value measured in accordance with Appendix 2, collective notes
for Figures 2.12 to 2.21, Note 2.
5.3.2 Emergency lighting
Application
5.3.2.1 At an aerodrome provided with runway lighting and without a secondary power
supply, sufficient emergency lights shall be conveniently available for installation on at least
the primary runway in the event of failure of the normal lighting system.
Location
5.3.2.2 When installed on a runway the emergency lights shall, as a minimum, conform to the
configuration required for a non-instrument runway.
Characteristics
5.3.2.3 The colour of the emergency lights shall conform to the colour requirements for
runway lighting, except that, where the provision of coloured lights at the threshold and the
runway end is not practicable, all lights may be variable white or as close to variable white as
practicable.
5.3.3 Aeronautical beacons
Application
5.3.3.1 Where operationally necessary an aerodrome beacon or an identification beacon shall
be provided at each aerodrome intended for use at night.
5.3.3.2 The operational requirement shall be determined having regard to the requirements of
the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its
surroundings and the installation of other visual and non-visual aids useful in locating the
aerodrome.
Aerodrome beacon
5.3.3.3 An aerodrome beacon shall be provided at an aerodrome intended for use at night if
one or more of the following conditions exist:
a) aircraft navigate predominantly by visual means;
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b) reduced visibilities are frequent; or
c) it is difficult to locate the aerodrome from the air due to surrounding lights or terrain.
Location
5.3.3.4 The aerodrome beacon shall be located on or adjacent to the aerodrome in an area of
low ambient background lighting.
5.3.3.5 The location of the beacon shall be such that the beacon is not shielded by objects in
significant directions and does not dazzle a pilot approaching to land.
Characteristics
5.3.3.6 The aerodrome beacon shall show either coloured flashes alternating with white
flashes, or white flashes only. The frequency of total flashes shall be from 20 to 30 per
minute. Where used, the coloured flashes emitted by beacons at land aerodromes shall be
green and coloured flashes emitted by beacons at water aerodromes shall be yellow. In the
case of a combined water and land aerodrome, coloured flashes, if used, shall have the colour
characteristics of whichever section of the aerodrome is designated as the principal facility.
5.3.3.7 The light from the beacon shall show at all angles of azimuth. The vertical light
distribution shall extend upwards from an elevation of not more than 1to an elevation
determined by the appropriate authority to be sufficient to provide guidance at the maximum
elevation at which the beacon is intended to be used and the effective intensity of the flash
shall be not less than 2 000 cd.
Identification beacon
Application
5.3.3.8 An identification beacon shall be provided at an aerodrome which is intended for use
at night and cannot be easily identified from the air by other means.
Location
5.3.3.9 The identification beacon shall be located on the aerodrome in an area of low ambient
background lighting.
5.3.3.10 The location of the beacon shall be such that the beacon is not shielded by objects in
significant directions and does not dazzle a pilot approaching to land.
Characteristics
5.3.3.11 An identification beacon at a land aerodrome shall show at all angles of azimuth.
The vertical light distribution shall extend upwards from an elevation of not more than 1to
an elevation determined by CAA to be sufficient to provide guidance at the maximum
elevation at which the beacon is intended to be used and the effective intensity of the flash
shall be not less than 2 000 cd.
5.3.3.12 An identification beacon shall show flashing-green at a land aerodrome and flashing-
yellow at a water aerodrome.
5.3.3.13 The identification characters shall be transmitted in the International Morse Code.
5.3.3.14 The speed of transmission shall be between six and eight words per minute, the
corresponding range of duration of the Morse dots being from 0.15 to 0.2 seconds per dot.
5.3.4 Approach lighting systems
Application
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5.3.4.1 Application
A.C Non-instrument runway
Where physically practicable, a simple approach lighting system as specified in 5.3.4.2 to
5.3.4.9 shall be provided to serve a non-instrument runway where the code number is 3 or 4
and intended for use at night, except when the runway is used only in conditions of good
visibility, and sufficient guidance is provided by other visual aids.
B.C Non-precision approach runway
Where physically practicable, a simple approach lighting system as specified in 5.3.4.2 to
5.3.4.9 shall be provided to serve a non-precision approach runway, except when the runway
is used only in conditions of good visibility or sufficient guidance is provided by other visual
aids.
C.C Precision approach runway category I Where physically practicable, a precision
approach category I lighting system as specified in 5.3.4.10 to 5.3.4.21 shall be provided to
serve a precision approach runway category I.
D.C Precision approach runway categories II and III
A precision approach category II and III lighting system as specified in 5.3.4.22 to 5.3.4.39
shall be provided to serve a precision approach runway category II or III.
Simple approach lighting system
Location
5.3.4.2 A simple approach lighting system shall consist of a row of lights on the extended
centre line of the runway extending, whenever possible, over a distance of not less than 420
m from the threshold with a row of lights forming a crossbar 18 m or 30 m in length at a
distance of 300 m from the threshold.
5.3.4.3 The lights forming the crossbar shall be as nearly as practicable in a horizontal
straight line at right angles to, and bisected by, the line of the centre line lights. The lights of
the crossbar shall be spaced so as to produce a linear effect, except that, when a crossbar of
30 m is used, gaps may be left on each side of the centre line. These gaps shall be kept to a
minimum to meet local requirements and each shall not exceed 6 m.
5.3.4.4 The lights forming the centre line shall be placed at longitudinal intervals of 60 m,
except that, when it is desired to improve the guidance, an interval of 30 m may be used. The
innermost light shall be located either 60 m or 30 m from the threshold, depending on the
longitudinal interval selected for the centre line lights.
5.3.4.6 The system shall lie as nearly as practicable in the horizontal plane passing through
the threshold, provided that:
a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of
the approach lights within a distance of 60 m from the centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a centre line
barrette (not their extremities) shall be screened from an approaching aircraft. Any ILS or
MLS azimuth antenna protruding through the plane of the lights shall be treated as an
obstacle and marked and lighted accordingly.
Characteristics
5.3.4.7 The lights of a simple approach lighting system shall be fixed lights and the colour of
the lights shall be such as to ensure that the system is readily distinguishable from other
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aeronautical ground lights, and from extraneous lighting if present. Each centre line light
shall consist of either:
a) a single source; or
b) a barrette at least 3 m in length.
Precision approach category I lighting system
Location
5.3.4.10 A precision approach category I lighting system shall consist of a row of lights on
the extended centre line of the runway extending, wherever possible, over a distance of 900
m from the runway threshold with a row of lights forming a crossbar 30 m in length at a
distance of 300 m from the runway threshold.
5.3.4.11 The lights forming the crossbar shall be as nearly as practicable in a horizontal
straight line at right angles to, and bisected by, the line of the centre line lights. The lights of
the crossbar shall be spaced so as to produce a linear effect, except that gaps may be left on
each side of the centre line. These gaps shall be kept to a minimum to meet local
requirements and each shall not exceed 6 m.
5.3.4.12 The lights forming the centre line shall be placed at longitudinal intervals of 30 m
with the innermost light located 30 m from the threshold.
Characteristics
5.3.4.14 The centre line and crossbar lights of a precision approach category I lighting system
shall be fixed lights showing variable white. Each centre line light position shall consist of
either:
a) a single light source in the innermost 300 m of the centre line, two light sources in the
central 300 m of the centre line and three light sources in the outer 300 m of the centre line to
provide distance information; or
b) a barrette.
5.3.4.15 Where the serviceability level of the approach lights specified as a maintenance
objective in 9.4.29 can be demonstrated, each centre line light position may consist of either:
a) a single light source; or
b) a barrette.
5.3.4.16 The barrettes shall be at least 4 m in length. When barrettes are composed of lights
approximating to point sources, the lights shall be uniformly spaced at intervals of not more
than 1.5 m.
5.3.4.17 If the centre line consists of barrettes as described in 5.3.4.14 b) or 5.3.4.15 b), each
barrette shall be supplemented by a capacitor discharge light, except where such lighting is
considered unnecessary taking into account the characteristics of the system and the nature of
the meteorological conditions.
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5.3.4.18 Each capacitor discharge light as described in 5.3.4.17 shall be flashed twice a
second in sequence, beginning with the outermost light and progressing toward the threshold
to the innermost light of the system. The design of the electrical circuit shall be such that
these lights can be operated independently of the other lights of the approach lighting system.
5.3.4.19 If the centre line consists of lights as described in 5.3.4.14 a) or 5.3.4.15 a),
additional crossbars of lights to the crossbar provided at 300 m from the threshold shall be
provided at 150 m, 450 m, 600 m and 750 m from the threshold. The lights forming each
crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and
bisected by, the line of the centre line lights. The lights shall be spaced so as to produce a
linear effect, except that gaps may be left on each side of the centre line. These gaps shall be
kept to a minimum to meet local requirements and each shall not exceed 6 m.
5.3.4.20 Where the additional crossbars described in 5.3.4.19 are incorporated in the system,
the outer ends of the crossbars shall lie on two straight lines that either are parallel to the line
of the centre line lights or converge to meet the runway centre line 300 m from threshold.
5.3.4.21 The lights shall be in accordance with the specifications of Appendix 2, Figure 2.1.
Precision approach category II and III lighting system
Location
5.3.4.22 The approach lighting system shall consist of a row of lights on the extended centre
line of the runway, extending, wherever possible, over a distance of 900 m from the runway
threshold. In addition, the system shall have two side rows of lights, extending 270 m from
the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as
shown in Figure 5-10. Where the serviceability level of the approach lights specified as
maintenance objectives in 9.4.26 can be demonstrated, the system may have two side rows of
lights, extending 240 m from the threshold, and two crossbars, one at 150 m and one at 300 m
from the threshold, all as shown in Figure 5-11.
5.3.4.23 The lights forming the centre line shall be placed at longitudinal intervals of 30 m
with the innermost lights located 30 m from the threshold.
5.3.4.24 The lights forming the side rows shall be placed on each side of the centre line, at a
longitudinal spacing equal to that of the centre line lights and with the first light located 30 m
from the threshold. Where the serviceability level of the approach lights specified as
maintenance objectives in 9.4.26 can be demonstrated, lights forming the side rows may be
placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light
located 60 m from the threshold. The lateral spacing (or gauge) between the innermost lights
of the side rows shall be not less than 18 m nor more than 22.5 m, and preferably 18 m, but in
any event shall be equal to that of the touchdown zone lights.
5.3.4.25 The crossbar provided at 150 m from the threshold shall fill in the gaps between the
centre line and side row lights.
5.3.4.26 The crossbar provided at 300 m from the threshold shall extend on both sides of the
centre line lights to a distance of 15 m from the centre line.
5.3.4.27 If the centre line beyond a distance of 300 m from the threshold consists of lights as
described in
5.3.4.31 b) or 5.3.4.32 b), additional crossbars of lights shall be provided at 450 m, 600 m
and 750 m from the threshold.
5.3.4.28 Where the additional crossbars described in 5.3.4.27 are incorporated in the system,
the outer ends of these crossbars shall lie on two straight lines that either are parallel to the
centre line or converge to meet the runway centre line 300m from the threshold.
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Characteristics
5.3.4.30 The centre line of a precision approach category II and III lighting system for the
first 300 m from the threshold shall consist of barrettes showing variable white, except that,
where the threshold is displaced 300 m or more, the centre line may consist of single light
sources showing variable white. Where the serviceability level of the approach lights
specified as maintenance objectives in 9.4.26 can be demonstrated, the centre line of a
precision approach category II and III lighting system for the first 300 m from the threshold
may consist of either:
a) barrettes, where the centre line beyond 300 m from the threshold consists of barrettes as
described in 5.3.4.32 a); or
b) alternate single light sources and barrettes, where the centre line beyond 300 m from the
threshold consists of single light sources as described in 5.3.4.32 b), with the innermost single
light source located 30 m and the innermost barrette located 60 m from the threshold; or
c) single light sources where the threshold is displaced 300 m or more; all of which shall
show variable white.
5.3.4.31 Beyond 300 m from the threshold each centre line light position shall consist of
either:
a) a barrette as used on the inner 300 m; or
b) two light sources in the central 300 m of the centre line and three light sources in the outer
300 m of the centre line; all of which shall show variable white.
5.3.4.32 Where the serviceability level of the approach lights specified as maintenance
objectives in 9.4.26 can be demonstrated, beyond 300 m from the threshold each centre line
light position may consist of either:
a) a barrette; or
b) a single light source; all of which shall show variable white.
5.3.4.33 The barrettes shall be at least 4 m in length. When barrettes are composed of lights
approximating to point sources, the lights shall be uniformly spaced at intervals of not more
than 1.5 m.
5.3.4.34 If the centre line beyond 300 m from the threshold consists of barrettes as described
in 5.3.4.31 a) or
5.3.4.32 a), each barrette beyond 300 m shall be supplemented by a capacitor discharge light,
except where such lighting is considered unnecessary taking into account the characteristics
of the system and the nature of the meteorological conditions.
5.3.4.35 Each capacitor discharge light shall be flashed twice a second in sequence,
beginning with the outermost light and progressing toward the threshold to the innermost
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light of the system. The design of the electrical circuit shall be such that these lights can be
operated independently of the other lights of the approach lighting system.
5.3.4.36 The side row shall consist of barrettes showing red. The length of a side row barrette
and the spacing of its lights shall be equal to those of the touchdown zone light barrettes.
5.3.4.37 The lights forming the crossbars shall be fixed lights showing variable white. The
lights shall be uniformly spaced at intervals of not more than 2.7 m.
5.3.4.38 The intensity of the red lights shall be compatible with the intensity of the white
lights.
5.3.4.39 The lights shall be in accordance with the specifications of Appendix 2, Figures 2.1
and 2.2.
5.3.5 Visual approach slope indicator systems(VASI)
Application
5.3.5.1 A visual approach slope indicator system shall be provided to serve the approach to a
runway whether or not the runway is served by other visual approach aids or by non-visual
aids, where one or more of the following conditions exist:
a) the runway is used by turbojet or other aeroplanes with similar approach guidance
requirements;
b) the pilot of any type of aeroplane may have difficulty in judging the approach due to:
1) inadequate visual guidance such as is experienced during an approach over water or
featureless terrain by day or in the absence of sufficient extraneous lights in the approach area
by night, or
2) misleading information such as is produced by deceptive surrounding terrain or runway
slopes;
c) the presence of objects in the approach area may involve serious hazard if an aeroplane
descends below the normal approach path, particularly if there are no non-visual or other
visual aids to give warning of such objects;
d) physical conditions at either end of the runway present a serious hazard in the event of an
aeroplane undershooting or overrunning the runway; and
e) terrain or prevalent meteorological conditions are such that the aeroplane may be subjected
to unusual turbulence during approach.
5.3.5.2 The standard visual approach slope indicator systems shall consist of the following:
a) T-VASIS and AT-VASIS conforming to the specifications contained in 5.3.5.6 to 5.3.5.22
inclusive;
b) PAPI and APAPI systems conforming to the specifications contained in 5.3.5.23 to
5.3.5.40 inclusive; as shown in Figure 5-12.
5.3.5.3 PAPI, T-VASIS or AT-VASIS shall be provided where the code number is 3 or 4
when one or more of the conditions specified in 5.3.5.1 exist.
5.3.5.4 PAPI or APAPI shall be provided where the code number is 1 or 2 when one or more
of the conditions specified in 5.3.5.1 exist.
5.3.5.5 Where a runway threshold is temporarily displaced from the normal position and one
or more of the conditions specified in 5.3.5.1 exist, a PAPI shall be provided except that
where the code number is 1 or 2 an APAPI may be provided.
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T-VASIS and AT-VASIS
Description
5.3.5.6 The T-VASIS shall consist of twenty light units symmetrically disposed about the
runway centre line in the form of two wing bars of four light units each, with bisecting
longitudinal lines of six lights, as shown in Figure 5-13.
5.3.5.7 The AT-VASIS shall consist of ten light units arranged on one side of the runway in
the form of a single wing bar of four light units with a bisecting longitudinal line of six lights.
5.3.5.8 The light units shall be constructed and arranged in such a manner that the pilot of an
aeroplane during an approach will:
a) when above the approach slope, see the wing bar(s) white, and one, two or three fly-down
lights, the more fly-down lights being visible the higher the pilot is above the approach slope;
b) when on the approach slope, see the wing bar(s) white; and
c) when below the approach slope, see the wing bar(s) and one, two or three fly-up lights
white, the more flyup lights being visible the lower the pilot is below the approach slope; and
when well below the approach slope, see the wing bar(s) and the three fly-up lights red.
When on or above the approach slope, no light shall be visible from the fly-up light units;
when on or below the approach slope, no light shall be visible from the fly-down light units.
Siting
5.3.5.9 The light units shall be located as shown in Figure 5-13, subject to the installation
tolerances given therein.
Characteristics of the light units
5.3.5.10 The systems shall be suitable for both day and night operations.
5.3.5.11 The light distribution of the beam of each light unit shall be of fan shape showing
over a wide arc in azimuth in the approach direction. The wing bar light units shall produce a
beam of white light from 154' vertical angle up to 6vertical angle and a beam of red light
from 0to 154' vertical angle. The fly-down light units shall produce a white beam
extending from an elevation of 6down to approximately the approach slope, where it shall
have a sharp cut-off. The fly-up light units shall produce a white beam from approximately
the approach slope down to 154' vertical angle and a red beam below a 154' vertical angle.
The angle of the top of the red beam in the wing bar units and fly-up units may be increased
to comply with 5.3.5.21.
5.3.5.12 The light intensity distribution of the fly-down, wing bar and fly-up light units shall
be as shown in Appendix2, Figure 2-22.
5.3.5.13 The colour transition from red to white in the vertical plane shall be such as to
appear to an observer, at a distance of not less than 300 m, to occur over a vertical angle of
not more than 15'.
5.3.5.14 At full intensity the red light shall have a Y coordinate not exceeding 0.320.
5.3.5.15 A suitable intensity control shall be provided to allow adjustments to meet the
prevailing conditions and to avoid dazzling the pilot during approach and landing.
5.3.5.16 The light units forming the wing bars, or the light units forming a fly-down or a fly-
up matched pair, shall be mounted so as to appear to the pilot of an approaching aeroplane to
be substantially in a horizontal line. The light units shall be mounted as low as possible and
shall be frangible.
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5.3.5.17 The light units shall be so designed that deposits of condensation, dirt, etc., on
optically transmitting or reflecting surfaces shall interfere to the least possible extent with the
light signals and shall in no way affect the elevation of the beams or the contrast between the
red and white signals. The construction of the light units shall be such as to minimize the
probability of the slots being wholly or partially blocked by snow or ice where these
conditions are likely to be encountered.
Approach slope and elevation setting of light beams
5.3.5.18 The approach slope shall be appropriate for use by the aeroplanes using the
approach.
5.3.5.19 When the runway on which a T-VASIS is provided is equipped with an ILS and/or
MLS, the siting and elevations of the light units shall be such that the visual approach slope
conforms as closely as possible with the glide path of the ILS and/or the minimum glide path
of the MLS, as appropriate.
5.3.5.20 The elevation of the beams of the wing bar light units on both sides of the runway
shall be the same. The elevation of the top of the beam of the fly-up light unit nearest to each
wing bar, and that of the bottom of the beam of the flydown
light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope.
The cut-off angle of the top of the beams of successive fly-up light units shall decrease by 5'
of arc in angle of elevation at each successive unit away from the wing bar. The cut-in angle
of the bottom of the beam of the fly-down light units shall increase by 7' arc at each
successive unit away from the wing bar (see Figure 5-14).
5.3.5.21 The elevation setting of the top of the red light beams of the wing bar and fly-up
light units shall be such that, during an approach, the pilot of an aeroplane to whom the wing
bar and three fly-up light units are visible would clear all objects in the approach area by a
safe margin if any such light did not appear red.
5.3.5.22 The azimuth spread of the light beam shall be suitably restricted where an object
located outside the obstacle protection surface of the system, but within the lateral limits of
its light beam, is found to extend above the plane of the obstacle protection surface and an
aeronautical study indicates that the object could adversely affect the safety of operations.
The extent of the restriction shall be such that the object remains outside the confines of the
light beam.
PAPI and APAPI
Description
5.3.5.23 The PAPI system shall consist of a wing bar of 4 sharp transition multi-lamp (or
paired single lamp) units equally spaced. The system shall be located on the left side of the
runway unless it is physically impracticable to do so.
5.3.5.24 The APAPI system shall consist of a wing bar of 2 sharp transition multi-lamp (or
paired single lamp) units. The system shall be located on the left side of the runway unless it
is physically impracticable to do so.
5.3.5.25 The wing bar of a PAPI shall be constructed and arranged in such a manner that a
pilot making an
approach will:
a) when on or close to the approach slope, see the two units nearest the runway as red and the
two units farthest from the runway as white;
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b) when above the approach slope, see the one unit nearest the runway as red and the three
units farthest from the runway as white; and when further above the approach slope, see all
the units as white; and
c) when below the approach slope, see the three units nearest the runway as red and the unit
farthest from the runway as white; and when further below the approach slope, see all the
units as red.
5.3.5.26 The wing bar of an APAPI shall be constructed and arranged in such a manner that a
pilot making an approach will:
a) when on or close to the approach slope, see the unit nearer the runway as red and the unit
farther from the runway as white;
b) when above the approach slope, see both the units as white; and
c) when below the approach slope, see both the units as red.
Siting
5.3.5.27 The light units shall be located as in the basic configuration illustrated in Figure 5-
15, subject to the installation tolerances given therein. The units forming a wing bar shall be
mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a
horizontal line. The light units shall be mounted as low as possible and shall be frangible.
Characteristics of the light units
5.3.5.28 The system shall be suitable for both day and night operations.
5.3.5.29 The colour transition from red to white in the vertical plane shall be such as to
appear to an observer, at a distance of not less than 300 m, to occur within a vertical angle of
not more than 3'.
5.3.5.30 At full intensity the red light shall have a Y coordinate not exceeding 0.320.
5.3.5.31 The light intensity distribution of the light units shall be as shown in Appendix 2,
Figure 2.23.
5.3.5.32 Suitable intensity control shall be provided so as to allow adjustment to meet the
prevailing conditions and to avoid dazzling the pilot during approach and landing.
5.3.5.33 Each light unit shall be capable of adjustment in elevation so that the lower limit of
the white part of the beam may be fixed at any desired angle of elevation between 130' and
at least 430' above the horizontal.
5.3.5.34 The light units shall be so designed that deposits of condensation, snow, ice, dirt,
etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent
with the light signals and shall not affect the contrast between the red and white signals and
the elevation of the transition sector.
Approach slope and elevation setting of light units
5.3.5.35 The approach slope as defined in Figure 5-16 shall be appropriate for use by the
aeroplanes using the approach.
5.3.5.36 When the runway is equipped with an ILS and/or MLS, the siting and the angle of
elevation of the light units shall be such that the visual approach slope conforms as closely as
possible with the glide path of the ILS and/or the minimum glide path of the MLS, as
appropriate.
5.3.5.37 The angle of elevation settings of the light units in a PAPI wing bar shall be such
that, during an approach, the pilot of an aeroplane observing a signal of one white and three
reds will clear all objects in the approach area by a safe margin.
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5.3.5.38 The angle of elevation settings of the light units in an APAPI wing bar shall be such
that, during an approach, the pilot of an aeroplane observing the lowest on slope signal, i.e.
one white and one red, will clear all objects in the approach area by a safe margin.
5.3.5.39 The azimuth spread of the light beam shall be suitably restricted where an object
located outside the obstacle protection surface of the PAPI or APAPI system, but within the
lateral limits of its light beam, is found to extend above the plane of the obstacle protection
surface and an aeronautical study indicates that the object could adversely affect the
safety of operations. The extent of the restriction shall be such that the object remains outside
the confines of the light beam.
5.3.5.40 Where wing bars are installed on each side of the runway to provide roll guidance,
corresponding units shall be set at the same angle so that the signals of each wing bar change
symmetrically at the same time.
Obstacle protection surface
5.3.5.41 An obstacle protection surface shall be established when it is intended to provide a
visual approach slope indicator system.
5.3.5.42 The characteristics of the obstacle protection surface, i.e. origin, divergence, length
and slope shall correspond to those specified in the relevant column of Table 5-3 and in
Figure 5-17.
5.3.5.43 New objects or extensions of existing objects shall not be permitted above an
obstacle protection surface except when, in the opinion of the CAA, the new object or
extension would be shielded by an existing immovable object.
5.3.5.44 Existing objects above an obstacle protection surface shall be removed except when,
in the opinion of the CAA, the object is shielded by an existing immovable object, or after
aeronautical study it is determined that the object would not adversely affect the safety of
operations of aeroplanes.
5.3.5.45 Where an aeronautical study indicates that an existing object extending above an
obstacle protection surface could adversely affect the safety of operations of aeroplanes one
or more of the following measures shall be taken:
a) suitably raise the approach slope of the system;
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b) reduce the azimuth spread of the system so that the object is outside the confines of the
beam;
c) displace the axis of the system and its associated obstacle protection surface by no more
than 5;
d) suitably displace the threshold; and
e) where d) is found to be impracticable, suitably displace the system upwind of the threshold
to provide an increase in threshold crossing height equal to the height of the object
penetration.
5.3.6 Circling guidance lights
Application
5.3.6.1 Circling guidance lights shall 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.
Location
5.3.6.2 The location and number of circling guidance lights shall 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.
5.3.6.3 Circling guidance lights shall consist of:
a) lights indicating the extended centre line of the runway and/or parts of any approach
lighting system; or
b) lights indicating the position of the runway threshold; or
c) lights indicating the direction or location of the runway;
or a combination of such lights as is appropriate to the runway under consideration.
Characteristics
5.3.6.4 Circling guidance lights shall be fixed or flashing lights of an intensity and beam
spread adequate for the conditions of visibility and ambient light in which it is intended to
make visual circling approaches. The flashing lights shall be white, and the steady lights
either white or gaseous discharge lights.
5.3.6.5 The lights shall be designed and be installed in such a manner that they will not dazzle
or confuse a pilot when approaching to land, taking off or taxiing.
5.3.7 Runway lead-in lighting systems
Application
5.3.7.1 A runway lead-in lighting system shall be provided where it is desired to provide
visual guidance along a specific approach path, for reasons such as avoiding hazardous
terrain or for purposes of noise abatement.
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Location
5.3.7.2 A runway lead-in lighting system shall consist of groups of lights positioned so as to
define the desired approach path and so that one group may be sighted from the preceding
group. The interval between adjacent groups shall not exceed approximately 1 600 m.
5.3.7.3 A runway lead-in lighting system shall extend from a point as determined by the
appropriate authority, up to a point where the approach lighting system, if provided, or the
runway or the runway lighting system is in view.
Characteristics
5.3.7.4 Each group of lights of a runway lead-in lighting system shall consist of at least three
flashing lights in a linear or cluster configuration. The system may be augmented by steady
burning lights where such lights would assist in identifying the system.
5.3.7.5 The flashing lights shall be white, and the steady burning lights gaseous discharge
lights.
5.3.7.6 Where practicable, the flashing lights in each group shall flash in sequence towards
the runway.
5.3.8 Runway threshold identification lights
Application
5.3.8.1 Runway threshold identification lights shall be installed:
a) at the threshold of a non-precision approach runway when additional threshold conspicuity
is necessary or where it is not practicable to provide other approach lighting aids; and
b) where a runway threshold is permanently displaced from the runway extremity or
temporarily displaced from the normal position and additional threshold conspicuity is
necessary.
Location
5.3.8.2 Runway threshold identification lights shall be located symmetrically about the
runway centre line, in line with the threshold and approximately 10 m outside each line of
runway edge lights.
Characteristics
5.3.8.3 Runway threshold identification lights shall be flashing white lights with a flash
frequency between 60 and 120 per minute.
5.3.8.4 The lights shall be visible only in the direction of approach to the runway.
5.3.9 Runway edge lights
Application
5.3.9.1 Runway edge lights shall be provided for a runway intended for use at night or for a
precision approach runway intended for use by day or night.
5.3.9.2 Runway edge lights shall be provided on a runway intended for take-off with an
operating minimum below an RVR of the order of 800 m by day.
Location
5.3.9.3 Runway edge lights shall be placed along the full length of the runway and shall be in
two parallel rows equidistant from the centre line.
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5.3.9.4 Runway edge lights shall be placed along the edges of the area declared for use as the
runway or outside the edges of the area at a distance of not more than 3 m.
5.3.9.5 Where the width of the area which could be declared as runway exceeds 60 m, the
distance between the rows of lights shall be determined taking into account the nature of the
operations, the light distribution characteristics of the runway edge lights, and other visual
aids serving the runway.
5.3.9.6 The lights shall be uniformly spaced in rows at intervals of not more than 60 m for an
instrument runway, and at intervals of not more than 100 m for a non-instrument runway. The
lights on opposite sides of the runway axis shall be on lines at right angles to that axis. At
intersections of runways, lights may be spaced irregularly or omitted, provided that adequate
guidance remains available to the pilot.
Characteristics
5.3.9.7 Runway edge lights shall be fixed lights showing variable white, except that:
a) in the case of a displaced threshold, the lights between the beginning of the runway and the
displaced threshold shall show red in the approach direction; and
b) a section of the lights 600 m or one-third of the runway length, whichever is the less, at the
remote end of the runway from the end at which the take-off run is started, may show yellow.
5.3.9.8 The runway edge lights shall show at all angles in azimuth necessary to provide
guidance to a pilot landing or taking off in either direction. When the runway edge lights are
intended to provide circling guidance, they shall show at all angles in azimuth (see 5.3.6.1).
5.3.9.9 In all angles of azimuth required in 5.3.9.8, runway edge lights shall show at angles
up to 15above the horizontal with an intensity adequate for the conditions of visibility and
ambient light in which use of the runway for take-off or landing is intended. In any case, the
intensity shall be at least 50 cd except that at an aerodrome without extraneous lighting
the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot.
5.3.9.10 Runway edge lights on a precision approach runway shall be in accordance with the
specifications of Appendix 2, Figure 2-9 or 2-10.
5.3.10 Runway threshold and wing bar lights
Application of runway threshold lights
5.3.10.1 Runway threshold lights shall be provided for a runway equipped with runway edge
lights except on a non instrument or non-precision approach runway where the threshold is
displaced and wing bar lights are provided.
Location of runway threshold lights
5.3.10.2 When a threshold is at the extremity of a runway, the threshold lights shall be placed
in a row at right angles to the runway axis as near to the extremity of the runway as possible
and, in any case, not more than 3 m outside the extremity.
5.3.10.3 When a threshold is displaced from the extremity of a runway, threshold lights shall
be placed in a row at right angles to the runway axis at the displaced threshold.
5.3.10.4 Threshold lighting shall consist of:
a) on a non-instrument or non-precision approach runway, at least six lights;
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b) on a precision approach runway category I, at least the number of lights that would be
required if the lights were uniformly spaced at intervals of 3 m between the rows of runway
edge lights; and
c) on a precision approach runway category II or III, lights uniformly spaced between the
rows of runway edge lights at intervals of not more than 3 m.
5.3.10.5 The lights prescribed in 5.3.10.4 a) and b) shall be either:
a) equally spaced between the rows of runway edge lights, or
b) symmetrically disposed about the runway centre line in two groups, with the lights
uniformly spaced in each group and with a gap between the groups equal to the gauge of the
touchdown zone marking or lighting, where such is provided, or otherwise not more than half
the distance between the rows of runway edge lights.
Application of wing bar lights
5.3.10.6 Wing bar lights shall be provided on a precision approach runway when additional
conspicuity is considered desirable.
5.3.10.7 Wing bar lights shall be provided on a non-instrument or non-precision approach
runway where the threshold is displaced and runway threshold lights are required, but are not
provided.
Location of wing bar lights
5.3.10.8 Wing bar lights shall be symmetrically disposed about the runway centre line at the
threshold in two groups, i.e. wing bars. Each wing bar shall be formed by at least five lights
extending at least 10 m outward from, and at right angles to, the line of the runway edge
lights, with the innermost light of each wing bar in the line of the runway edge lights.
Characteristics of runway threshold and wing bar lights
5.3.10.9 Runway threshold and wing bar lights shall be fixed unidirectional lights showing
green in the direction of approach to the runway. The intensity and beam spread of the lights
shall be adequate for the conditions of visibility and ambient light in which use of the runway
is intended.
5.3.10.10 Runway threshold lights on a precision approach runway shall be in accordance
with the specifications of Appendix 2, Figure 2.3.
5.3.10.11 Threshold wing bar lights on a precision approach runway shall be in accordance
with the specifications of Appendix 2, Figure 2.4.
5.3.11 Runway end lights (see Figure 5-18)
Application
5.3.11.1 Runway end lights shall be provided for a run-way equipped with runway edge
lights.
Location
5.3.11.2 Runway end lights shall be placed on a line at right angles to the runway axis as near
to the end of the runway as possible and, in any case, not more than 3 m outside the end.
5.3.11.3 Runway end lighting shall consist of at least six lights. The lights shall be either:
a) equally spaced between the rows of runway edge lights, or
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b) symmetrically disposed about the runway centre line in two groups with the lights
uniformly spaced in each group and with a gap between the groups of not more than half the
distance between the rows of runway edge lights. For a precision approach runway category
III, the spacing between runway end lights, except between the two innermost lights if a gap
is used, shall not exceed 6 m.
Characteristics
5.3.11.4 Runway end lights shall be fixed unidirectional lights showing red in the direction of
the runway. The intensity and beam spread of the lights shall be adequate for the conditions
of visibility and ambient light in which use of the runway is intended.
5.3.11.5 Runway end lights on a precision approach runway shall be in accordance with the
specifications of Appendix 2, Figure 2-8.
5.3.12 Runway centre line lights
Application
5.3.12.1 Runway centre line lights shall be provided on a precision approach runway category
II or III.
5.3.12.2 Runway centre line lights shall be provided on a precision approach runway category
I, particularly when the runway is used by aircraft with high landing speeds or where the
width between the runway edge lights is greater than 50m.
5.3.12.3 Runway centre line lights shall be provided on a runway intended to be used for
take-off with an operating minimum below an RVR of the order of 400 m.
5.3.12.4 Runway centre line lights shall be provided on a runway intended to be used for
take-off with an operating minimum of an RVR of the order of 400 m or higher when used by
aeroplanes with a very high take-off speed, particularly where the width between the runway
edge lights is greater than 50 m.
Location
5.3.12.5 Runway centre line lights shall be located along the centre line of the runway, except
that the lights may be uniformly offset to the same side of the runway centre line by not more
than 60 cm where it is not practicable to locate them along the centre line. The lights shall be
located from the threshold to the end at longitudinal spacing of approximately 15 m. Where
the serviceability level of the runway centre line lights specified as maintenance objectives in
9.4.26 or 9.4.30, as appropriate, can be demonstrated and the runway is intended for use in
runway visual range conditions of 350 m or greater, the longitudinal spacing may be
approximately 30 m.
5.3.12.6 Centre line guidance for take-off from the beginning of a runway to a displaced
threshold shall be provided by:
a) an approach lighting system if its characteristics and intensity settings afford the guidance
required during take-off and it does not dazzle the pilot of an aircraft taking off; or
b) runway centre line lights; or
c) barrettes of at least 3 m length and spaced at uniform intervals of 30 m, as shown in Figure
5-19, designed so that their photometric characteristics and intensity setting afford the
guidance required during take-off without dazzling the pilot of an aircraft taking off. Where
necessary, provision shall be made to extinguish those centre line lights specified in b) or
reset the intensity of the approach lighting system or barrettes when the runway is being used
for landing. In no case shall only the single source runway centre line lights show from the
beginning of the runway to a displaced threshold when the runway is being used for landing.
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Characteristics
5.3.12.7 Runway centre line lights shall be fixed lights showing variable white from the
threshold to the point 900 m the runway end; alternate red and variable white from 900 m to
300 m from the runway end; and red from 300 m to the runway end, except that for runways
less than 1 800 m in length, the alternate red and variable white lights shall extend from the
midpoint of the runway usable for landing to 300 m from the runway end. 5.3.12.8 Runway
centre line lights shall be in accordance with the specifications of Appendix 2, Figure 2.6 or
2.7.
5.3.13 Runway touchdown zone lights
Application
5.3.13.1 Touchdown zone lights shall be provided in the touchdown zone of a precision
approach runway category II or III.
Location
5.3.13.2 Touchdown zone lights shall extend from the threshold for a longitudinal distance of
900 m, except that, on runways less than 1 800 m in length, the system shall be shortened so
that it does not extend beyond the midpoint of the runway. The pattern shall be formed by
pairs of barrettes symmetrically located about the runway centre line. The lateral spacing
between the innermost lights of a pair of barrettes shall be equal to the lateral spacing
selected for the touchdown zone marking. The longitudinal spacing between pairs of barrettes
shall be either 30 m or 60 m.
Characteristics
5.3.13.3 A barrette shall be composed of at least three lights with a spacing between the lights
of not more than 1.5m.
5.3.13.4 A barrette shall be not less than 3 m nor more than 4.5 m in length.
5.3.13.5 Touchdown zone lights shall be fixed unidirectional lights showing variable white.
5.3.13.6 Touchdown zone lights shall be in accordance with the specifications of Appendix 2,
Figure 2.5.
5.3.14 Stopway lights
Application
5.3.14.1 Stopway lights shall be provided for a stopway intended for use at night.
Location
5.3.14.2 Stopway lights shall be placed along the full length of the stopway and shall be in
two parallel rows that are equidistant from the centre line and coincident with the rows of the
runway edge lights. Stopway lights shall also be provided across the end of a stopway on a
line at right angles to the stopway axis as near to the end of the stopway as possible and, in
any case, not more than 3 m outside the end.
Characteristics
5.3.14.3 Stopway lights shall be fixed unidirectional lights showing red in the direction of the
runway.
5.3.15 Taxiway centre line lights
Application
5.3.15.1 Taxiway centre line lights shall be provided on an exit taxiway, taxiway and apron
intended for use in runway visual range conditions less than a value of 350 m in such a
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manner as to provide continuous guidance between the runway centre line and aircraft stands,
except that these lights need not be provided where the traffic density is light and taxiway
edge lights and centre line marking provide adequate guidance.
5.3.15.2 Taxiway centre line lights shall be provided on a taxiway intended for use at night in
runway visual range conditions of 350 m or greater, and particularly on complex taxiway
intersections and exit taxiways, except that these lights need not be provided where the traffic
density is light and taxiway edge lights and centre line marking provide adequate guidance.
5.3.15.3 Taxiway centre line lights shall be provided on an exit taxiway, taxiway and apron in
all visibility conditions where specified as components of an advanced surface movement
guidance and control system in such a manner as to provide continuous guidance between the
runway centre line and aircraft stands.
5.3.15.4 Taxiway centre line lights shall be provided on a runway forming part of a standard
taxi-route and intended for taxiing in runway visual range conditions less than a value of 350
m, except that these lights need not be provided where the traffic density is light and taxiway
edge lights and centre line marking provide adequate guidance.
5.3.15.5 Taxiway centre line lights shall be provided in all visibility conditions on a runway
forming part of a standard taxi-route where specified as components of an advanced surface
movement guidance and control system.
Characteristics
5.3.15.6 Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway
forming part of a standard taxi-route shall be fixed lights showing green with beam
dimensions such that the light is visible only from aeroplanes on or in the vicinity of the
taxiway.
5.3.15.7 Taxiway centre line lights on an exit taxiway shall be fixed lights. Alternate taxiway
centre line lights shall show green and yellow from their beginning near the runway centre
line to the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner
transitional surface, whichever is farthest from the runway; and thereafter all lights shall
show green (Figure 5-20). The light nearest to the perimeter shall always show yellow.
Where aircraft may follow the same centre line in both directions, all the centre line lights
shall show green to aircraft approaching the runway.
5.3.15.8 Taxiway centre line lights shall be in accordance with the specifications of:
a) Appendix 2, Figure 2-12, 2-13, or 2-14 for taxiways intended for use in runway visual
range conditions of less than a value of 350 m; and b) Appendix 2, Figure 2-15 or 2-16 for
other taxiways.
5.3.15.9 Where taxiway centre line lights are specified as components of an advanced surface
movement guidance and control system and where, from an operational point of view, higher
intensities are required to maintain ground movements at a certain speed in very low
visibilities or in bright daytime conditions, taxiway centre line lights shall be in accordance
with the specifications of Appendix 2, Figure 2-17, 2-18 or 2-19.
Location
5.3.15.10 Taxiway centre line lights shall normally be located on the taxiway centre line
marking, except that they may be offset by not more than 30cm where it is not practicable to
locate them on the marking.
Taxiway centre line lights on taxiways
Location
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5.3.15.11 Taxiway centre line lights on a straight section of a taxiway shall be spaced at
longitudinal intervals of not more than 30 m, except that:
a) larger intervals not exceeding 60 m may be used where, because of the prevailing
meteorological conditions, adequate guidance is provided by such spacing;
b) intervals less than 30 m shall be provided on short straight sections; and
c) on a taxiway intended for use in RVR conditions of less than a value of 350 m, the
longitudinal spacing shall not exceed 15 m.
5.3.15.12 Taxiway centre line lights on a taxiway curve shall continue from the straight
portion of the taxiway at a constant distance from the outside edge of the taxiway curve. The
lights shall be spaced at intervals such that a clear indication of the curve is provided.
5.3.15.13 On a taxiway intended for use in RVR conditions of less than a value of 350 m, the
lights on a curve shall not exceed a spacing of 15 m and on a curve of less than 400 m radius
the lights shall be spaced at intervals of not greater than 7.5 m. This spacing shall extend for
60 m before and after the curve.
Taxiway centre line lights on rapid exit taxiways
Location
5.3.15.14 Taxiway centre line lights on a rapid exit taxiway shall commence at a point at least
60 m before the beginning of the taxiway centre line curve and continue beyond the end of
the curve to a point on the centre line of the taxiway where an aeroplane can be expected to
reach normal taxiing speed. The lights on that portion parallel to the runway centre line shall
always be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-21.
5.3.15.15 The lights shall be spaced at longitudinal intervals of not more than 15 m, except
that, where runway centre line lights are not provided, a greater interval not exceeding 30 m
may be used.
Taxiway centre line lights on other exit taxiways
Location
5.3.15.16 Taxiway centre line lights on exit taxiways other than rapid exit taxiways shall
commence at the point where the taxiway centre line marking begins to curve from the
runway centre line, and follow the curved taxiway centre line marking at least to the point
where the marking leaves the runway. The first light shall be at least 60 cm from any row of
runway centre line lights, as shown in Figure 5-21.
5.3.15.17 The lights shall be spaced at longitudinal intervals of not more than 7.5 m.
Taxiway centre line lights on runways
Location
5.3.15.18 Taxiway centre line lights on a runway forming part of a standard taxi-route and
intended for taxiing in runway visual range conditions less than a value of 350 m shall be
spaced at longitudinal intervals not exceeding 15 m.
5.3.16 Taxiway edge lights
Application
5.3.16.1 Taxiway edge lights shall be provided at the edges of a holding bay, apron, etc.
intended for use at night and on a taxiway not provided with taxiway centre line lights and
intended for use at night, except that taxiway edge lights need not be provided where,
considering the nature of the operations, adequate guidance can be achieved by surface
illumination or other means.
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5.3.16.2 Taxiway edge lights shall be provided on a runway forming part of a standard taxi-
route and intended for taxiing at night where the runway is not provided with taxiway centre
line lights.
Location
5.3.16.3 Taxiway edge lights on a straight section of a taxiway and on a runway forming part
of a standard taxi-route shall be spaced at uniform longitudinal intervals of not more than
60m. The lights on a curve shall be spaced at intervals less than 60 m so that a clear
indication of the curve is provided.
5.3.16.4 Taxiway edge lights on a holding bay apron, etc. shall be spaced at uniform
longitudinal intervals of not more than 60 m.
5.3.16.5 The lights shall be located as near as practicable to the edges of the taxiway, holding
bay, apron or runway, etc. or outside the edges at a distance of not more than 3 m.
Characteristics
5.3.16.6 Taxiway edge lights shall be fixed lights showing blue. The lights shall show up to at
least 30above the horizontal and at all angles in azimuth necessary to provide guidance to a
pilot taxiing in either direction. At an intersection, exit or curve the lights shall be shielded as
far as practicable so that they cannot be seen in angles of azimuth in which they may be
confused with other lights.
5.3.17 Stop bars
Application
5.3.17.1 A stop bar shall be provided at every runway-holding position serving a runway
when it is intended that the runway will be used in runway visual range conditions less than a
value of 350 m, except where:
a) appropriate aids and procedures are available to assist in preventing inadvertent incursions
of aircraft and vehicles onto the runway; or
b) operational procedures exist to limit, in runway visual range conditions less than a value of
550 m, the number of:
1) aircraft on the manoeuvring area to one at a time; and
2) vehicles on the manoeuvring area to the essential minimum.
5.3.17.2 A stop bar shall be provided at every runway-holding position serving a runway
when it is intended that the runway will be used in runway visual range conditions of values
between 350 m and 550 m, except where:
a) appropriate aids and procedures are available to assist in preventing inadvertent incursions
of aircraft and vehicles onto the runway; or
b) operational procedures exist to limit, in runway visual range conditions less than a value of
550 m, the number of:
1) aircraft on the manoeuvring area to one at a time; and
2) vehicles on the manoeuvring area to the essential minimum.
5.3.17.3 Intentionally left blank
5.3.17.4 A stop bar shall be provided at an intermediate holding position when it is desired to
supplement markings with lights and to provide traffic control by visual means.
5.3.17.5 Where the normal stop bar lights might be obscured (from a pilot=s view), for
example, by snow or rain, or where a pilot may be required to stop the aircraft in a position so
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close to the lights that they are blocked from view by the structure of the aircraft, then a pair
of elevated lights shall be added to each end of the stop bar.
Location
5.3.17.6 Stop bars shall be located across the taxiway at the point where it is desired that
traffic stop. Where the additional lights specified in 5.3.17.5 are provided, these lights shall
be located not less than 3 m from the taxiway edge.
Characteristics
5.3.17.7 Stop bars shall consist of lights spaced at intervals of 3 m across the taxiway,
showing red in the intended direction(s) of approach to the intersection or runway-holding
position.
5.3.17.8 Stop bars installed at a runway-holding position shall be unidirectional and shall
show red in the direction of approach to the runway.
5.3.17.9 Where the additional lights specified in 5.3.17.5 are provided, these lights shall have
the same characteristics as the lights in the stop bar, but shall be visible to approaching
aircraft up to the stop bar position.
5.3.17.10 Selectively switchable stop bars shall be installed in conjunction with at least three
taxiway centre line lights (extending for a distance of at least 90 m from the stop bar) in the
direction that it is intended for an aircraft to proceed from the stop bar.
5.3.17.11 The intensity in red light and beam spreads of stop bar lights shall be in accordance
with the specifications in Appendix 2, Figures 2-12 through 2-16, as appropriate.
5.3.17.12 Where stop bars are specified as components of an advanced surface movement
guidance and control system and where, from an operational point of view, higher intensities
are required to maintain ground movements at a certain speed in very low visibilities or in
bright daytime conditions, the intensity in red light and beam spreads of stop bar lights shall
be in accordance with the specifications of Appendix 2, Figure 2-17, 2-18 or 2-19.
5.3.17.13 Where a wide beam fixture is required, the intensity in red light and beam spreads
of stop bar lights shall be in accordance with the specifications of Appendix 2, Figure 2-17
or 2-19.
5.3.17.14 The lighting circuit shall be designed so that:
a) stop bars located across entrance taxiways are selectively switchable;
b) stop bars located across taxiways intended to be used only as exit taxiways are switchable
selectively or in groups;
c) when a stop bar is illuminated, any taxiway centre line lights installed beyond the stop bar
shall be extinguished for a distance of at least 90 m; and
d) stop bars shall be interlocked with the taxiway centre line lights so that when the centre
line lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa.
5.3.18 Intermediate holding position lights
Application
5.3.18.1 Except where a stop bar has been installed, intermediate holding position lights shall
be provided at an intermediate holding position intended for use in runway visual range
conditions less than a value of 350 m.
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5.3.18.2 Intermediate holding position lights shall be provided at an intermediate holding
position where there is no need for stop-and-go signals as provided by a stop bar.
Location
5.3.18.3 Intermediate holding position lights shall be located along the intermediate holding
position marking at a distance of 0.3 m prior to the marking.
Characteristics
5.3.18.4 Intermediate holding position lights shall consist of three fixed unidirectional lights
showing yellow in the direction of approach to the intermediate holding position with a light
distribution similar to taxiway centre line lights if provided. The lights shall be disposed
symmetrically about and at right angle to the taxiway centre line, with individual lights
spaced 1.5 m apart.
5.3.19 Intentionally left blank
5.3.20 Runway guard lights
Application
5.3.20.1 Runway guard lights, Configuration A, shall be provided at each taxiway/runway
intersection associated with a runway intended for use in:
a) runway visual range conditions less than a value of 550 m where a stop bar is not installed;
and
b) runway visual range conditions of values between 550 m and 1 200 m where the traffic
density is heavy.
5.3.20.2 Runway guard lights, Configuration A, shall be provided at each taxiway/runway
intersection associated with a runway intended for use in:
a) runway visual range conditions of values less than a value of 550 m where a stop bar is
installed; and
b) runway visual range conditions of values between 550 m and 1 200 m where the traffic
density is medium or light.
5.3.20.3 Runway guard lights, Configuration A or Configuration B or both, shall be provided
at each taxiway/runway intersection where enhanced conspicuity of the taxiway/runway
intersection is needed, such as on a widethroat taxiway, except that Configuration B shall not
be collocated with a stop bar.
Location
5.3.20.4 Runway guard lights, Configuration A, shall be located at each side of the taxiway at
a distance from the runway centre line not less than that specified for a take-off runway in
Table 3-2.
5.3.20.5 Runway guard lights, Configuration B, shall be located across the taxiway at a
distance from the runway centre line not less than that specified for a take-off runway in
Table 3-2.
Characteristics
5.3.20.6 Runway guard lights, Configuration A, shall consist of two pairs of yellow lights.
5.3.20.7 Where there is a need to enhance the contrast between the on and off state of runway
guard lights, Configuration A, intended for use during the day, a visor of sufficient size to
prevent sunlight from entering the lens without interfering with the function of the fixture
shall be located above each lamp.
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5.3.20.8 Runway guard lights, Configuration B, shall consist of yellow lights spaced at
intervals of 3 m across the taxiway.
5.3.20.9 The light beam shall be unidirectional and aligned so as to be visible to the pilot of
an aeroplane taxiing to the holding position.
5.3.20.10 The intensity in yellow light and beam spreads of lights of Configuration A shall be
in accordance with the specifications in Appendix 2, Figure 2-24.
5.3.20.11 Where runway guard lights are intended for use during the day, the intensity in
yellow light and beam spreads of lights of Configuration A shall be in accordance with the
specifications in Appendix 2, Figure 2-25.
5.3.20.12 Where runway guard lights are specified as components of an advanced surface
movement guidance and control system where higher light intensities are required, the
intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance
with the specifications in Appendix 2, Figure 2-25.
5.3.20.13 The intensity in yellow light and beam spreads of lights of Configuration B shall be
in accordance with the specifications in Appendix 2, Figure 2-12.
5.3.20.14 Where runway guard lights are intended for use during the day, the intensity in
yellow light and beam spreads of lights of Configuration B shall be in accordance with the
specifications in Appendix 2, Figure 2-20.
5.3.20.15 Where runway guard lights are specified as components of an advanced surface
movement guidance and control system where higher light intensities are required, the
intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance
with the specifications in Appendix 2, Figure 2-20.
5.3.20.16 The lights in each unit of Configuration A shall be illuminated alternately.
5.3.20.17 For Configuration B, adjacent lights shall be alternately illuminated and alternative
lights shall be illuminated in unison.
5.3.20.18 The lights shall be illuminated between 30 and 60 cycles per minute and the light
suppression and illumination periods shall be equal and opposite in each light.
5.3.21 Apron floodlighting (see also 5.3.15.1 and 5.3.16.1)
Application
5.3.21.1 Apron floodlighting shall be provided on an apron and on a designated isolated
aircraft parking position intended to be used at night.
Location
5.3.21.2 Apron floodlights shall be located so as to provide adequate illumination on all
apron service areas, with a minimum of glare to pilots of aircraft in flight and on the ground,
aerodrome and apron controllers, and personnel on the apron. The arrangement and aiming of
floodlights shall be such that an aircraft stand receives light from two or more directions to
minimize shadows.
Characteristics
5.3.21.3 The spectral distribution of apron floodlights shall be such that the colours used for
aircraft marking connected with routine servicing, and for surface and obstacle marking, can
be correctly identified.
5.3.21.4 The average illuminance shall be at least the following:
Aircraft stand:
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C horizontal illuminance C 20 lux with a uniformity ratio (average to minimum) of not
more than 4 to 1; and
C vertical illuminance C 20 lux at a height of 2 m above the apron in relevant directions.
Other apron areas:
C horizontal illuminance C 50 per cent of the average illuminance on the aircraft stands
with a uniformity ratio
(average to minimum) of not more than 4 to 1.
5.3.22 Visual docking guidance system
Application
5.3.22.1 A visual docking guidance system shall be provided when it is intended to indicate,
by a visual aid, the precise positioning of an aircraft on an aircraft stand and other alternative
means, such as marshoulders, are not practicable.
Note.C The factors to be considered in evaluating the need for a visual docking guidance
system are in particular:
the number and type(s) of aircraft using the aircraft stand, weather conditions, space
available on the apron and the precision
required for manoeuvring into the parking position due to aircraft servicing installation,
passenger loading bridges, etc. See
the ICAO Aerodrome Design Manual, Part 4 C Visual Aids for guidance on the selection of
suitable systems.
5.3.22.2 The provisions of 5.3.22.3 to 5.3.22.7, 5.3.22.9, 5.3.22.10, 5.3.22.12 to 5.3.22.15,
5.3.22.17, 5.3.22.18 and
5.3.22.20 shall not require the replacement of existing installations before 1 January 2005.
Characteristics
5.3.22.3 The system shall provide both azimuth and stopping guidance.
5.3.22.4 The azimuth guidance unit and the stopping position indicator shall be adequate for
use in all weather,
visibility, background lighting and pavement conditions for which the system is intended
both by day and night, but shall not dazzle the pilot.
5.3.22.5 The azimuth guidance unit and the stopping position indicator shall be of a design
such that:
a) a clear indication of malfunction of either or both is available to the pilot; and
b) they can be turned off.
5.3.22.6 The azimuth guidance unit and the stopping position indicator shall be located in
such a way that there is continuity of guidance between the aircraft stand markings, the
aircraft stand manoeuvring guidance lights, if present, and the visual docking guidance
system.
5.3.22.7 The accuracy of the system shall be adequate for the type of loading bridge and fixed
aircraft servicing installations with which it is to be used.
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5.3.22.8 The system shall be usable by all types of aircraft for which the aircraft stand is
intended, preferably without selective operation.
5.3.22.9 If selective operation is required to prepare the system for use by a particular type of
aircraft, then the system shall provide an identification of the selected aircraft type to both the
pilot and the system operator as a means of ensuring that the system has been set properly.
Azimuth guidance unit
Location
5.3.22.10 The azimuth guidance unit shall be located on or close to the extension of the stand
centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft
throughout the docking manoeuvre and aligned for use at least by the pilot occupying the left
seat.
5.3.22.11 The azimuth guidance unit shall be aligned for use by the pilots occupying both the
left and right seats.
Characteristics
5.3.22.12 The azimuth guidance unit shall provide unambiguous left/right guidance which
enables the pilot to acquire and maintain the lead-in line without over controlling.
5.3.22.13 When azimuth guidance is indicated by colour change, green shall be used to
identify the centre line and red for deviations from the centre line.
Stopping position indicator
Location
5.3.22.14 The stopping position indicator shall be located in conjunction with, or sufficiently
close to, the azimuth guidance unit so that a pilot can observe both the azimuth and stop
signals without turning the head.
5.3.22.15 The stopping position indicator shall be usable at least by the pilot occupying the
left seat.
5.3.22.16 The stopping position indicator shall be usable by the pilots occupying both the left
and right seats.
Characteristics
5.3.22.17 The stopping position information provided by the indicator for a particular aircraft
type shall account for the anticipated range of variations in pilot eye height and/or viewing
angle.
5.3.22.18 The stopping position indicator shall show the stopping position for the aircraft for
which guidance is being provided, and shall provide closing rate information to enable the
pilot to gradually decelerate the aircraft to a full stop at the intended stopping position.
5.3.22.19 The stopping position indicator shall provide closing rate information over a
distance of at least 10 m.
5.3.22.20 When stopping guidance is indicated by colour change, green shall be used to show
that the aircraft can proceed and red to show that the stop point has been reached except that
for a short distance prior to the stop point a third colour may be used to warn that the
stopping point is close.
5.3.23 Aircraft stand manoeuvring guidance lights
Application
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5.3.23.1 Aircraft stand manoeuvring guidance lights shall be provided to facilitate the
positioning of an aircraft on an aircraft stand on a paved apron intended for use in poor
visibility conditions, unless adequate guidance is provided by other means.
Location
5.3.23.2 Aircraft stand manoeuvring guidance lights shall be collocated with the aircraft stand
markings.
Characteristics
5.3.23.3 Aircraft stand manoeuvring guidance lights, other than those indicating a stop
position, shall be fixed yellow lights, visible throughout the segments within which they are
intended to provide guidance.
5.3.23.4 The lights used to delineate lead-in, turning and lead-out lines shall be spaced at
intervals of not more than 7.5 m on curves and 15 m on straight sections.
5.3.23.5 The lights indicating a stop position shall be fixed, unidirectional lights, showing
red.
5.3.23.6 The intensity of the lights shall be adequate for the condition of visibility and
ambient light in which the use of the aircraft stand is intended.
5.3.23.7 The lighting circuit shall be designed so that the lights may be switched on to
indicate that an aircraft stand is to be used and switched off to indicate that it is not to be
used.
5.3.24 Road-holding position light
Application
5.3.24.1 A road-holding position light shall be provided at each road-holding position serving
a runway when it is intended that the runway will be used in runway visual range conditions
less than a value of 350 m.
5.3.24.2 A road-holding position light shall be provided at each road-holding position serving
a runway when it is intended that the runway will be used in runway visual range conditions
of values between 350 m and 550 m.
Location
5.3.24.3 A road-holding position light shall be located adjacent to the holding position
marking 1.5 m (0.5 m) from one edge of the road, i.e. left or right as appropriate to the local
traffic regulations.
Characteristics
5.3.24.4 The road-holding position light shall comprise:
a) a controllable red (stop)/green (go) traffic light; or
110
b) a flashing-red light.
5.3.24.5 The road-holding position light beam shall be unidirectional and aligned so as to be
visible to the driver of a vehicle approaching the holding position.
5.3.24.6 The intensity of the light beam shall be adequate for the conditions of visibility and
ambient light in which the use of the holding position is intended, but shall not dazzle the
driver.
5.3.24.7 The flash frequency of the flashing-red light shall be between 30 and 60 per minute.
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5.4 Signs
5.4.1 General
Application
5.4.1.1 Signs shall be provided to convey a mandatory instruction, information on a specific
location or destination on a movement area or to provide other information to meet the
requirements of 8.9.1.
5.4.1.2 A variable message sign shall be provided where:
a) the instruction or information displayed on the sign is relevant only during a certain period
of time; and/or
b) there is a need for variable pre-determined information to be displayed on the sign to meet
the requirements of 8.9.1.
Characteristics
5.4.1.3 Signs shall be frangible. Those located near a runway or taxiway shall be sufficiently
low to preserve clearance for propellers and the engine pods of jet aircraft. The installed
height of the sign shall not exceed the dimension shown in the appropriate column of Table
5-4.
5.4.1.4 Signs shall be rectangular, as shown in Figures 5-24 and 5-25 with the longer side
horizontal.
5.4.1.5 The only signs on the movement area utilizing red shall be mandatory instruction
signs.
5.4.1.6 The inscriptions on a sign shall be in accordance with the provisions of Appendix 4.
5.4.1.7 Signs shall be illuminated in accordance with the provisions of Appendix 4 when
intended for use:
a) in runway visual range conditions less than a value of 800 m; or
b) at night in association with instrument runways; or
c) at night in association with non-instrument runways where the code number is 3 or 4.
5.4.1.8 Signs shall be retroreflective and/or illuminated in accordance with the provisions of
Appendix 4 when intended for use at night in association with non-instrument runways where
the code number is 1 or 2.
5.4.1.9 A variable message sign shall show a blank face when not in use.
5.4.1.10 In case of failure, a variable message sign shall not provide information that could
lead to unsafe action from a pilot or a vehicle driver.
5.4.1.11 The time interval to change from one message to another on a variable message sign
shall be as short as practicable and shall not exceed 5 seconds.
Application
5.4.2.1 A mandatory instruction sign shall be provided to identify a location beyond which an
aircraft taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower.
5.4.2.2 Mandatory instruction signs shall include runway designation signs, category I, II or
III holding position signs, runway-holding position signs, road-holding position signs and NO
ENTRY signs.
5.4.2.3 A pattern AA@ runway-holding position marking shall be supplemented at a
taxiway/runway intersection or a runway/runway intersection with a runway designation sign.
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5.4.2.4 A pattern AB@ runway-holding position marking shall be supplemented with a
category I, II or III holding position sign.
5.4.2.5 A pattern AA@ runway-holding position marking at a runway-holding position
established in accordance with 3.11.3 shall be supplemented with a runway-holding position
sign.
5.4.2.6 A runway designation sign at a taxiway/runway intersection shall be supplemented
with a location sign in the outboard (farthest from the taxiway) position, as appropriate.
5.4.2.7 A NO ENTRY sign shall be provided when entry into an area is prohibited.
Location
5.4.2.8 A runway designation sign at a taxiway/runway intersection or a runway/runway
intersection shall be located on each side of the runway-holding position marking facing the
direction of approach to the runway.
5.4.2.9 A category I, II or III holding position sign shall be located on each side of the
runway-holding position marking facing the direction of the approach to the critical area.
5.4.2.10 A NO ENTRY sign shall be located at the beginning of the area to which entrance is
prohibited on each side of the taxiway as viewed by the pilot.
5.4.2.11 A runway-holding position sign shall be located on each side of the runway-holding
position established in accordance with 3.11.3, facing the approach to the obstacle limitation
surface or ILS/MLS critical/sensitive area, as appropriate.
5.4.2.12 Intentionally left blank.
Characteristics
5.4.2.13 A mandatory instruction sign shall consist of an inscription in white on a red
background.
5.4.2.14 The inscription on a runway designation sign shall consist of the runway
designations of the intersecting runway properly oriented with respect to the viewing position
of the sign, except that a runway designation sign installed in the vicinity of a runway
extremity may show the runway designation of the concerned runway extremity only.
5.4.2.15 The inscription on a category I, II, III or joint II/III holding position sign shall
consist of the runway designator followed by CAT I, CAT II, CAT III or CAT II/III, as
appropriate.
5.4.2.16 The inscription on a NO ENTRY sign shall be in accordance with Figure 5-24.
5.4.2.17 The inscription on a runway-holding position sign at a runway-holding position
established in accordance with 3.11.3 shall consist of the taxiway designation and a number.
5.4.3 Information signs
Note.C See Figure 5-25 for pictorial representations of information signs.
5.4.3.1 Intentionally left blank
Application
5.4.3.2 An information sign shall be provided where there is an operational need to identify
by a sign, a specific location, or routing (direction or destination) information.
5.4.3.3 Information signs shall include: direction signs, location signs, destination signs,
runway exit signs, runway vacated signs and intersection take-off signs.
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5.4.3.4 A runway exit sign shall be provided where there is an operational need to identify a
runway exit.
5.4.3.5 A runway vacated sign shall be provided where the exit taxiway is not provided with
taxiway centre line lights and there is a need to indicate to a pilot leaving a runway the
perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional
surface whichever is farther from the runway centre line.
5.4.3.6 An intersection take-off sign shall be provided when there is an operational need to
indicate the remaining take-off run available (TORA) for intersection take-offs.
5.4.3.7 Where necessary, a destination sign shall be provided to indicate the direction to a
specific destination on the aerodrome, such as cargo area, general aviation, etc.
5.4.3.8 A combined location and direction sign shall be provided when it is intended to
indicate routing information prior to a taxiway intersection.
5.4.3.9 A direction sign shall be provided when there is an operational need to identify the
designation and direction of taxiways at an intersection.
5.4.3.10 A location sign shall be provided at an intermediate holding position.
5.4.3.11 A location sign shall be provided in conjunction with a runway designation sign
except at a runway/runway intersection.
5.4.3.12 A location sign shall be provided in conjunction with a direction sign, except that it
may be omitted where an aeronautical study indicates that it is not needed.
5.4.3.13 Where necessary, a location sign shall be provided to identify taxiways exiting on
apron or taxiways beyond an intersection.
5.4.3.14 Where a taxiway ends at an intersection such as a >>T== and it is necessary to
identify this, a barricade, direction sign and/or other appropriate visual aid shall be used.
Location
5.4.3.15 Except as specified in 5.4.3.17 and 5.4.3.25 information signs shall, wherever
practicable, be located on the left-hand side of the taxiway in accordance with Table 5-4.
5.4.3.16 At a taxiway intersection, information signs shall be located prior to the intersection
and in line with the taxiway intersection marking. Where there is no taxiway intersection
marking, the signs shall be installed at least 60m from the centre line of the intersecting
taxiway where the code number is 3 or 4 and at least 40 m where the code number is 1 or 2.
5.4.3.17 A runway exit sign shall be located on the same side of the runway as the exit is
located (i.e. left or right) and positioned in accordance with Table 5-4.
5.4.3.18 A runway exit sign shall be located prior to the runway exit point in line with a
position at least 60 m prior to the point of tangency where the code number is 3 or 4, and at
least 30 m where the code number is 1 or 2.
5.4.3.19 A runway vacated sign shall be located at least on one side of the taxiway. The
distance between the sign and the centre line of a runway shall be not less than the greater of
the following:
a) the distance between the centre line of the runway and the perimeter of the ILS/MLS
critical/sensitive area;
or
b) the distance between the centre line of the runway and the lower edge of the inner
transitional surface.
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5.4.3.20 Where provided in conjunction with a runway vacated sign, the taxiway location
sign shall be positioned outboard of the runway vacated sign.
5.4.3.21 An intersection take-off sign shall be located at the left-hand side of the entry
taxiway. The distance between the sign and the centre line of the runway shall be not less
than 60 m where the code number is 3 or 4 and not less than 45 m where the code number is 1
or 2.
5.4.3.22 A taxiway location sign installed in conjunction with a runway designation sign shall
be positioned outboard of the runway designation sign.
5.4.3.23 A destination sign shall not normally be collocated with a location or direction sign.
5.4.3.24 An information sign other than a location sign shall not be collocated with a
mandatory instruction sign.
5.4.3.25 C A direction sign, barricade and/or other appropriate visual aid used to identify a
>>T== intersection shall be located on the opposite side of the intersection facing the
taxiway.
Characteristics
5.4.3.26 An information sign other than a location sign shall consist of an inscription in black
on a yellow background.
5.4.3.27 A location sign shall consist of an inscription in yellow on a black background and
where it is a stand-alone sign shall have a yellow border.
5.4.3.28 The inscription on a runway exit sign shall consist of the designator of the exit
taxiway and an arrow indicating the direction to follow.
5.4.3.29 The inscription on a runway vacated sign shall depict the pattern A runway-holding
position marking as shown in Figure 5-25.
5.4.3.30 The inscription on an intersection take-off sign shall consist of a numerical message
indicating the remaining take-off run available in metres plus an arrow, appropriately located
and oriented, indicating the direction of the take-off as shown in Figure 5-25.
5.4.3.31 The inscription on a destination sign shall comprise an alpha, alphanumerical or
numerical message identifying the destination plus an arrow indicating the direction to
proceed as shown in Figure 5-25.
5.4.3.32 The inscription on a direction sign shall comprise an alpha or alphanumerical
message identifying the taxiway(s) plus an arrow or arrows appropriately oriented as shown
in Figure 5-25.
5.4.3.33 The inscription on a location sign shall comprise the designation of the location
taxiway, runway or other pavement the aircraft is on or is entering and shall not contain
arrows.
5.4.3.34 Where it is necessary to identify each of a series of intermediate holding positions on
the same taxiway, the location sign shall consist of the taxiway designation and a number.
5.4.3.35 Where a location sign and direction signs are used in combination:
a) all direction signs related to left turns shall be placed on the left side of the location sign
and all direction signs related to right turns shall be placed on the right side of the location
sign, except that where the junction consists of one intersecting taxiway, the location sign
may alternatively be placed on the left hand side;
b) the direction signs shall be placed such that the direction of the arrows departs increasingly
from the vertical with increasing deviation of the corresponding taxiway;
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c) an appropriate direction sign shall be placed next to the location sign where the direction of
the location taxiway changes significantly beyond the intersection; and
d) adjacent direction signs shall be delineated by a vertical black line as shown in Figure 5-
25.
5.4.3.36 A taxiway shall be identified by a designator comprising a letter, letters or a
combination of a letter or letters followed by a number.
5.4.3.37 When designating taxiways, the use of the letters I, O or X and the use of words such
as inner and outer shall be avoided wherever possible to avoid confusion with the numerals 1,
0 and closed marking.
5.4.3.38 The use of numbers alone on the manoeuvring area shall be reserved for the
designation of runways.
5.4.4 VOR aerodrome check-point sign
Application
5.4.4.1 When a VOR aerodrome check-point is established, it shall be indicated by a VOR
aerodrome check-point marking and sign.
Location
5.4.4.2 A VOR aerodrome check-point sign shall be located as near as possible to the check-
point and so that the inscriptions are visible from the cockpit of an aircraft properly
positioned on the VOR aerodrome check-point marking.
Characteristics
5.4.4.3 A VOR aerodrome check-point sign shall consist of an inscription in black on a
yellow background.
5.4.4.4 The inscriptions on a VOR check-point sign shall be in accordance with one of the
alternatives shown in Figure 5-27 in which:
VOR is an abbreviation identifying this as a VOR check-point;
116.3 is an example of the radio frequency of the VOR concerned;
147is an example of the VOR bearing, to the nearest degree, which shall be indicated at the
VOR check-point;
and
5.4.5 Aerodrome identification sign
Application
5.4.5.1 An aerodrome identification sign shall be provided at an aerodrome where there is
insufficient alternative
means of visual identification.
Location
5.4.5.2 The aerodrome identification sign shall be placed on the aerodrome so as to be
legible, in so far as is practicable, at all angles above the horizontal.
Characteristics
5.4.5.3 The aerodrome identification sign shall consist of the name of the aerodrome.
5.4.5.4 The colour selected for the sign shall give adequate conspicuity when viewed against
its background.
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5.4.5.5 The characters shall have a height of not less than 3 m.
5.4.6 Aircraft stand identification signs
Application
5.4.6.1 An aircraft stand identification marking shall be supplemented with an aircraft stand
identification sign where feasible.
Location
5.4.6.2 An aircraft stand identification sign shall be located so as to be clearly visible from
the cockpit of an aircraft prior to entering the aircraft stand.
Characteristics
5.4.6.3 An aircraft stand identification sign shall consist of an inscription in black on a yellow
background.
5.4.7 Road-holding position sign
5.4.7.1 A road-holding position sign shall be provided at all road entrances to a runway.
Location
5.4.7.2 The road-holding position sign shall be located 1.5 m from one edge of the road (left
or right as appropriate to the local traffic regulations) at the holding position.
Characteristics
5.4.7.3 A road-holding position sign shall consist of an inscription in white on a red
background.
5.4.7.4 The inscription on a road-holding position sign shall be in the national language, be in
conformity with the local traffic regulations and include the following:
a) a requirement to stop; and
b) where appropriate:
1) a requirement to obtain ATC clearance; and
2) location designator.
5.4.7.5 A road-holding position sign intended for night use shall be retroreflective or
illuminated.
5.5 Markers
5.5.1 General
Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low
to preserve clearance for propellers and for the engine pods of jet aircraft.
5.5.2 Unpaved runway edge markers
Application
5.5.2.1 Markers shall be provided when the extent of an unpaved runway is not clearly
indicated by the appearance of its surface compared with that of the surrounding ground.
Location
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5.5.2.2 Where runway lights are provided, the markers shall be incorporated in the light
fixtures. Where there are no lights, markers of flat rectangular or conical shape shall be
placed so as to delimit the runway clearly.
Characteristics
5.5.2.3 The flat rectangular markers shall have a minimum size of 1 m by 3 m and shall be
placed with their long dimension parallel to the runway centre line. The conical markers shall
have a height not exceeding 50 cm.
5.5.3 Stopway edge markers
Application
5.5.3.1 Stopway edge markers shall be provided when the extent of a stopway is not clearly
indicated by its appearance compared with that of the surrounding ground.
Characteristics
5.5.3.2 The stopway edge markers shall be sufficiently different from any runway edge
markers used to ensure that the two types of markers cannot be confused.
5.5.4 Edge markers for snow-covered runways
Application
5.5.4.1 Edge markers for snow- covered runways shall be used to indicate the usable limits of
a snow-covered runway when the limits are not otherwise indicated.
Location
5.5.4.2 Edge markers for snow- covered runways shall be placed along the sides of the
runway at intervals of not more than 100 m, and shall be located symmetrically about the
runway centre line at such a distance from the centre line that there is adequate clearance for
wing tips and power plants. Sufficient markers shall be placed across the threshold and end of
the runway.
Characteristics
5.5.4.3 Edge markers for snow- covered runways shall consist of conspicuous objects such as
evergreen trees about 1.5 m high, or light-weight markers.
5.5.5 Taxiway edge markers
Application
5.5.5.1 Taxiway edge markers shall be provided on a taxiway where the code number is 1 or
2 and taxiway centre line or edge lights or taxiway centre line markers are not provided.
Location
5.5.5.2 Taxiway edge markers shall be installed at least at the same locations as would the
taxiway edge lights had they been used.
Characteristics
5.5.5.3 A taxiway edge marker shall be retroreflective blue.
5.5.5.4 The marked surface as viewed by the pilot shall be a rectangle and shall have a
minimum viewing area of 150 cm2.
5.5.5.5 Taxiway edge markers shall be frangible. Their height shall be sufficiently low to
preserve clearance for propellers and for the engine pods of jet aircraft.
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5.5.6 Taxiway centre line markers
Application
5.5.6.1 Taxiway centre line markers shall be provided on a taxiway where the code number is
1 or 2 and taxiway centre line or edge lights or taxiway edge markers are not provided.
5.5.6.2 Taxiway centre line markers shall be provided on a taxiway where the code number is
3 or 4 and taxiway centre line lights are not provided if there is a need to improve the
guidance provided by the taxiway centre line marking.
Location
5.5.6.3 Taxiway centre line markers shall be installed at least at the same location as would
taxiway centre line lights had they been used.
5.5.6.4 Taxiway centre line markers shall normally be located on the taxiway centre line
marking except that they may be offset by not more than 30 cm where it is not practicable to
locate them on the marking.
Characteristics
5.5.6.5 A taxiway centre line marker shall be retro-reflective green.
5.5.6.6 The marked surface as viewed by the pilot shall be a rectangle and shall have a
minimum viewing area of 20 cm2.
5.5.6.7 Taxiway centre line markers shall be so designed and fitted as to withstand being run
over by the wheels of an aircraft without damage either to the aircraft or to the markers
themselves.
5.5.7 Unpaved taxiway edge markers
Application
5.5.7.1 Where the extent of an unpaved taxiway is not clearly indicated by its appearance
compared with that of the surrounding ground, markers shall be provided.
Location
5.5.7.2 Where taxiway lights are provided, the markers shall be incorporated in the light
fixtures. Where there are no lights, markers of conical shape shall be placed so as to delimit
the taxiway clearly.
5.5.8 Boundary markers
Application
5.5.8.1 Boundary markers shall be provided at an aerodrome where the landing area has no
runway.
Location
5.5.8.2 Boundary markers shall be spaced along the boundary of the landing area at intervals
of not more than 200m, if the type shown in Figure 5-28 is used, or approximately 90 m, if
the conical type is used with a marker at any corner.
Characteristics
5.5.8.3 Boundary markers shall be of a form similar to that shown in Figure 5-28, or in the
form of a cone not less than 50 cm high and not less than 75cm in diameter at the base. The
markers shall be coloured to contrast with the background against which they will be seen. A
single colour, orange or red, or two contrasting colours, orange and white or alternatively red
and white, shall be used, except where such colours merge with the background.
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CHAPTER 6. VISUAL AIDS FOR DENOTING OBSTACLES
6.1 Objects to be marked and/or lighted
6.1.1 A fixed obstacle that extends above a take-off climb surface within 3 000 m of the inner
edge of the take-off climb surface shall be marked and, if the runway is used at night, lighted,
except that:
a) such marking and lighting may be omitted when the obstacle is shielded by another fixed
obstacle;
b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle
lights, Type A, by day and its height above the level of the surrounding ground does not
exceed 150 m;
c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights
by day; and
d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study
indicates the lighthouse light to be sufficient.
6.1.2 A fixed object, other than an obstacle, adjacent to a take-off climb surface shall be
marked and, if the runway is used at night, lighted if such marking and lighting is considered
necessary to ensure its avoidance, except that the marking may be omitted when:
a) the object is lighted by medium-intensity obstacle lights, Type A, by day and its height
above the level of the surrounding ground does not exceed 150 m; or
b) the object is lighted by high-intensity obstacle lights by day.
6.1.3 A fixed obstacle that extends above an approach or transitional surface within 3 000 m
of the inner edge of the approach surface shall be marked and, if the runway is used at night,
lighted, except that:
a) such marking and lighting may be omitted when the obstacle is shielded by another fixed
obstacle;
exceed 150 m;
by day; and
6.1.4 A fixed obstacle above a horizontal surface shall be marked and, if the aerodrome is
used at night, lighted except that:
a) such marking and lighting may be omitted when:
1) the obstacle is shielded by another fixed obstacle; or
2) for a circuit extensively obstructed by immovable objects or terrain, procedures have been
established to ensure safe vertical clearance below prescribed flight paths; or
3) an aeronautical study shows the obstacle not to be of operational significance;
exceed 150 m;
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by day; and
6.1.5 A fixed object that extends above an obstacle protection surface shall be marked and, if
the runway is used at night, lighted.
6.1.6 Vehicles and other mobile objects, excluding aircraft, on the movement area of an
aerodrome are obstacles and shall be marked and, if the vehicles and aerodrome are used at
night or in conditions of low visibility, lighted, except that aircraft servicing equipment and
vehicles used only on aprons may be exempt.
6.1.7 Elevated aeronautical ground lights within the movement area shall be marked so as to
be conspicuous by day. Obstacle lights shall not be installed on elevated ground lights or
signs in the movement area.
6.1.8 All obstacles within the distance specified in Table3-1, column 11 or 12, from the
centre line of a taxiway, an apron taxiway or aircraft stand taxilane shall be marked and, if
the taxiway, apron taxiway or aircraft stand taxilane is used at night, lighted.
6.1.9 Obstacles in accordance with 4.3.2 shall be marked and lighted, except that the marking
may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.
6.1.10 Overhead wires, cables, etc., crossing a river, valley or highway shall be marked and
their supporting towers marked and lighted if an aeronautical study indicates that the wires or
cables could constitute a hazard to aircraft, except that the marking of the supporting towers
may be omitted when they are lighted by high-intensity obstacle lights by day.
6.1.11 When it has been determined that an overhead wire, cable, etc., needs to be marked but
it is not practicable to install markers on the wire, cable, etc., then high-intensity obstacle
lights, Type B, shall be provided on their supporting towers.
6.2 Marking of objects
General
6.2.1 All fixed objects to be marked shall, whenever practicable, be coloured, but if this is not
practicable, markers or flags shall be displayed on or above them, except that objects that are
sufficiently conspicuous by their shape, size or colour need not be otherwise marked.
6.2.2 All mobile objects to be marked shall be coloured or display flags.
Use of colours
6.2.3 An object shall be coloured to show a chequered pattern if it has essentially unbroken
surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions.
The pattern shall consist of rectangles of not less than 1.5 m and not more than 3 m on a side,
the corners being of the darker colour. The colours of the pattern shall contrast each with the
other and with the background against which they will be seen. Orange and white or
alternatively red and white shall be used, except where such colours merge with the
background. (See Figure 6-1.)
6.2.4 An object shall be coloured to show alternating contrasting bands if:
a) it has essentially unbroken surfaces and has one dimension, horizontal or vertical, greater
than 1.5 m, and the other dimension, horizontal or vertical, less than 4.5m; or
b) it is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m.
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The bands shall be perpendicular to the longest dimension and have a width approximately
1/7 of the longest dimension or 30 m, whichever is less. The colours of the bands shall
contrast with the background against which they will be seen. Orange and white shall be
used, except where such colours are not conspicuous when viewed against the background.
The bands on the extremities of the object shall be of the darker colour. (See Figures 6-1 and
6-2.)
6.2.5 An object shall be coloured in a single conspicuous colour if its projection on any
vertical plane has both dimensions less than 1.5 m. Orange or red shall be used, except where
such colours merge with the background.
6.2.6 When mobile objects are marked by colour, a single conspicuous colour, preferably red
or yellowish green for emergency vehicles and yellow for service vehicles shall be used.
Table 6-1. Marking band widths
Use of markers
6.2.7 Markers displayed on or adjacent to objects shall be located in conspicuous positions so
as to retain the general definition of the object and shall be recognizable in clear weather
from a distance of at least 1 000 m for an object to be viewed from the air and 300 m for an
object to be viewed from the ground in all directions in which an aircraft is likely to approach
the object. The shape of markers shall be distinctive to the extent necessary to ensure that
they are not mistaken for markers employed to convey other information, and they shall be
such that the hazard presented by the object they mark is not increased.
6.2.8 A marker displayed on an overhead wire, cable, etc., shall be spherical and have a
diameter of not less than 60 cm.
6.2.9 The spacing between two consecutive markers or between a marker and a supporting
tower shall be appropriate to the diameter of the marker, but in no case shall the spacing
exceed:
a) 30 m where the marker diameter is 60 cm progressively increasing with the diameter of the
marker to
b) 35 m where the marker diameter is 80 cm and further progressively increasing to a
maximum of
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c) 40 m where the marker diameter is of at least 130 cm.
Where multiple wires, cables, etc. are involved, a marker shall be located not lower than the
level of the highest wire at the point marked.
6.2.10 A marker shall be of one colour. When installed, white and red, or white and orange
markers shall be displayed alternately. The colour selected shall contrast with the background
against which it will be seen.
Use of flags
6.2.11 Flags used to mark objects shall be displayed around, on top of, or around the highest
edge of, the object. When flags are used to mark extensive objects or groups of closely
spaced objects, they shall be displayed at least every 15 m. Flags shall not increase the hazard
presented by the object they mark.
6.2.12 Flags used to mark fixed objects shall not be less than 0.6 m square and flags used to
mark mobile objects, not less than 0.9 m square.
6.2.13 Flags used to mark fixed objects shall be orange in colour or a combination of two
triangular sections, one orange and the other white, or one red and the other white, except that
where such colours merge with the background, other conspicuous colours shall be used.
6.2.14 Flags used to mark mobile objects shall consist of a chequered pattern, each square
having sides of not less than 0.3 m. The colours of the pattern shall contrast each with the
other and with the background against which they will be seen. Orange and white or
alternatively red and white shall be used, except where such colours merge with the
background.
6.3 Lighting of objects
Use of obstacle lights
6.3.1 The presence of objects which must be lighted, as specified in 6.1, shall be indicated by
low-, medium- or high-intensity obstacle lights, or a combination of such lights.
6.3.2 Low-intensity obstacle lights, Type A or B, shall be used where the object is a less
extensive one and its height above the surrounding ground is less than 45 m.
6.3.3 Where the use of low-intensity obstacle lights, Type A or B, would be inadequate or an
early special warning is required, then medium- or high-intensity obstacle lights shall be
used.
6.3.4 Low-intensity obstacle lights, Type C, shall be displayed on vehicles and other mobile
objects excluding aircraft.
6.3.5 Low-intensity obstacle lights, Type D, shall be displayed on follow-me vehicles.
6.3.6 Low-intensity obstacle lights, Type B, shall be used either alone or in combination with
medium-intensity obstacle lights, Type B, in accordance with 6.3.7.
6.3.7 Medium-intensity obstacle lights, Type A, B or C, shall be used where the object is an
extensive one or its height above the level of the surrounding ground is greater than 45 m.
Medium-intensity obstacle lights, Types A and C, shall be used alone, whereas medium-
intensity obstacle lights, Type B, shall be used either alone or in combination with low-
intensity obstacle lights, Type B.
6.3.8 High-intensity obstacle lights, Type A, shall be used to indicate the presence of an
object if its height above the level of the surrounding ground exceeds 150 m and an
aeronautical study indicates such lights to be essential for the recognition of the object by
day.
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6.3.9 High-intensity obstacle lights, Type B, shall be used to indicate the presence of a tower
supporting overhead wires, cables, etc., where:
a) an aeronautical study indicates such lights to be essential for the recognition of the
presence of wires, cables, etc.; or
b) it has not been found practicable to install markers on the wires, cables, etc.
6.3.10 Where, in the opinion of the CAA, the use of high-intensity obstacle lights, Type A or
B, or medium-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of
an aerodrome (within approximately 10 000 m radius) or cause significant environmental
concerns, a dual obstacle lighting system shall be provided. This system shall be composed of
high-intensity obstacle lights, Type A or B, or medium- intensity obstacle lights, Type A, as
appropriate, for daytime and twilight use and medium-intensity obstacle lights, Type B or C,
for night-time use.
Location of obstacle lights
6.3.11 One or more low-, medium- or high-intensity obstacle lights shall be located as close
as practicable to the top of the object. The top lights shall be so arranged as to at least indicate
the points or edges of the object highest in relation to the obstacle limitation surface.
6.3.12 In the case of chimney or other structure of like function, the top lights shall be placed
sufficiently below the top so as to minimize contamination by smoke etc. (see Figures 6-2
and 6-3).
6.3.13 In the case of a tower or antenna structure indicated by high-intensity obstacle lights
by day with an appurtenance, such as a rod or an antenna, greater than 12 m where it is not
practicable to locate a high-intensity obstacle light on the top of the appurtenance, such a
light shall be located at the highest practicable point and, if practicable, a medium-intensity
obstacle light, Type A, mounted on the top.
6.3.14 In the case of an extensive object or of a group of closely spaced objects, top lights
shall be displayed at least on the points or edges of the objects highest in relation to the
obstacle limitation surface, so as to indicate the general definition and the extent of the
objects. If two or more edges are of the same height, the edge nearest the landing area shall
be marked. Where low-intensity lights are used, they shall be spaced at longitudinal intervals
not exceeding 45 m. Where medium-intensity lights are used, they shall be spaced at
longitudinal intervals not exceeding 900 m.
6.3.15 When the obstacle limitation surface concerned is sloping and the highest point above
the obstacle limitation surface is not the highest point of the object, additional obstacle lights
shall be placed on the highest point of the object.
6.3.16 Where an object is indicated by medium-intensity obstacle lights, Type A, and the top
of the object is more than 105 m above the level of the surrounding ground or the elevation of
tops of nearby buildings (when the object to be marked is surrounded by buildings),
additional lights shall be provided at intermediate levels. These additional intermediate lights
shall be spaced as equally as practicable, between the top lights and ground level or the level
of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m (see 6.3.7).
6.3.17 Where an object is indicated by medium-intensity obstacle lights, Type B, and the top
shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle
lights, Type B, and shall be spaced as equally as practicable between the top lights and
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ground level or the level of tops of nearby buildings, as appropriate, with the spacing not
exceeding 52 m.
6.3.18 Where an object is indicated by medium-intensity obstacle lights, Type C, and the top
shall be spaced as equally as practicable, between the top lights and ground level or the level
of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m.
6.3.19 Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform
intervals not exceeding 105 m between the ground level and the top light(s) specified in
6.3.11 except that where an object to be marked is surrounded by buildings, the elevation of
the tops of the buildings may be used as the equivalent of the ground level when determining
the number of light levels.
6.3.20 Where high-intensity obstacle lights, Type B, are used, they shall be located at three
levels:
C at the top of the tower;
C at the lowest level of the catenary of the wires or cables; and
C at approximately midway between these two levels.
6.3.21 The installation setting angles for high-intensity obstacle lights, Types A and B, shall
be in accordance with Table 6-2.
6.3.22 The number and arrangement of low-, medium- or high-intensity obstacle lights at
each level to be marked shall be such that the object is indicated from every angle in azimuth.
Where a light is shielded in any direction by another part of the object, or by an adjacent
object, additional lights shall be provided on that object in such a way as to retain the general
definition of the object to be lighted. If the shielded light does not contribute to the definition
of the object to be lighted, it may be omitted.
Table 6-2. Installation setting angles for high-intensity obstacle lights
Low-intensity obstacle light C Characteristics
6.3.23 Low-intensity obstacle lights on fixed objects, Types A and B, shall be fixed-red
lights.
6.3.24 Low-intensity obstacle lights, Types A and B, shall be in accordance with the
specifications in Table 6-3.
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6.3.25 Low-intensity obstacle lights, Type C, displayed on vehicles associated with
emergency or security shall be flashing-blue and those displayed on other vehicles shall be
flashing-yellow.
6.3.26 Low-intensity obstacle lights, Type D, displayed on follow-me vehicles shall be
flashing-yellow.
6.3.27 Low-intensity obstacle lights, Types C and D, shall be in accordance with the
6.3.28 Low-intensity obstacle lights on objects with limited mobility such as aerobridges
shall be fixed-red. The intensity of the lights shall be sufficient to ensure conspicuity
considering the intensity of the adjacent lights and the general levels of illumination against
which they would normally be viewed.
6.3.29 Low-intensity obstacle lights on objects with limited mobility shall as a minimum be
in accordance with the specifications for low-intensity obstacle lights, Type A, in Table 6-3.
Medium-intensity obstacle light C Characteristics
6.3.30 Medium-intensity obstacle lights, Type A, shall be flashing-white lights, Type B shall
be flashing-red lights and Type C shall be fixed-red lights.
6.3.31 Medium-intensity obstacle lights, Types A, B and C, shall be in accordance with the
6.3.32 Medium-intensity obstacle lights, Types A and B, located on an object shall flash
simultaneously.
High-intensity obstacle light C Characteristics
6.3.33 High-intensity obstacle lights, Types A and B, shall be flashing-white lights.
6.3.34 High-intensity obstacle lights, Types A and B, shall be in accordance with the
6.3.35 High-intensity obstacle lights, Type A, located on an object shall flash simultaneously.
6.3.36 High-intensity obstacle lights, Type B, indicating the presence of a tower supporting
overhead wires, cables, etc., shall flash sequentially; first the middle light, second the top
light and last, the bottom light. The intervals between flashes of the lights shall approximate
the following ratios:
Flash interval
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CHAPTER 7. VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS
7.1 Closed runways and taxiways, or parts thereof
Application
7.1.1 A closed marking shall be displayed on a runway or taxiway, or portion thereof, which
is permanently closed to the use of all aircraft.
7.1.2 A closed marking shall be displayed on a temporarily closed runway or taxiway or
portion thereof, except that such marking may be omitted when the closing is of short
duration and adequate warning by air traffic services is provided.
Location
7.1.3 On a runway a closed marking shall be placed at each end of the runway, or portion
thereof, declared closed, and additional markings shall be so placed that the maximum
interval between markings does not exceed 300 m. On a taxiway a closed marking shall be
placed at least at each end of the taxiway or portion thereof closed.
Characteristics
7.1.4 The closed marking shall be of the form and pro-portions as detailed in Figure 7-1,
Illustration a), when displayed on a runway, and shall be of the form and proportions as
detailed in Figure 7-1, Illustration b), when displayed on a taxiway. The marking shall be
white when displayed on a runway and shall be yellow when displayed on a taxiway.
7.1.5 When a runway or taxiway or portion thereof is permanently closed, all normal runway
and taxiway markings shall be obliterated.
7.1.6 Lighting on a closed runway or taxiway or portion thereof shall not be operated, except
as required for maintenance purposes.
7.1.7 In addition to closed markings, when the runway or taxiway or portion thereof closed is
intercepted by a usable runway or taxiway which is used at night, un serviceability lights
shall be placed across the entrance to the closed area at intervals not exceeding 3 m (see
7.4.4).
7.2 Non-load-bearing surfaces
Application
7.2.1 Shoulders for taxiways, holding bays and aprons and other non-load-bearing surfaces
which cannot readily be distinguished from load-bearing surfaces and which, if used by
aircraft, might result in damage to the aircraft shall have the boundary between such areas
and the load-bearing surface marked by a taxi side stripe marking.
Location
7.2.2 A taxi side stripe marking shall be placed along the edge of the load-bearing pavement,
with the outer edge of the marking approximately on the edge of the load-bearing pavement.
Characteristics
7.2.3 A taxi side stripe marking shall consist of a pair of solid lines, each 15 cm wide and
spaced 15 cm apart and the same colour as the taxiway centre line marking.
7.3 Pre-threshold area
Application
7.3.1 When the surface before a threshold is paved and exceeds 60 m in length and is not
suitable for normal use by aircraft, the entire length before the threshold shall be marked with
a chevron marking.
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Location
7.3.2 A chevron marking shall point in the direction of the runway and be placed as shown in
Figure 7-2.
Characteristics
7.3.3 A chevron marking shall be of conspicuous colour and contrast with the colour used for
the runway markings; it shall preferably be yellow. It shall have an over-all width of at least
0.9 m.
7.4 Unserviceable areas
Application
7.4.1 Unserviceability markers shall be displayed wherever any portion of a taxiway, apron or
holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass
the area safely. On a movement area used at night, unserviceability lights shall be used.
Location
7.4.2 Unserviceability markers and lights shall be placed at intervals sufficiently close so as
to delineate the unserviceable area.
Characteristics of unserviceability markers
7.4.3 Unserviceability markers shall consist of conspicuous upstanding devices such as flags,
cones or marker boards.
Characteristics of unserviceability lights
7.4.4 An unserviceability light shall consist of a red fixed light. The light shall have an
intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and
the general level of illumination against which it would normally be viewed. In no case shall
the intensity be less than 10 cd of red light.
Characteristics of unserviceability cones
7.4.5 An unserviceability cone shall be at least 0.5 m in height and red, orange or yellow or
any one of these colours in combination with white.
Characteristics of unserviceability flags
7.4.6 An unserviceability flag shall be at least 0.5 m square and red, orange or yellow or any
one of these colours in combination with white.
Characteristics of unserviceability marker boards
7.4.7 An unserviceability marker board shall be at least 0.5 m in height and 0.9 m in length,
with alternate red and white or orange and white vertical stripes.
EMERGENCY AND OTHER SERVICES
9.1 Aerodrome emergency planning
General
Introductory Note.C Aerodrome emergency planning is the process of preparing an
aerodrome to cope with an emergency occurring at the aerodrome or in its vicinity. The
objective of aerodrome emergency planning is to minimize the effects of an emergency,
particularly in respect of saving lives and maintaining aircraft operations. The aerodrome
emergency plan sets forth the procedures for coordinating the response of different
aerodrome agencies (or services) and of those agencies in the surrounding community that
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could be of assistance in responding to the emergency. Guidance material to assist the
appropriate authority in establishing aerodrome emergency planning is given in the ICAO
Airport Services Manual,
9.1.1 An aerodrome emergency plan shall be established at an aerodrome, commensurate
with the aircraft operations and other activities conducted at the aerodrome.
9.1.2 The aerodrome emergency plan shall provide for the coordination of the actions to be
taken in an emergency occurring at an aerodrome or in its vicinity.
9.1.3 The plan shall coordinate the response or participation of all existing agencies which, in
the opinion of the CAA, could be of assistance in responding to an emergency.
Examples of agencies are:
C on the aerodrome: air traffic control unit, rescue and fire fighting services, aerodrome
administration, medical and ambulance services, aircraft operators, security services, and
police;
C off the aerodrome: fire departments, police, medical and ambulance services, hospitals,
military, and harbour patrol or coast guard.
9.1.4 The plan shall provide for cooperation and coordination with the rescue coordination
centre, as necessary.
9.1.5 The aerodrome emergency plan document shall include at least the following:
a) types of emergencies planned for;
b) agencies involved in the plan;
c) responsibility and role of each agency, the emergency operations centre and the command
post, for each type of emergency;
d) information on names and telephone numbers of offices or people to be contacted in the
case of a particular emergency; and
e) a grid map of the aerodrome and its immediate vicinity.
9.1.6 The plan shall observe Human Factors principles to ensure optimum response by all
existing agencies participating in emergency operations.
Emergency operations centre and command post
9.1.7 A fixed emergency operations centre and a mobile command post shall be available for
use during an emergency.
9.1.8 The emergency operations centre shall be a part of the aerodrome facilities and shall be
responsible for the overall coordination and general direction of the response to an
emergency.
9.1.9 The command post shall be a facility capable of being moved rapidly to the site of an
emergency, when required, and shall undertake the local coordination of those agencies
responding to the emergency.
9.1.10 A person shall be assigned to assume control of the emergency operations centre and,
when appropriate, another person the command post.
Communication system
9.1.11 Adequate communication systems linking the command post and the emergency
operations centre with each other and with the participating agencies shall be provided in
accordance with the plan and consistent with the particular requirements of the aerodrome.
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Aerodrome emergency exercise
9.1.12 The plan shall contain procedures for periodic testing of the adequacy of the plan and
for reviewing the results in order to improve its effectiveness.
9.1.13 The plan shall be tested by conducting:
a) a full-scale aerodrome emergency exercise at intervals not exceeding two years; and
b) partial emergency exercises in the intervening year to ensure that any deficiencies found
during the fullscale aerodrome emergency exercise have been corrected; and reviewed
thereafter, or after an actual emergency, so as to correct any deficiency found during such
exercises or actual emergency.
Emergencies in difficult environments
9.1.14 The plan shall include the ready availability of and coordination with appropriate
specialist rescue services to be able to respond to emergencies where an aerodrome is located
close to water and/or swampy areas and where a significant portion of approach or departure
operations takes place over these areas.
9.1.15 At those aerodromes located close to water and/or swampy areas, or difficult terrain,
the aerodrome emergency plan shall include the establishment, testing and assessment at
regular intervals of pre-determined response for the specialist rescue services.
9.2 Rescue and fire fighting
General
Introductory Note.C The principal objective of a rescue and fire fighting service is to save
lives. For this reason, the provision of means of dealing with an aircraft accident or incident
occurring at, or in the immediate vicinity of, an aerodrome assumes primary importance
because it is within this area that there are the greatest opportunities of saving lives. This
must assume at all times the possibility of, and need for, extinguishing a fire which may occur
either immediately following an aircraft accident or incident, or at any time during rescue
operations.
The most important factors bearing on effective rescue in a survivable aircraft accident are:
the training received, the effectiveness of the equipment and the speed with which personnel
and equipment designated for rescue and fire fighting purposes can be put into use.
Requirements to combat building and fuel farm fires, or to deal with foaming of runways, are
not taken into account.
Application
9.2.1 Rescue and fire fighting equipment and services shall be provided at an aerodrome.
9.2.1.A Where an aerodrome is located close to water/swampy areas, or difficult rerrain, and
where a significant portion of approach or departure operations takes place over these areas,
specialist rescue services and fire fighting equipment appropriate to the hazard and risk shall
be available
Level of protection to be provided
9.2.2 The level of protection provided at an aerodrome for rescue and fire fighting shall be
appropriate to the aerodrome category determined using the principles in 9.2.4 and 9.2.5,
except that, where the number of movements of the aeroplanes in the highest category
normally using the aerodrome is less than 700 in the busiest consecutive three months, the
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level of protection provided shall be not less than one category below the determined
category.
9.2.3 From 1 January 2005, the level of protection provided at an aerodrome for rescue and
fire fighting shall be equal to the aerodrome category determined using the principles in 9.2.4
and 9.2.5.
9.2.4 The aerodrome category shall be determined from Table 9-1 and shall be based on the
longest aeroplanes normally using the aerodrome and their fuselage width.
9.2.5 If, after selecting the category appropriate to the longest aeroplane=s overall length, that
aeroplane=s fuselage width is greater than the maximum width in Table 9-1, column3 for that
category, then the category for that aeroplane shall actually be one category higher.
9.2.6 During anticipated periods of reduced activity, the level of protection available shall be
no less than that needed for the highest category of aeroplane planned to use the aerodrome
during that time irrespective of the number of movements.
Extinguishing agents
9.2.7 Both principal and complementary agents shall normally be provided at an aerodrome.
9.2.8 The principal extinguishing agent shall be:
a) a foam meeting the minimum performance level A; or
b) a foam meeting the minimum performance level B; or
c) a combination of these agents;
except that the principal extinguishing agent for aerodromes in categories 1 to 3 shall
preferably meet the minimum performance level B.
9.2.9 The complementary extinguishing agent shall be a dry chemical powder suitable for
extinguishing hydrocarbon fires
9.2.10 The amounts of water for foam production and the complementary agents to be
provided on the rescue and fire fighting vehicles shall be in accordance with the aerodrome
category determined under 9.2.2, 9.2.3, 9.2.4, 9.2.5 and Table9-2, except that these amounts
may be modified as follows:
a) for aerodrome categories 1 and 2 up to 100 per cent of the water may be replaced by
complementary agent; or
b) for aerodrome categories 3 to 10 when a foam meeting performance level A is used, up to
30 per cent of the water may be replaced by complementary agent.
For the purpose of agent substitution, the following equivalents shall be used:
1 kg complementary agent = 1.0 L water for production of a foam meeting
performance level A
1 kg complementary agent = 0.66 L water for production of a foam meeting
performance level B
9.2.11 The quantity of foam concentrates separately provided on vehicles for foam
production shall be in proportion to the quantity of water provided and the foam concentrate
selected.
9.2.12 The amount of foam concentrate provided on a vehicle shall be sufficient to produce at
least two loads of foam solution.
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9.2.12.A Supplementary water supplies, for the expeditious replenishment of rescue and fire
fighting vehicles at the scene of an aircraft accident, shall be provided.
9.2.13 When both a foam meeting performance level A and a foam meeting performance
level B are to be used, the total amount of water to be provided for foam production shall first
be based on the quantity which would be required if only a foam meeting performance level
A were used, and then reduced by 3 L for each 2 L of water provided for the foam meeting
performance level B.
9.2.14 The discharge rate of the foam solution shall not be less than the rates shown in Table
9-2.
9.2.15 The complementary agents shall comply with the appropriate specifications of the
International Organization for Standardization (ISO).*
* See ICAO Publications 5923 (Carbon Dioxide), 7201 (Halogenated Hydrocarbons) and
7202 (Powder).
9.2.16 The discharge rate of complementary agents shall be selected for optimum
effectiveness of the agent.
9.2.17 A reserve supply of foam concentrate and complementary agent, equivalent to 200 per
cent of the quantities of these agents to be provided in the rescue and fire fighting vehicles,
shall be maintained on the aerodrome for vehicle replenishment purposes. Where a major
delay in the replenishment of this supply is anticipated, the amount of reserve supply shall be
increased.
Rescue equipment
9.2.18 Rescue equipment commensurate with the level of aircraft operations shall be
provided on the rescue and fire fighting vehicle(s).
Response time
9.2.19 The operational objective of the rescue and fire fighting service shall be to achieve a
response time not exceeding three minutes to any point of each operational runway, in
optimum visibility and surface conditions.
9.2.19A The operational objective of the rescue and fire fighting service shall be to achieve a
response time not exceeding two minutes to any point of each operational runway, in
9.2.19B The operational objective of the rescue and fire fighting service shall be to achieve a
response time not exceeding three minutes to any other part of the movement area in
9.2.20 Any other vehicles required to deliver the amounts of extinguishing agents specified in
Table 9-2 shall arrive no more than one minute after the first responding vehicle(s) so as to
provide continuous agent application.
9.2.21 A system of preventive maintenance of rescue and fire fighting vehicles shall be
employed to ensure effectiveness of the equipment and compliance with the specified
response time throughout the life of the vehicle.
Emergency access roads
9.2.22 Emergency access roads shall be provided on an aerodrome where terrain conditions
permit their construction, so as to facilitate achieving minimum response times. Particular
attention shall be given to the provision of ready access to approach areas up to 1 000 m from
the threshold, or at least within the aerodrome boundary. Where a fence is provided, the need
for convenient access to outside areas shall be taken into account.
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9.2.23 Emergency access roads shall be capable of supporting the heaviest vehicles which
will use them, and be usable in all weather conditions. Roads within 90 m of a runway shall
be surfaced to prevent surface erosion and the transfer of debris to the runway. Sufficient
vertical clearance shall be provided from overhead obstructions for the largest vehicles.
9.2.24 When the surface of the road is indistinguishable from the surrounding area, or in
areas where snow may obscure the location of the roads, edge markers shall be placed at
intervals of about 10 m.
Fire stations
9.2.25 All rescue and fire fighting vehicles shall normally be housed in a fire station. Satellite
fire stations shall be provided whenever the response time cannot be achieved from a single
fire station.
9.2.26 The fire station shall be located so that the access for rescue and fire fighting vehicles
into the runway area is direct and clear, requiring a minimum number of turns.
Communication and alerting systems
9.2.27 A discrete communication system shall be provided linking a fire station with the
control tower, any other fire station on the aerodrome and the rescue and fire fighting
vehicles.
9.2.28 An alerting system for rescue and fire fighting personnel, capable of being operated
from that station, shall be provided at a fire station, any other fire station on the aerodrome
and the aerodrome control tower.
Number of rescue and fire fighting vehicles
9.2.29 The minimum number of rescue and fire fighting vehicles provided at an aerodrome
shall be in accordance with the following tabulation:
Personnel
9.2.30 All rescue and fire fighting personnel shall be properly trained to perform their duties
in an efficient manner and shall participate in live fire drills commensurate with the types of
aircraft and type of rescue and fire fighting equipment in use at the aerodrome, including
pressure-fed fuel fires.
9.2.31 The rescue and fire fighting personnel training programme shall include training in
human performance, including team coordination.
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9.2.32 During flight operations, sufficient trained personnel shall be detailed and be readily
available to ride the rescue and fire fighting vehicles and to operate the equipment at
maximum capacity. These trained personnel shall be deployed in a way that ensures that
minimum response times can be achieved and that continuous agent application at the
appropriate rate can be fully maintained. Consideration shall also be given for personnel to
use hand lines, ladders and other rescue and fire fighting equipment normally associated with
aircraft rescue and fire fighting operations.
9.2.33 In determining the number of personnel required to provide for rescue, consideration
shall be given to the types of aircraft using the aerodrome.
9.2.34 All responding rescue and fire fighting personnel shall be provided with protective
clothing and respiratory equipment to enable them to perform their duties in an effective
manner.
9.3 Disabled aircraft removal
9.3.1 A plan for the removal of an aircraft disabled on, or adjacent to, the movement area
shall be established for an aerodrome, and a coordinator designated to implement the plan,
when necessary.
9.3.2 The disabled aircraft removal plan shall be based on the characteristics of the aircraft
that may normally be expected to operate at the aerodrome, and include among other things:
a) a list of equipment and personnel on, or in the vicinity of, the aerodrome which would be
available for such purpose; and
b) arrangements for the rapid receipt of aircraft recovery equipment kits available from other
aerodromes.
9.4 Maintenance
General
9.4.1 A maintenance programme, including preventive maintenance where appropriate, shall
be established at an aerodrome to maintain facilities in a condition which does not impair the
safety, regularity or efficiency of air navigation.
9.4.2 The design and application of the maintenance programme shall observe Human
Factors principles.
Pavements
9.4.3 The surface of pavements (runways, taxiways, aprons, etc.) shall be kept clear of any
loose stones or other objects that might cause damage to aircraft structures or engines, or
impair the operation of aircraft systems.
9.4.4 The surface of a runway shall be maintained in a condition such as to preclude
formation of harmful irregularities.
9.4.5 Measurements of the friction characteristics of a runway surface shall be made
periodically with a continuous friction measuring device using self-wetting features.
9.4.6 Corrective maintenance action shall be taken when the friction characteristics for either
the entire runway or a portion thereof are below a minimum friction level specified by the
CAA.
9.4.7 Corrective maintenance action shall be considered when the friction characteristics for
either the entire runway or a portion thereof are below a maintenance planning level specified
by the State.
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9.4.8 When there is reason to believe that the drainage characteristics of a runway, or portions
thereof, are poor due to slopes or depressions, then the runway friction characteristics shall be
assessed under natural or simulated conditions that are representative of local rain and
corrective maintenance action shall be taken as necessary.
9.4.9 When a taxiway is used by turbine-engine aeroplanes, the surface of the taxiway
shoulders shall be maintained so as to be free of any loose stones or other objects that could
be ingested by the aeroplane engines.
9.4.10 The surface of a paved runway shall be maintained in a condition so as to provide
good friction characteristics and low rolling resistance. Snow, slush, ice, standing water, mud,
dust, sand, oil, rubber deposits and other contaminants shall be removed as rapidly and
completely as possible to minimize accumulation.
9.4.11 A taxiway shall be kept clear of snow, slush, ice, etc., to the extent necessary to enable
aircraft to be taxied to and from an operational runway.
9.4.12 Aprons shall be kept clear of snow, slush, ice, etc., to the extent necessary to enable
aircraft to manoeuvre safely or, where appropriate, to be towed or pushed.
9.4.13 Whenever the clearance of snow, slush, ice, etc., from the various parts of the
movement area cannot be carried out simultaneously, the order of priority shall be as follows
but may be altered following, as necessary, consultation with the aerodrome users:
1st C runway(s) in use;
2nd C taxiways serving runway(s) in use;
3rd C apron(s);
4th C holding bays; and
5th C other areas.
9.4.14 Chemicals to remove or to prevent the formation of ice and frost on aerodrome
pavements shall be used when conditions indicate their use could be effective. Caution shall
be exercised in the application of the chemicals so as not to create a more slippery condition.
9.4.15 Chemicals which may have harmful effects on aircraft or pavements, or chemicals
which may have toxic effects on the aerodrome environment, shall not be used.
Runway pavement overlays
9.4.16 The longitudinal slope of the temporary ramp, measured with reference to the existing
runway surface or previous overlay course, shall be:
a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness; and
b) not more than 0.5 per cent for overlays more than 5 cm in thickness.
9.4.17 Overlaying shall proceed from one end of the runway toward the other end so that
based on runway utilization most aircraft operations will experience a down ramp.
9.4.18 The entire width of the runway shall be overlaid during each work session.
9.4.19 Before a runway being overlaid is returned to a temporary operational status, a runway
centre line marking conforming to the specifications in Section 5.2.3 shall be provided.
Additionally, the location of any temporary threshold shall be identified by a 3.6 m wide
transverse stripe.
Visual aids
9.4.20 A light shall be deemed to be unserviceable when the main beam average intensity is
less than 50 per cent of the value specified in the appropriate figure in Appendix 2. For light
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units where the designed main beam average intensity is above the value shown in Appendix
2, the 50 per cent value shall be related to that design value.
9.4.21 A system of preventive maintenance of visual aids shall be employed to ensure
lighting and marking system reliability.
9.4.22 The system of preventive maintenance employed for a precision approach runway
category II or III shall include at least the following checks:
a) visual inspection and in-field measurement of the intensity, beam spread and orientation of
lights included in the approach and runway lighting systems;
b) control and measurement of the electrical characteristics of each circuitry included in the
approach and runway lighting systems; and
c) control of the correct functioning of light intensity settings used by air traffic control.
9.4.23 In-field measurement of intensity, beam spread and orientation of lights included in
approach and runway lighting systems for a precision approach runway category II or III
shall be undertaken by measuring all lights, as far as practicable, to ensure conformance with
the applicable specification of Appendix 2.
9.4.24 Measurement of intensity, beam spread and orientation of lights included in approach
and runway lighting systems for a precision approach runway category II or III shall be
undertaken using a mobile measuring unit of sufficient accuracy to analyze the characteristics
of the individual lights.
9.4.25 The frequency of measurement of lights for a precision approach runway category II
or III shall be based on traffic density, the local pollution level, the reliability of the installed
lighting equipment and the continuous assessment of the results of the in-field measurements
but in any event shall not be less than twice a year for in-pavement lights and not less than
once a year for other lights.
category II or III shall have as its objective that, during any period of category II or III
operations, all approach and runway lights are serviceable, and that in any event at least:
a) 95 per cent of the lights are serviceable in each of the following particular significant
elements:
1) precision approach category II and III lighting system, the inner 450 m;
2) runway centre line lights;
3) runway threshold lights; and
4) runway edge lights;
b) 90 per cent of the lights are serviceable in the touchdown zone lights;
c) 85 per cent of the lights are serviceable in the approach lighting system beyond 450 m; and
d) 75 per cent of the lights are serviceable in the runway end lights.
In order to provide continuity of guidance, the allowable percentage of unserviceable lights
shall not be permitted in such a way as to alter the basic pattern of the lighting system.
Additionally, an unserviceable light shall not be permitted adjacent to another unserviceable
light, except in a barrette or a crossbar where two adjacent unserviceable lights may be
permitted.
9.4.27 The system of preventive maintenance employed for a stop bar provided at a runway-
holding position used in conjunction with a runway intended for operations in runway visual
range conditions less than a value of 350 m shall have the following objectives:
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a) no more than two lights will remain unserviceable; and
b) two adjacent lights will not remain unserviceable unless the light spacing is significantly
less than that specified.
9.4.28 The system of preventive maintenance employed for a taxiway intended for use in
runway visual range conditions less than a value of 350 m shall have as its objective that no
two adjacent taxiway centre line lights be unserviceable.
category I shall have as its objective that, during any period of category I operations, all
approach and runway lights are serviceable, and that in any event at least 85 per cent of the
lights are serviceable in each of the following:
a) precision approach category I lighting system;
b) runway threshold lights;
c) runway edge lights; and
d) runway end lights.
In order to provide continuity of guidance an unserviceable light shall not be permitted
adjacent to another unserviceable light unless the light spacing is significantly less than that
specified.
9.4.30 The system of preventive maintenance employed for a runway meant for take-off in
runway visual range conditions less than a value of 550 m shall have as its objective that,
during any period of operations, all runway lights are serviceable and that in any event:
a) at least 95 per cent of the lights are serviceable in the runway centre line lights (where
provided) and in the runway edge lights; and
b) at least 75 per cent of the lights are serviceable in the runway end lights. In order to
provide continuity of guidance, an unserviceable light shall not be permitted adjacent to
another unserviceable light.
9.4.31 The system of preventive maintenance employed for a runway meant for take-off in
runway visual range conditions of a value of 550 m or greater shall have as its objective that,
during any period of operations, all runway lights are serviceable and that, in any event, at
least 85 per cent of the lights are serviceable in the runway edge lights and runway end lights.
In order to provide continuity of guidance, an unserviceable light shall not be permitted
adjacent to another unserviceable light.
9.4.32 During low visibility procedures the appropriate authority shall restrict construction or
maintenance activities in the proximity of aerodrome electrical systems.
9.5 Bird hazard reduction
9.5.1 The bird strike hazard on, or in the vicinity of, an aerodrome shall be assessed through:
a) the establishment of a national procedure for recording and reporting bird strikes to
aircraft; and
b) the collection of information from aircraft operators, airport personnel, etc. on the presence
of birds on or around the aerodrome.
9.5.2 When a bird strike hazard is identified at an aerodrome, the appropriate authority shall
take action to decrease the number of birds constituting a potential hazard to aircraft
operations by adopting measures for discouraging their presence on, or in the vicinity of, an
aerodrome.
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9.5.3 Garbage disposal dumps or any such other source attracting bird activity on, or in the
vicinity of, an aerodrome shall be eliminated or their establishment prevented, unless an
appropriate study indicates that they are unlikely to create conditions conducive to a bird
hazard problem.
9.6 Apron management service
9.6.1 When warranted by the volume of traffic and operating conditions, an appropriate apron
management service shall be provided on an apron by an aerodrome ATS unit, by another
aerodrome operating authority, or by a cooperative combination of these, in order to:
a) regulate movement with the objective of preventing collisions between aircraft, and
between aircraft and obstacles;
b) regulate entry of aircraft into, and coordinate exit of aircraft from, the apron with the
aerodrome control tower; and
c) ensure safe and expeditious movement of vehicles and appropriate regulation of other
activities.
9.6.2 When the aerodrome control tower does not participate in the apron management
service, procedures shall be established to facilitate the orderly transition of aircraft between
the apron management unit and the aerodrome control tower.
9.6.3 An apron management service shall be provided with radiotelephony communications
facilities.
9.6.4 Where low visibility procedures are in effect, persons and vehicles operating on an
apron shall be restricted to the essential minimum.
9.6.5 An emergency vehicle responding to an emergency shall be given priority over all other
surface movement traffic.
9.6.6 A vehicle operating on an apron shall:
a) give way to an emergency vehicle; an aircraft taxiing, about to taxi, or being pushed or
towed; and
b) give way to other vehicles in accordance with local regulations.
9.6.7 An aircraft stand shall be visually monitored to ensure that the recommended clearance
distances are provided to an aircraft using the stand.
9.7 Ground servicing of aircraft
9.7.1 Fire extinguishing equipment suitable for at least initial intervention in the event of a
fuel fire and personnel trained in its use shall be readily available during the ground servicing
of an aircraft, and there shall be a means of quickly summoning the rescue and fire fighting
service in the event of a fire or major fuel spill.
9.7.2 When aircraft refuelling operations take place while passengers are embarking, on
board or disembarking, ground equipment shall be positioned so as to allow:
a) the use of a sufficient number of exits for expeditious evacuation; and
b) a ready escape route from each of the exits to be used in an emergency.
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Atc complete unit

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