Airport
Airport
INTERNATIONAL AIRPORT
DESIGN
01 INTRODUCTION 04 ARCHITECTURAL
GUIDELINES
Airport, also called air terminal, aerodrome, or airfield, site and installation for the takeoff and landing of aircraft . An airport
usually has paved runways and maintenance facilities and serves as a terminal for passengers and cargo
It is is a designated area where aircraft take off, land, and undergo maintenance. It serves as a transportation hub,
facilitating both passenger and cargo flights. Airports have runways, taxiways, terminals, air traffic control towers, and
various facilities to ensure safe and efficient operations.
Airport management have to take into account a wide range of factors, among which are the performance of airlines, the
technical requirements of aircraft, airport-airline relationships, services for travelling customers, security and
environmental impacts.
INTRODUCTION
INTERNATIONAL AIRPORT
An international airport is a transportation hub designed to accommodate flights between different countries. It operates
01 services to regulate the entry and exit of passengers from various nations. These airports
with customs and immigration
often have multiple terminals, extended runways for large aircraft, and advanced security protocols.
Additionally, international airports support cargo transportation, facilitating global trade. They are equipped with duty-
free shops, lounges, currency exchange services, and multilingual staff to cater to travelers from diverse backgrounds.
International airports have extensive operations in managing flight logistics, such as air traffic control. The latter service is
provided by ground-based controllers who coordinate and direct aircraft on the ground and through controlled airspace.
Air traffic control also provides advisory services to aircraft in non-controlled airspace.
INTRODUCTION
DOMESTIC AIRPORT
A domestic airport is an airport that exclusively serves flights within the same country, without accommodating
international travel. These airports primarily connect cities and regions, facilitating travel for residents, tourists, and
business passengers.
These airports often have short runways sufficient to handle short or medium haul aircraft and regional air
traffic. Security check or metal detectors are used in most countries, but in many cases they were installed decades after
security checks for international flights had become commonplace.
In architectural studies, domestic airports are pivotal because they serve as crucial entry points to cities,
demanding meticulous planning and design. Designing these airport structures can involve integrating elements of local
architecture, reflecting a city's history, culture, and character. Since airports often shape visitors' first impressions, the
aesthetics and functionality of terminal buildings become paramount in creating positive experiences.
CASE STUDY
DOMESTIC AIRPORT
TUGUEGARAO CITY
INTRODUCTION
The availability of various modes of transportation has greatly benefited both locals and visitors in Cagayan, particularly air
transportation. This sector is considered one of the fastest-growing industries in the global economy, and its development in the city
presents a valuable opportunity for Tuguegarao. The city has become a focal point for regional infrastructure, notably with the
establishment of a domestic airport.
Tuguegarao Airport, a mid-sized facility, serves not only the city itself but also neighboring municipalities in Cagayan and Northern
Isabela. Its presence has positively influenced the socio-economic landscape of the city by boosting tourism and improving travel
efficiency. The airport’s accessibility has had a significant impact on the local population, allowing for faster and more convenient
domestic travel.
In line with this, the primary aim of this study is to identify existing issues and concerns related to Tuguegarao Airport and propose
feasible solutions. Additionally, the study seeks to assess both the advantages and disadvantages of the current airport setup to help
bridge any gaps in service or infrastructure.
Through this case study, the recommendations and proposed improvements may serve as a foundation for the airport’s further
development and more efficient use.
DOMESTIC AIRPORT
PROBLEMS
This study aims to thoroughly identify and analyze the current issues and concerns affecting the operations and user experience at
Tuguegarao Airport. Specifically, it focuses on two critical areas that significantly impact passenger comfort and overall airport
efficiency: space planning and passenger amenities.
1. Space Planning:
Passengers have reported inconvenience related to the airport’s layout. The pre-departure area is located on the second floor, while
the boarding area is on the ground floor. This arrangement causes difficulty for travelers, especially those carrying multiple or heavy
pieces of luggage, as it requires them to move between floors.
2. Passenger Amenities:
Another concern raised by passengers is the lack of retail options, such as food stalls, in the holding area. This limits the availability of
refreshments and other basic services while waiting for boarding.
DOMESTIC AIRPORT
RECOMMENDATIONS
To address space planning issues, a temporary holding area can be established on the ground floor for passengers with imminent
departures. This will reduce the need for passengers to move between floors with their luggage.
For the lack of food stalls, designated spaces for small, temporary vendors can be provided near the holding area to offer basic
refreshments.
These are interim solutions meant to improve passenger experience while long-term developments are being considered and
evaluated in the recommendations.
Based on the study’s findings, the following recommendation is proposed:
The expansion and enhancement of the existing airport facilities should be pursued. According to the Department of Transportation's
Invitation to Bid, a development project for Tuguegarao Airport is planned with an allocated budget of ₱33.7 million. This project
includes the expansion or rehabilitation of the passenger terminal building (15.5m x 60m) with updated utilities, widening of the
runway by 7.5 meters on both sides, taxiway expansion by 1.5 meters on both sides, and overall site development.
These upgrades are expected to effectively address the identified issues and concerns, while allowing for the integration and
refinement of the proposed temporary solutions into more permanent improvements.
DOMESTIC AIRPORT
RECOMMENDATIONS
• Install elevators, escalators, and baggage-friendly ramps in line with ICAO Annex 9 (Facilitation) and CAAP Manual of
Standards (MOS) Part 9 to ensure barrier-free access for elderly, disabled passengers, and those with heavy luggage.
2. Relocate or Redesign Terminal Layout
• Conduct a space planning study to explore the feasibility of relocating the pre-departure and boarding areas to the
same floor or incorporating a mezzanine design. This would enhance passenger flow and efficiency, as
recommended by ICAO Document 9184 Part 1 (Airport Planning Manual).
3. Implement Flexible Modular Booth Design
• Install clear directional signage and visual cues to minimize confusion and improve passenger navigation.
• Create zoned boarding gates near the pre-departure area for direct access, reducing the need for excessive vertical
movement.
DOMESTIC AIRPORT
RECOMMENDATIONS
• Allocate space in the holding area for retail shops, food and beverage outlets, and convenience kiosks, as per ICAO
Document 9184 and CAAP commercial terminal standards.
• Adopt minimum service level standards, including essential amenities like restrooms, food services, seating, and
Wi-Fi, in line with CAAP and ICAO guidelines.
• Assess the current holding area to ensure compliance with ICAO’s Level of Service (LOS) standards.
3. Use Flexible Modular Booth Design
• Implement modular stall systems that can be easily adjusted or expanded based on demand, which is ideal for mid-
sized airports like Tuguegarao.
INTERNATIONAL AIRPORT
MUNICIPALITY OF LAL-LO
INTRODUCTION
Northern Cagayan International Airport (Lal-lo International Airport)
The Northern Cagayan International Airport, also known as Lal-lo International Airport, is a major infrastructure project situated
between Barangays San Mariano and Dagupan in Lal-lo, Cagayan. Developed as a joint venture between the Cagayan Economic Zone
Authority (CEZA) and a private consortium, the airport is a strategic initiative aimed at enhancing economic growth and tourism in
Northern Luzon.
With a total investment of $34.2 million (₱1.66 billion), the airport is intended to support the Cagayan Special Economic Zone and
serve as a gateway for international investors and travelers. It features a 2,200-meter ICAO-standard runway capable of
accommodating aircraft such as the Airbus A319 and Boeing regional jets, enabling it to handle both regional and international flights.
Once completed, the airport will include a 1,000-square-meter passenger terminal, an apron with capacity for two aircraft, a control
tower, and provisions for future expansions such as typhoon-resistant hangars, refueling stations, and maintenance facilities.
Strategically connected to Port Irene and international trade routes, the airport is expected to play a key role in driving regional
development across the Cagayan Valley.
INTERNATIONAL AIRPORT
PROBLEMS
● While the Northern Cagayan International Airport (Lal-lo International Airport) holds strong potential to drive economic growth
and enhance regional connectivity, it also faces several challenges that may limit its full utilization and long-term sustainability.
● Despite its strategic location, ICAO-standard runway, and ability to significantly cut travel time between Manila and Cagayan, the
airport is confronted with environmental and economic concerns. Its construction and operation may lead to environmental
degradation, including increased air pollution, disruption of natural habitats, and adverse climate impacts. Additionally, the
reduction of wildlife areas raises the risk of bird strikes, posing a safety concern for aircraft operations.
● From an economic standpoint, while the airport is anticipated to create job opportunities and attract foreign investment, there
are concerns regarding the seasonal nature of aviation-related employment and fluctuating market demand. These factors could
affect the airport’s long-term viability and consistent operational performance.
● This study aims to explore these challenges in depth, ensuring that the airport's strengths and opportunities are leveraged while
effectively mitigating the identified weaknesses and threats. The goal is to support sustainable and inclusive development in the
Cagayan region.
● Let me know if you'd like to present this in bullet points or include it in a SWOT analysis.
INTERNATIONAL AIRPORT
PROBLEMS
● Tuguegarao Airport and Northern Cagayan International Airport are key to improving air connectivity and fostering
regional development in Cagayan. While Tuguegarao Airport primarily supports domestic travel, it requires
improvements in space planning and passenger amenities. In contrast, Northern Cagayan International Airport, built
to ICAO standards, has significant international potential but faces environmental and operational challenges.
● By modernizing and ensuring both airports comply with international aviation standards, Cagayan can become a
prominent air transport hub in Northern Philippines. Through strategic planning and continuous enhancement, these
airports can drive regional growth, promote global connectivity, and support sustainable development.
● Strengthening Resilience and Disaster Readiness
•Follow ICAO Annex 14 design standards for terminal buildings, hangars, and control towers to ensure structural
integrity during extreme weather events.
2. Implement CAAP-Approved Disaster Risk Reduction Plans (DRRPs)
• Incorporate emergency preparedness, fuel safety, fire response, and evacuation protocols in accordance with CAAP’s
Airport Safety and Emergency Response Guidelines.
INTERNATIONAL AIRPORT
PROBLEMS
• Develop the airport as a multimodal logistics hub to support both passenger and cargo operations, following ICAO's
Doc 9626 (Manual on Air Cargo Operations).
2. Promote Airport Economic Zones and Ancillary Services
• Attract investments in retail, hotels, maintenance (MRO), and other airport-related services to create year-round
employment, aligned with CAAP’s Aerodrome Development Framework.
3. Engage Airlines and Tourism Boards for Route Development
• Collaborate with international airlines and local governments to foster consistent route development and tourism
initiatives, in line with ICAO’s Airport Marketing and Route Development Guidelines.
INTERNATIONAL AIRPORT
PROBLEMS
Reducing the Risk of Bird Strikes
1. Adhere to ICAO Wildlife Control Standards
• Follow ICAO Document 9137 (Airport Services Manual – Part 3: Wildlife Control and Reduction).
2. Develop a Wildlife Hazard Management Plan (WHMP)
• Implement a comprehensive Wildlife Hazard Management Plan to address and reduce bird strike risks.
3. Utilize Bird Deterrents
• Employ bird deterrents such as sonic devices, habitat modifications, and trained falconry personnel.
4. Comply with CAAP Wildlife Hazard Assessment Requirements
• Conduct regular risk assessments and wildlife monitoring in line with CAAP’s safety guidelines for aerodrome
operations.
INTERNATIONAL AIRPORT
RECOMMENDATIONS
• Follow ICAO Annex 16 (Environmental Protection) guidelines, addressing aircraft engine emissions, noise control,
and carbon offsetting through CORSIA.
2. Implement CAAP’s Environmental Guidelines
• Adopt the Civil Aviation Authority of the Philippines (CAAP) Environmental Management Guidelines, including the
use of Sustainable Aviation Fuel (SAF) and energy-efficient ground operations.
3. Establish an Environmental Impact Management Plan (EIMP)
• Develop and enforce a comprehensive Environmental Impact Management Plan to monitor emissions, noise levels,
and biodiversity, particularly bird habitats.
A taxiway is a path on an airport connecting runways with ramps, hangars, terminals and other facilities
4. Apron
• A place which is used as parking place for aircrafts. It is also used for loading and unloading used for loading and unloading
of aircrafts. Apron is generally paved and is located in from of terminal building or adjacent to hangers. The size of area to
be alloted for apron and design of apron is generally governed by the number of aircraft expected in the airport.
5. Hanger
• A place which is used as parking place for aircrafts. It is also used for loading and unloading used for loading and unloading
of aircrafts. Apron is generally paved and is located in from of terminal building or adjacent to hangers. The size of area to
be alloted for apron and design of apron is generally governed by the number of aircraft expected in the airport.
6. Runway 3. Hexagonal Runway System
A modern pattern of runway layout.
A specifically designed, elongated rectangular area at an
airport where aircraft take off and land. It's a paved or Allows for takeoff and landing in any direction without interference,
unpaved strip of ground, often made of asphalt or providing flexibility in aircraft movements.
concrete, but can also be natural surfaces like grass or 4. 45-Degree Runway
dirt. Runways are oriented to align with the prevailing Chosen when wind coverage is greater for this orientation, allowing
wind direction for optimal takeoff and landing more effective use of the airfield's capacity.
conditions. 5. 60-Degree Runway System
Used when winds prevail from many directions, making it difficult to
1. Single Runway determine a single optimal runway direction. The layout forms a
The most common type. triangular arrangement of runways to cover multiple wind directions
Aligned with the prevailing wind direction. effectively.
6. 60-Degree Parallel Runways
2. Two Runways
Laid in different directions to accommodate crosswinds or •Implemented when wind coverage is greater in two directions,
varying wind conditions. indicating the need for a third runway. Enhances capacity and
Commonly arranged in L-shape, T-shape, or X-shape patterns. flexibility by supporting takeoffs and landings in multiple directions
simultaneously.
6. Runway
PAVEMENT STRENGTH
NATURE OF RUNWAY SURFACES:
(a) Aircraft less than 5,700 kg maximum take-off mass. The
• BITUMEN SEAL;
bearing strength of a pavement intended for aircraft of
• ASPHALT; 5,700 kg mass or less, must be made available by reporting
• GRAVEL:
(i) maximum allowable aircraft mass; and
• GRASS;
(ii) maximum allowable tire pressure.
• NATURAL SUFACE
7. Parking
Provided for parking the vehicles of airport staff or passengers which is outside the terminal building or sometimes
underground of terminal building
8. OTHER SPACES:
• PUBLIC TOILET • STOPWAY
• AMENITIES • HOLDING POSISTION
• AIRPORT OFFICES • EDGE MARKING
• CABIN CREW LOCKERS AND LOUNGE • HELICOPTER STAND
• SECURITY OFFICES • FIRE STATION
• QUARATINE AREA (Both for Plants and Animals) • AIRLINE SERVICES
• CENTER LINE • BUSTOP
• AIMING POINT • RAILWAY STATION
ARCHITECTURAL
GUIDELINES
AIRPORT OPERARTIONS
1. The aircraft manufacturer has demon strated his ability to produce new aircraft with greater speeds, capable of
carrying a gross load comparable to that of existing aircraft. Therefore, with the faster aircraft, time zones that had
one relationship now have another. This then affects the predetermined schedule and all the related disciplines
2. The ability to change and increase the payload of the aircraft for both passengers and cargo creates a new condition.
This requires a revision of function and all disci-plines in order to accept greater numbers of passengers and
increased cargo movement within a short period of time. It also creates voids during other periods of the day
3. The overload factor must be evaluated separately . However, the designer must use caution end be aware of the fact
that peak capacity may be reached only at two or maybe four hours a day, depending upon the airport, and for the
remainder of a 24-hour day, selected elements of the airport operate at very low efficiency . Restraint must be
exercised to carefully control the amount of structure that is designed so as to provide an economically correct
solution An airport functions as a transfer point between air vehicles and ground vehicles . There are numerous types
of air vehicles designed for various functions
AIRPORT OPERARTIONS
AIRPORTS CAN BE TOWERED OR NON-TOWERED, DEPENDING ON AIR TRAFFIC DENSITY AND AVAILABLE
FUNDS. DUE TO THEIR HIGH CAPACITY AND BUSY AIRSPACE, MANY INTERNATIONAL AIRPORTS HAVE AIR
TRAFFIC CONTROL LOCATED ON SITE.
AIRSIDE
Airside areas include all areas accessible Parking areas for aircraft away from
to aircraft, including runways, taxiways terminals are called APRONS.
and ramps.
The area where aircraft park next to a
• Runways terminal to load passengers and baggage is
OTHER SPACES:
• QUARATINE • AIMING POINT
• MARKING • SERVICES
• PUBLIC TOILET • CABIN CREW LOCKERS AND LOUNGE
• HELICOPTER • STOPWAY
• AMENITIES • BUSTOP
• AREA (Both for Plants and Animals) • HOLDING POSISTION
• STAND • RAILWAY STATION
• AIRPORT OFFICES • SECURITY OFFICES
• CENTER LINE • EDGE
• FIRE STATION • PARKING
• AIRLINE
Linear terminals are long In the pier The satellite configuration In the remote
buildings with aircraft configuration, aircraft consists of a concourse or configuration, aircraft and
parked perpendicularly are parked along piers concourses, and aircraft aircraft-servicing functions
along the airside face of the or concourses gates that are physically are placed in a remote
main terminal processor. extending from the apart from the main location. Aircraft are not
terminal processor. terminal processor. Since “connected” to a physical
Access to the terminal aircraft enplaning and terminal or concourse.
processor is at the base deplaning is accomplished
of the concourse or remotely,
pier.
AIRPORT MASTER PLANNING PROCESS
(ICAO)
GOALS OF PLANNING PROCESS:
• Orderly and timely develop airport to meet present and future air transportation needs.
• Coordinate local, regional and national plans.
• Protect and enhance environment (noise, pollution).
• Establish effective airport organization for implementation.
• Ensure compatibility with state/country aviation, ICAO and IATA standards.
• Coordinate national and regional airport systems.
• Coordinate plans for nav. facilities, airspace and air traffic control procedures.
• Optimize use of land and airspace resources.
LEGAL BASIS
DOMESTIC AIRPORT
6.1.1.1 The standards in this chapter are the statutory requirements for physical characteristics that apply to the planning,
design, construction and maintenance for facilities at certified and registered aerodromes.
6.1.1.2 The standards for aerodromes used by aircraft for private operations under VFR are set out in MOS 13.
6.1.1.3 The standards set out in this chapter govern characteristics such as the dimensions and shape of runways,
taxiways, aprons and related facilities provided for the safe movement of aircraft.
6.1.1.4 The standards in this chapter are intended for the planning and construction of new or upgraded aerodrome
facilities. Where an existing facility does not meet these standards, CAAP may approve the use of such facilities by an
aircraft larger than that, which the facilities are designed for, with, or without, restrictions on the operations of such
aircraft.
6.1.1.5 The aerodrome standards for glider facilities set out in MOS 6.7 are applicable to glider facilities provided at a
certified aerodrome. The operation of glider aircraft at certified aerodromes is only to be undertaken with prior
formal approval from CAAP.
DOMESTIC AIRPORT
● Note: - 1. Many factors affect the determination of the orientation, siting and number of runways.
● Note: - 2. One important factor is the usability factor, as determined by the wind distribution, which is specified
hereunder. Another important factor is the alignment of the runway to facilitate the provision of approaches
conforming to the approach surface specifications of MOS 7. In MOS Attachment A, Section 18, information is given
concerning these and other factors.
● Note: - 3. When a new instrument runway is being located, particular attention needs to be given to areas over which
aeroplanes will be required to fly when following instrument approach and missed approach procedures, so as to
ensure that obstacles in these areas or other factors will not restrict the operation of the aeroplanes for which the
runway is intended.
DOMESTIC AIRPORT
6. Runway
A specifically designed, elongated rectangular area at an airport where aircraft take off and land. It's a paved or unpaved strip of ground,
often made of asphalt or concrete, but can also be natural surfaces like grass or dirt. Runways are oriented to align with the prevailing wind
direction for optimal takeoff and landing conditions.
1. Single Runway
The most common type.
Aligned with the prevailing wind direction.
2. Two Runways
Laid in different directions to accommodate crosswinds or varying wind conditions.
Commonly arranged in L-shape, T-shape, or X-shape patterns.
3. Hexagonal Runway System
A modern pattern of runway layout.
Allows for takeoff and landing in any direction without interference, providing flexibility in aircraft movements.
4. 45-Degree Runway
Chosen when wind coverage is greater for this orientation, allowing more effective use of the airfield's capacity.
5. 60-Degree Runway System
Used when winds prevail from many directions, making it difficult to determine a single optimal runway direction. The layout forms a
triangular arrangement of runways to cover multiple wind directions effectively.
6. 60-Degree Parallel Runways
• Implemented when wind coverage is greater in two directions, indicating the need for a third runway. Enhances capacity and flexibility
by supporting takeoffs and landings in multiple directions simultaneously.
DOMESTIC AIRPORT
6. Runway
A specifically designed, elongated rectangular area at an airport where aircraft take off and land. It's a paved or unpaved strip of ground, often
made of asphalt or concrete, but can also be natural surfaces like grass or dirt. Runways are oriented to align with the prevailing wind direction
for optimal takeoff and landing conditions.
1. Single Runway
The most common type.
Aligned with the prevailing wind direction.
2. Two Runways
Laid in different directions to accommodate crosswinds or varying wind conditions.
Commonly arranged in L-shape, T-shape, or X-shape patterns.
3. Hexagonal Runway System
A modern pattern of runway layout.
Allows for takeoff and landing in any direction without interference, providing flexibility in aircraft movements.
4. 45-Degree Runway
Chosen when wind coverage is greater for this orientation, allowing more effective use of the airfield's capacity.
5. 60-Degree Runway System
Used when winds prevail from many directions, making it difficult to determine a single optimal runway direction. The layout forms a
triangular arrangement of runways to cover multiple wind directions effectively.
6. 60-Degree Parallel Runways
• Implemented when wind coverage is greater in two directions, indicating the need for a third runway. Enhances capacity and flexibility by
supporting takeoffs and landings in multiple directions simultaneously.
DOMESTIC AIRPORT
• BITUMEN SEAL;
• ASPHALT;
• CONCRETE,
• GRAVEL:
• GRASS;
• NATURAL SUFACE
PAVEMENT STRENGTH
(a) Aircraft less than 5,700 kg maximum take-off mass. The bearing strength of a pavement intended for aircraft of 5,700 kg mass or less,
must be made available by reporting the following information:
(i) maximum allowable aircraft mass; and
(ii) maximum allowable tire pressure.
DOMESTIC AIRPORT
6.1.1.1 The standards in this chapter are the statutory requirements for physical characteristics that apply to the planning,
design, construction and maintenance for facilities at certified and registered aerodromes.
6.1.1.2 The standards for aerodromes used by aircraft for private operations under VFR are set out in MOS 13.
6.1.1.3 The standards set out in this chapter govern characteristics such as the dimensions and shape of runways,
taxiways, aprons and related facilities provided for the safe movement of aircraft.
6.1.1.4 The standards in this chapter are intended for the planning and construction of new or upgraded aerodrome
facilities. Where an existing facility does not meet these standards, CAAP may approve the use of such facilities by an
aircraft larger than that, which the facilities are designed for, with, or without, restrictions on the operations of such
aircraft.
6.1.1.5 The aerodrome standards for glider facilities set out in MOS 6.7 are applicable to glider facilities provided at a
certified aerodrome. The operation of glider aircraft at certified aerodromes is only to be undertaken with prior
formal approval from CAAP.
DOMESTIC AIRPORT
Note: - 1. Many factors affect the determination of the orientation, siting and number of runways.
Note: - 2. One important factor is the usability factor, as determined by the wind distribution, which is specified
hereunder. Another important factor is the alignment of the runway to facilitate the provision of approaches conforming
to the approach surface specifications of MOS 7. In MOS Attachment A, Section 18, information is given concerning these
and other factors.
Note: - 3. When a new instrument runway is being located, particular attention needs to be given to areas over which
aeroplanes will be required to fly when following instrument approach and missed approach procedures, so as to ensure
that obstacles in these areas or other factors will not restrict the operation of the aeroplanes for which the runway is
intended.
DOMESTIC AIRPORT
6.2.1.3 In the application of 6.2.1.2, it shall be assumed that landing or take-off of aeroplanes is, in normal circumstances, precluded
when the crosswind component exceeds:
(a) 37 km/h (20 kt) in the case of aeroplanes whose reference field length is 1500 m or over, except that when poor runway braking
action owing to an insufficient longitudinal coefficient of friction is experienced with some frequency, a crosswind component not
exceeding 24 km/h (13 kt) shall be assumed;
(b) 24 km/h (13 kt) in the case of aeroplanes whose reference field length is 1200 m or up to but not including 1500 m; and
(c) 19 km/h (10 kt) in the case of aeroplanes whose reference field length is less than 1200 m.
DOMESTIC AIRPORT
6.2.5.2 Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is A, B or
C, a runway turn pad shall be provided to facilitate a 180-degree turn of aeroplanes.
6.2.5.3 The runway turn pad must be located on either the left or right side of the runway and adjoining the runway
pavement at both ends of the runway and at some intermediate locations where deemed necessary.
DOMESTIC AIRPORT
● 6.2.6.2 Where parallel, non-instrument runways are intended for simultaneous use, the minimum separation
● (a) 210 m where the higher code number of the two runways is 3 or 4;
● (b) 150 m where the higher code number of the two runways is 2; and
● (c) 120 m where the code number of each of the two runways is 1.
DOMESTIC AIRPORT
● 6.2.15.1 For aeroplanes with OMGWS from 9 m up to but not including 15 m, 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:
● (b) 60 m where the code letter is F with two- or three-engined aeroplanes; and
● (c) 75 m where the code letter is F with four (or more)-engined aeroplanes.
6.2.16 Slopes on runway shoulders
6.2.16.1 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%.
DOMESTIC AIRPORT
6.3.1 General
6.3.1.2 A runway strip, in addition to the runway and stopway, must include a graded area around the runway and
stopway which is intended to serve in the event of an aircraft running off the runway.
6.3.2 Runway Strip Length
● 6.3.2.1 The graded area of a runway strip must extend beyond the end of the runway, or any associated stopway, for
at least: (a) 30 m if the runway’s code number is 1 and it is a non-instrument runway; or
● b) 60 m in any other case.
6.3.3.2 A strip including a non-precision approach runway shall extend laterally to a distance of at least:
— 140 m where the code number is 3 or 4; and
— 70 m where the code number is 1 or 2;
on each side of the centerline of the runway and its extended centre line throughout the length of the strip
● 6.3.3.5 MOS 6.3.8.5, recommends that the portion of a strip of an instrument runway within at least 75 m from the
centerline shall be graded where the code number is 3 or 4. For a precision approach runway, it may be desirable to
adopt a greater width where the code number is 3 or 4. MOS Figure 6.3-3 shows the shape and dimensions of a wider
strip that may be considered for such a runway. This strip has been designed using information on aircraft running off
runways. The portion to be graded extends to a distance of 105 m from the centerline, except that the distance is
gradually reduced to 75 m from the centerline at both ends of the strip, for a length of 150 m from the runway end
● 6.3.3.6 If an aerodrome operator wishes to provide a lesser runway strip width to that specified in the standards or a
runway strip width with graded and ungraded components, the aerodrome operator must provide CAAP with a safety
case justifying why it is impracticable to meet the standard. The safety case must include documentary evidence that
all relevant stakeholders have been consulted.
DOMESTIC AIRPORT
SECTION 6. CLEARWAY
6.5.1 General
6.5.1.1 A clearway, consisting of an obstruction-free rectangular plane, may be provided at the end of a runway so that an
aeroplane taking off may make a portion of its initial climb to 35 ft. (10.7 m) above the clearway, some of which may
lie the beyond end of the runway.
6.5.2 Location of Clearways
6.5.2.1 A clearway must start at the end of the take-off run available on the runway
6.5.3 Dimensions of Clearways
6.5.3.1 The length of a clearway must not be more than half the length of the take-off run available on the runway
● 6.5.3.2 A clearway shall extend laterally on each side of the extended centerline of the runway to a distance of at
least:
● (a) 75 m for instrument runways; and
● (b) half of the width of the runway strip for non-instrument runways.
DOMESTIC AIRPORT
SECTION 6. CLEARWAY
6.5.4.1 The surface below a clearway must not project above a plane with an upward slope of 1.25%, the lower limit of which is a
(a) is perpendicular to the vertical plane containing the runway centerline; and
(b) passes through a point located on the runway centerline at the end of the take-off run available.
6.5.5.1 A clearway must be free of fixed or mobile objects other than visual or navigational aids for the guidance of aeroplanes or
vehicles.
6.5.5.2 All fixed objects permitted on the clearway must be of low mass and frangibly mounted.
DOMESTIC AIRPORT
● 6.5.4.1 The surface below a clearway must not project above a plane with an upward slope of 1.25%, the lower limit
● (a) is perpendicular to the vertical plane containing the runway centerline; and
● (b) passes through a point located on the runway centerline at the end of the take-off run available.
6.5.5 Objects on Clearways
6.5.5.1 A clearway must be free of fixed or mobile objects other than visual or navigational aids for the guidance of
aeroplanes or vehicles.
6.5.5.2 All fixed objects permitted on the clearway must be of low mass and frangibly mounted.
DOMESTIC AIRPORT
6.6.1 General
6.6.1.1 A stopway may be provided at the end of a runway on which an aeroplane may be stopped in the case of an
aborted take-off.
6.6.2 Dimensions of stopways
6.6.2.1 Any decision to provide a length of stopway is an economic decision for the aerodrome operator, but any stopway
provided must be located so that it is contained in, and finishes at least 60 m before the end of, the runway strip.
6.6.2.2 The width of a stopway must be equal to the width of the associated runway.
6.6.3 Surface of stopway
6.6.3.1 The surface of a paved stopway shall be so constructed or resurfaced as to provide surface friction characteristics
at or above those of the associated runway.
6.6.3.2 The friction characteristics of an unpaved stopway shall not be substantially less than that of the runway with
which the stopway is associated.
DOMESTIC AIRPORT
a On straight portions.
b On curved portions if the taxiway is intended to be
used by aeroplanes with a wheel base of less than 18 m
if the turn pad is intended to he used by aeroplanes with
a wheel base equal to or greater than 18 m.
c On curved portions if the taxi way is intended to be
used by aeroplanes with a wheel base equal to or
greater than 18 m.
Note. - Wheel base means the distance from the nose
gear to the geometric center of the main gear
DOMESTIC AIRPORT
6.7.19.1 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:
(b) 275 m where the code number is 1 or 2; to enable exit speeds under wet conditions of:
6.8.1 Introduction
● 6.8.1.1 For the purpose of this section:
● (a) a holding bay is defined as an area offset from the taxiway where aircraft can be held;
● (b) a runway-holding position is a designated position on a taxiway entering a runway;
● (c) an intermediate holding position is a designated position on a taxiway other than at a runway holding position;
and
● (d) a road-holding position is a designated position at which vehicles may be required to hold before crossing a
runway or taxiway.
6.8.2 Provision of a Holding Bay, Runway-holding Position, Intermediate Holding Position and Road-holding Position
6.8.2.1 The provision of a holding bay is the prerogative of the aerodrome operator, however if it is provided, it must be
located such that any aeroplane on it will not infringe the inner transitional surface. Holding bay(s) shall be provided
when the traffic density is medium or heavy.
● 6.8.2.2 A runway-holding position or positions must be established:
● (a) on a taxiway, at the intersection of a taxiway and a runway; or
● (b) at an intersection of a runway with another runway when the former runway is part of a standard taxi-route.
DOMESTIC AIRPORT
6.8.2 Provision of a Holding Bay, Runway-holding Position, Intermediate Holding Position and Road-holding Position
6.8.2.3 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.
6.8.2.4 Except for an exit taxiway, an intermediate holding position or positions must be established on a taxiway, if the
air traffic control requires the aeroplane to hold at that position.
6.8.2.5 A road-holding position must be established at an intersection of a road with a runway. See also MOS 8.6.24 and
8.5.33 for signage and marking of a roadholding position respectively.
6.8.3 Location of Holding Bay, Runway-holding Position, Intermediate Holding Position or Road-holding Position
● 6.8.3.1 A holding bay, intermediate holding position or road-holding position must not be placed where an aircraft or
vehicle using it would:
● (a) infringe the obstacle free zone, approach surface, take-off climb surface or ILS critical or sensitive areas, or, in
other cases, the graded area of the runway strip; or
● (b) interfere with the operation of radio navigation aids
DOMESTIC AIRPORT
6.8.3 Location of Holding Bay, Runway-holding Position, Intermediate Holding Position or Road-holding Position
6.8.3.2 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.
6.8.3.3 The location of a runway-holding position established in accordance with MOS 6.8.2.3 shall be such that a holding
aircraft or vehicle will not infringe the obstacle free zone, approach surface, take-off climb surface or ILS
critical/sensitive area or interfere with the operation of radio navigation aids.
6.8.4 Distance from Runway-holding Position, Intermediate Holding Position or Road-holding Position to Runway
Centerline
6.8.4.1 The distance between a holding bay, runway-holding position established at a taxiway/runway intersection or
road-holding position and the center line of a runway shall be in accordance with Table 6.5-1and, 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 or penetrate the inner transitional surface.
DOMESTIC AIRPORT
6.8.4 Distance from Runway-holding Position, Intermediate Holding Position or Road-holding Position to Runway
Centerline
● 6.8.4.2 At elevations greater than 700 m (2,300 ft) the distance of 90 m specified in MOS Table 6.5-1 for a precision
approach runway code number 4 should 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 (23,00 ft);
● (b) elevation in excess of 2 000 m (6,600 ft) and up to 4000 m (13,320 ft); 13 m plus 1.5 m for every 100 m (330 ft) in
excess of 2000 m (6,600 ft); and
6.10.1 General
6.10.1.1 The aerodrome operator must protect people and property from the dangerous effects of jet blast. Information
on specific jet engine blast velocities, including lateral and vertical contours for a given aircraft model, is provided in
the Aircraft Characteristics - Airport Planning document that is prepared for most aircraft models by the aircraft
manufacturer
6.10.2 Jet Blast and Propeller Wash Hazards
● 6.10.2.1 The recommended maximum wind velocities which people, objects and buildings in the vicinity of an
aeroplane may be subjected to should not be more than:
● (a) 60 km/h where passengers have to walk and people are expected to congregate;
● (b) 80 km/h in minor public areas, where people are not expected to congregate;
● (c) 50 km/h on public roads where the vehicular speed may be 80 km/h or more, and 60 km/h where the vehicular
speed is expected to be below 80 km/h;
● (d) 80 km/h for personnel working near an aeroplane or for apron equipment;
● (e) desirably 60 km/h and not greater than 80 km/h for light aeroplane parking areas; and
● (f) 100 km/h for buildings and other structures.
DOMESTIC AIRPORT
6.11.1 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.
6.11.2 The isolated aircraft parking position should 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.
INTERNATIONAL AIRPORT
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:
a. 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;
b. 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.
INTERNATIONAL AIRPORT
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.
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.
INTERNATIONAL AIRPORT
WIDTH OF RUNWAY
b. 150 m where the higher code number is 2; and 1. may be decreased by 30 m for each 150 m that the
arrival runway is staggered toward the arriving aircraft,
c. 120 m where the higher code number is 1.
to a minimum of 300 m; and
3.1.11 Where parallel instrument runways are intended for
simultaneous use subject to conditions specified in the 2. shall be increased by 30 m for each 150 m that the arrival
ICAO PANS-RAC (Doc 4444) and the PANS-OPS (Doc runway is staggered away from the arriving aircraft;
8168), Volume I, the minimum distance between their
center lines shall be: b. for independent parallel approaches, combinations of
minimum distances and associated conditions other than
a. 1 035 m for independent parallel approaches;
those specified in the ICAO PANS-RAC (Doc 4444) may be
b. 915 m for dependent parallel approaches; applied when it is determined that such combinations would
not adversely affect the safety of aircraft operations.
c. 760 m for independent parallel departures; C 760 m for
segregated parallel operations;
INTERNATIONAL AIRPORT
SLOPE ON RUNWAY
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
2 per cent where the code number is 1 or 2.
a. 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;
b. 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
SLOPE ON RUNWAY
Where slope changes cannot be avoided, a slope change between two consecutive slopes shall not exceed:
3.1.15 The transition from one slope to another shall be accomplished by a curved surface with a rate of change not
exceeding:
1. 0.1 per cent per 30 m (minimum radius of curvature of 30 000 m) where the code number is 4;
2. 0.2 per cent per 30 m (minimum radius of curvature of 15 000 m) where the code number is 3; and
3. 0.4 per cent per 30 m (minimum radius of curvature of 7 500 m) where the code number is 1 or 2.
INTERNATIONAL AIRPORT
Sight distance Where slope changes cannot be avoided, 3.1.17 Distance between slope changes Undulations or
they shall be such that there will be an unobstructed appreciable changes in slopes located close together
line of sight from: along a runway shall be avoided. The distance between
a. any point 3 m above a runway to all other points 3 m the points of intersection of two successive curves shall
above the runway within a distance of at least half not be less than:
the length of the runway where the code letter is C, a. the sum of the absolute numerical values of the
D, E or F. corresponding slope changes multiplied by the
b. any point 2 m above a runway to all other points 2 m appropriate value as follows:
above the runway within a distance of at least half 1. 30 000 m where the code number is 4;
the length of the runway where the code letter is B;
and 2. 15 000 m where the code number is 3; and 5 000 m
where the code number is 1 or
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 3. 2; or 45 m;
the length of the runway where the code letter is A. whichever is greater.
INTERNATIONAL AIRPORT
SLOPE ON RUNWAY
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.
INTERNATIONAL AIRPORT
SURFACE OF RUNWAY
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.
INTERNATIONAL AIRPORT
SURFACE OF RUNWAY
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.
3.2.1 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.
INTERNATIONAL AIRPORT
SURFACE OF RUNWAY
RUNWAY STRIPS
RUNWAY STRIPS
3.3.5 A strip including a non- instrument runway shall 3.3.12 Longitudinal slopes
extend on each side of the centre line of the runway and
its extended centre line throughout the length of the A longitudinal slope along that portion of a strip to be graded
strip, to a distance of at least: shall not exceed:
75 m where the code number is 3 or 4; 1.5 per cent where the code number is 4;
40 m where the code number is 2; and 1.75 per cent where the code number is 3; and
30 m where the code number is 1. 2 per cent where the code number is 1 or 2.
INTERNATIONAL AIRPORT
a. the code number is 3 or 4; and a. 240 m where the code number is 3 or 4; and
b. the code number is 1 or 2 and the runway is an b. 120 m where the code number is 1 or 2.
instrument one.
3.4.4 The width of a runway end safety area shall be at
least twice that of the associated runway.
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. 3.4.5 The width of a runway end safety area shall,
wherever practicable, be equal to that of the graded
portion of the associated runway strip.
INTERNATIONAL AIRPORT
3.4.8The 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.
INTERNATIONAL AIRPORT
3.5.2 The length of a clearway shall not exceed half the a. is perpendicular to the vertical plane containing the
length of the take-off run available. runway centre line; and
Width of clearways a. passes through a point located on the runway centre line
at the end of the take-off run available.
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.
INTERNATIONAL AIRPORT
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
a. 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.
INTERNATIONAL AIRPORT
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.
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.
INTERNATIONAL AIRPORT
WIDTH OF TAXIWAYS
A 7.5 m
B 10.5 m
E 23 m
F 25 m
INTERNATIONAL AIRPORT
TAXIWAY CUSRVES
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.
SLOPE ON TAXIWAYS
3.8.7 The separation distance between the centre line 3.8.9 Longitudinal slope changes
of a taxiway and the centre line of a runway, the
centre line of a parallel taxiway or an object shall not a. Where slope changes on a taxiway cannot be avoided, the
be less than the appropriate dimension specified in transition from one slope to another slope shall be
Table 3-1, except that it may be permissible to accomplished by a curved surface with a rate of change not
operate with lower separation distances at an exceeding:
existing aerodrome if an aeronautical study indicates
that such lower separation distances would not b. 1 per cent per 30 m (minimum radius of curvature of 3 000
adversely affect the safety or significantly affect the m) where the code letter is C, D, E or F; and
regularity of operations of aeroplanes.
c. 1 per cent per 25 m (minimum radius of curvature of 2 500 m)
3.8.8 Longitudinal slopes where the code letter is A or B.
The longitudinal slope of a taxiway shall not exceed:
1.5 per cent where the code letter is C, D, E or F; and
3 per cent where the code letter is A or B.
INTERNATIONAL AIRPORT
SLOPE ON TAXIWAYS
a. Where a change in slope on a taxiway cannot be The transverse slopes of a taxiway shall be sufficient to prevent
avoided, the change shall be such that, from any point: the accumulation of water on the surface of the taxiway but
shall not exceed:
b.3 m above the taxiway, it will be possible to see the
whole surface of the taxiway for a distance of at least 1.5 per cent where the code letter is C, D, E or F; and
300 m from that point, where the code letter is C, D, E or
F; 2 per cent where the code letter is A or B.
3.8.15 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:
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.
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°.
INTERNATIONAL AIRPORT
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.
INTERNATIONAL AIRPORT
3.9.1 Straight portions of a taxiway where the On taxiway curves and on junctions or intersections
code letter is C, D, E or F shall be provided with where increased pavement is provided, the shoulder
shoulders which extend symmetrically on each width shall be not less than that on the adjacent
side of the taxiway so that the overall width of the straight portions of the taxiway.
taxiway and its shoulders on straight portions is
not less than: 3.9.2 When a taxiway is intended to be used by
turbine-engined aeroplanes, the surface of the
a. 60 m where the code letter is F; taxiway shoulder shall be so prepared as to resist
erosion and the ingestion of the surface material by
b. 44 m where the code letter is E; aeroplane engines.
3.11 HOLDING BAYS, RUNWAY-HOLDING POSITIONS, INTERMEDIATE HOLDING POSITIONS AND ROAD-HOLDING POSITIONS
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
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).
INTERNATIONAL AIRPORT
3.12 APRONS
Location
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.
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.
INTERNATIONAL AIRPORT
5.2 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. precision approach runway;
2nd.non-precision approach runway; and
3rd. 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.
INTERNATIONAL AIRPORT
UNPAVED TAXIWAYS
5.2.1.8 An unpaved taxiway shall be provided, so far as practicable, with the markings prescribed for paved taxiways.
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.
INTERNATIONAL AIRPORT
5.2.3.1 A runway centre line marking shall be provided on a 5.2.3.4 The width of the stripes shall be not less than:
paved runway.
a. 0.90 m on precision approach category II and III runways;
5.2.3.2 A runway centre line marking shall be located along
the centre line of the runway between the runway a. 0.45 m on non-precision approach runways where the
designation markings as shown in Figure 5-2, except when code number is 3 or 4, and precision approach category I
interrupted in compliance with 5.2.1.1. runways; and
Figure 5-2
Characteristics
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.
5.2.6.5 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.
INTERNATIONAL AIRPORT
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.
INTERNATIONAL AIRPORT
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) b) Location there is no runway centre line marking; or where the taxiway centre line is not coincident with the
runway centre line.
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.
REFERENCE
- REPUBLIC ACT N O. 9497 - THE CIVIL AVIATION ACT OF 2008