PROPOSED CAGAYAN

INTERNATIONAL AIRPORT
DESIGN

RINGOR, OSCAR JR, A.

BSA 5B
 TABLE OF CONTENTS

01 INTRODUCTION 04 ARCHITECTURAL
GUIDELINES

02 CASE STUDY 05 LEGAL BASIS

03 SPACE REQUIREMENTS 06 REFERENCE

 INTRODUCTION
AIRPORT

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

Space Planning Enhancements

1. Introduce Vertical Circulation Improvements

• 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

Addressing Lack of Amenities

1. Expand Commercial Concessions

• 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.

• Prioritize public-private partnerships (PPPs) to develop these spaces cost-effectively.

2. Implement Minimum Passenger Service Levels

• 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

1. Construct Typhoon-Resistant Facilities

•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

Addressing Market Instability and Seasonal Employment

1. Diversify Airport Services to Ensure Consistent Demand

• 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

Mitigating Environmental Impact

1. Adhere to ICAO Environmental Standards

• 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.

• Introduce reforestation initiatives or create buffer zones to mitigate ecological disruptions.

SPACE REQUIREMENTS
1. Terminal Building
In this building, pre-journey and post journey checking's of passengers takes place.
2. Control Tower
A place where aircrafts under a particular zone is controlled whether they are in land or in air. The observation is done by the
controller through radars and informa on is carried though radio.
3. Taxiway

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

• CONCRETE, the following information:

• 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

THE ASSESSMENT OF FACILITY REQUIREMENTS INCLUDES AIRPORT FACILITY IMPROVEMENTS ARE

SUCH MAJOR COMPONENTS AS: JUSTIFIED FOR SEVERAL REASONS:
• To meet the existing or forecasted demand
Airfield pavement improvements (runway, taxiway and of the facility. The term “demand” can
apron) refer to the level of activity (e.g. based
aircraft) and type of activity (e.g. general
• Building improvements (terminal, hangar and aviation).
maintenance) • To meet FAA(Federal Aviation
Administration) design standards or
• Support Equipment improvement (ARFF and snow criteria, including new or recently
removal trucks) modified standards. Most relate to
enhancing airport safety.
• Navigational equipment and lighting improvements • To insure a well maintained facility.
• To enhance operational efficiency.
• Access improvements
AIRPORT OPERARTIONS
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.

• There is a presence of • A non-towered

air traffic controllers airport is an
(ATC), whose primary airport without a
function is to control tower, or
coordinate traffic air traffic control
flow. Also it has pilot (ATC) unit
must maintain two-
way radio contact
with the tower and
obtain a clearance to
enter the airspace,
land, taxi, and take
off.
AIRPORTS ARE DIVIDED INTO LANDSIDE AND AIRSIDE AREAS.

LANDSIDE Access from landside areas to airside areas is tightly

Landside areas include parking lots, public controlled at most airports. Passengers on
transportation train stations and access roads. commercial flights access airside areas through
TERMINALS, where they can purchase tickets, clear
• Public transport stations
security check, or claim baggage and board aircraft
• Access Roads through gates.
The waiting areas which provide passenger access
• Parking lots
to aircraft are typically called CONCOURSES,
• Cargo Area although this term is often used interchangeably
with terminal.
AIRPORTS ARE DIVIDED INTO LANDSIDE AND AIRSIDE AREAS.

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

• Hangar known as a ramp or "THE TARMAC".

HANGAR- a large building with an extensive
• Taxiways
floor area, typically for housing aircraft.
• Ramps / apron
AIRPORTS ARE DIVIDED INTO LANDSIDE AND AIRSIDE AREAS.
• Airports with international flights have CUSTOMS and IMMIGRATION FACILITIES. have agreements that allow
travel between them without customs and immigrations, such facilities are not a definitive need for an
international airport. International flights often require a higher level of physical security, although in recent
years, many countries have adopted the same level of security for international and domestic travel.
• Some airport structures include ON-SITE HOTELS built within or attached to a terminal building. Airport hotels
have grown popular due to their convenience for transient passengers and easy accessibility to the airport
terminal. Many airport hotels also have agreements with airlines to provide overnight lodging for displaced
passengers.
PRE-SECURITY ZONES
PASSENGER FACILITIES 1. Check-In Counters
1. Banks, Money Changers, & ATMs 2. Retail Stores and Restaurants
2. Baggage Handling Services (Portage) VIP (Very Important Person)\CIP(Commercial Important Person)
3. Public Telephone Booths LOUNGE AND ENTRANCE- It’s no secret that airports often have
4. Medical Clinics separate entrances for fast-tracking so-called “VIP” travelers like
5. Postal Services major celebrities, politicians, diplomats, and other dignitaries. The
6. Parking reason is twofold — the VIP travelers, of course, appreciate the
7. Special Assistance Services; privacy and the special treatment, but at the same time the
8. Tourist Information distraction and disruption to the ordinary check-in and security
9. Ground Transportation Services process is alleviated.
AIRPORTS ARE DIVIDED INTO LANDSIDE AND AIRSIDE AREAS.
1. DE-ICING AREA- are in some airports a separate area with fixed
equipment on site. In other airports it can be a mobile unit
driving from plane to plane.
2. PAPI-A precision approach path indicator (PAPI) is a visual aid
that provides guidance information to help a pilot acquire and
maintain the correct approach (in the vertical plane) to an
airport or an aerodrome.
3. PRE-TRESHOLD-A PRE-TRESHOLD or displaced threshold or
DTHR is a runway threshold located at a point other than the
physical beginning or end of the runway.
4. THRESHOLD or The runway threshold is the location (With
markings) on a runway, close to which the aircraft is required to
touch down during landing. Ideally, the threshold should be
located near the physical beginning of the runway
5. HIGH SPEED TWY- Busy airports typically construct high-speed or
rapid-exit taxiways to allow aircraft to leave the runway at higher
speeds. This allows the aircraft to vacate the runway quicker,
permitting another to land or take off in a shorter interval of
time.
• CARGO AREA/ FREIGHT- Cargo and terminal handling at airport. Cargo (or freight) is goods or produce
transported, generally for commercial gain, by ship or aircraft.
• AIRCRAFT STANDS- An aircraft stand is a place where an aircraft can be parked. A gate is a designated area
inside the terminal building where passengers will assemble and wait prior to boarding.

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

SECTION 6.1 GENERAL

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

SECTION 6.2 RUNWAYS

● 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

SECTION 6.2 RUNWAYS

6.2.1 Number and orientation of runways

6.2.1.1 The number and orientation of runways
at an aerodrome shall be such that the usability factor of the aerodrome is not less than 95% for the aeroplanes that the
aerodrome is intended to serve.
6.2.1.2 The siting and orientation of runways at an aerodrome shall, where possible, be such that the arrival and
departure tracks minimize interference with areas approved for residential use and other noise-sensitive areas close
to the aerodrome in order to avoid future noise problems.
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. 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

SECTION 6.2 RUNWAYS

6. Runway
NATURE OF RUNWAY SURFACES:

• 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

SECTION 6.2 RUNWAYS

7. Parking
Provided for parking the vehicles of airport staff or passengers which is outside the terminal building or sometimes underground
of terminal building

7. OTHER SPACES: 7. OTHER SPACES:

• PUBLIC TOILET • PUBLIC TOILET
• AMENITIES • AMENITIES
• AIRPORT OFFICES • AIRPORT OFFICES
• CABIN CREW LOCKERS AND LOUNGE • CABIN CREW LOCKERS AND LOUNGE
• SECURITY OFFICES • SECURITY OFFICES
• QUARATINE AREA (Both for Plants and Animals) • QUARATINE AREA (Both for Plants and Animals)
• CENTER LINE • CENTER LINE
• AIMING POINT • AIMING POINT
 DOMESTIC AIRPORT

SECTION 6.1 GENERAL

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

SECTION 6.2 RUNWAYS

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

SECTION 6.2 RUNWAYS

6.2.1.1 The number and orientation of runways
at an aerodrome shall be such that the usability factor of the aerodrome is not less than 95% for the aeroplanes that the aerodrome is
intended to serve.
6.2.1.2 The siting and orientation of runways at an aerodrome shall, where possible, be such that the arrival and departure tracks
minimize interference with areas approved for residential use and other noise-sensitive areas close to the aerodrome in order to
avoid future noise problems.

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

SECTION 6.2 RUNWAYS

6.2.1 Number and orientation of runways

6.2.1.4 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.
6.2.2 Location of Runway Threshold
6.2.2.1 The threshold of a runway must be located: (a) if the runway’s code number is 1, not less than 30 meters after; or
(b) in any other case, not less than 60 meters after the point at which the approach surface meets the extended
runway centerline.
6.2.2.1 The threshold of a runway must be located: (a) if the runway’s code number is 1, not less than 30 meters after; or
(b) in any other case, not less than 60 meters after the point at which the approach surface meets the extended
runway centerline.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.3 Length of Runway
6.2.3.1 Except as provided in 6.2.3.3, the actual runway length of a primary runway must be adequate to meet the
operational requirements of the aeroplanes for which the runway is intended and shall not be less than the longest length
determined by applying the corrections for local conditions to the operations and performance characteristics for the
relevant aeroplanes.
6.2.3.2 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%.
6.2.3.3 Where a runway is associated with a stopway or clearway, an actual runway length less than that resulting from
application of 6.2.3.1 or 6.2.3.2, 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.
6.2.4 Runway Width
6.2.4.1 The width of a runway must not be less than that determined using Table 6.2-1.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.4 Runway Width

6.2.4.1 The width of a runway must not be less than that determined using Table 6.2-1.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.5 Runway Turn pads

6.2.5.1 Where the runway end is not served by a taxiway or taxiway turnaround and the runway code letter is D, E or F, a
runway turn pad shall be provided to facilitate 180-degree turns by aircraft, unless otherwise directed by CAAP. (See
MOS Figure 6.2-1).

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

SECTION 6.2 RUNWAYS

6.2.5 Runway Turn pads

6.2.5.4 The intersection angle of the runway turn pad with the runway shall not exceed 30°, and the nose wheel steering angle used in
the design of the turn pad taxi guidance markings shall not exceed 45°.
6.2.5.5 The design of a runway turn pad shall be such that, when the cockpit of the aeroplane for which the turn pad is intended
remains over the turn pad taxi guidance marking, the clearance distance between any wheel of the aeroplane landing gear and the
edge of the turn pad is not less than the distance determined using MOS Table 6.2-2.

6.2.5.6 The longitudinal and transverse slopes on runway turn

pads shall be sufficient to prevent the accumulation of water on
the surface and facilitate rapid drainage of surface water. The
slopes shall be the same as those on the adjacent runway
pavement surface.
6.2.5.7 The strength of a runway turn pad shall be at least equal
to that of the adjoining runway which it serves, due consideration
being given to the fact that the turn pad will be subjected to slow-
moving traffic making hard turns and consequent higher stresses
on the pavement.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.5 Runway Turn pads

6.2.5.8 The surface of a runway turn pad shall not have surface irregularities that may cause damage to an aeroplane
using the turn pad.
6.2.5.9 The surface of a runway turn pad shall be so constructed or resurfaced as to provide surface friction characteristics
at least equal to that of the adjoining runway.
6.2.5.10 The runway turn pads shall be provided with shoulders of such width as is necessary to prevent surface erosion
by the jet blast of the most demanding aeroplane for which the turn pad is intended, and any possible foreign object
damage to the aeroplane engines.
6.2.5.11 The strength of runway turn pad shoulders shall be capable of withstanding the occasional passage of the
aeroplane it is designed to serve without inducing structural damage to the aeroplane and to the supporting ground
vehicles that may operate on the shoulder.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.6 Spacing for Parallel Runways

6.2.6.1 Where parallel runways are to be provided the aerodrome operator shall consult with CAAP in regard to airspace
and air traffic control procedures associated with operations on multiple runways.

● 6.2.6.2 Where parallel, non-instrument runways are intended for simultaneous use, the minimum separation

distance between the runway centerlines must not be less than:

● (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

SECTION 6.2 RUNWAYS

6.2.6 Spacing for Parallel Runways

● 6.2.6.3 Where parallel instrument runways are intended for simultaneous use, the minimum distance between the
runway centerlines must not be less than:
● (a) for independent parallel approaches, 1,035 m;
● (b) for dependent parallel approaches, 915 m;
● (c) for independent parallel departures, 760 m; and
● (d) for segregated parallel operations, 760 m,
● except that:
● (a) for segregated parallel operations the specified minimum distance:
● i) 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
● ii) shall be increased by 30 m for each 150 m that the arrival runway is staggered away from the arriving aircraft; and
● (b) for independent parallel approaches, combinations of minimum distances and associated conditions other than
those specified in the MOS-ATS may be applied when it is determined that such combinations would not adversely
affect the safety of aircraft operations.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.10 Runway Surface

6.2.10.1 The surface of a runway shall be constructed without irregularities that will impair the runway surface friction
characteristics or otherwise adversely affect the take-off or landing of an aeroplane.
6.2.10.2 A paved runway shall be so constructed or resurfaced as to provide surface friction characteristics at or above the
minimum friction level set by CAAP and where practicable shall be evaluated to determine that the surface friction
characteristics achieve the design objectives.
6.2.10.3 The surface of a paved runway must have an average surface texture depth of not less than 1.0 mm over the full
runway width and runway length.
6.2.10.4 If a runway surface cannot meet the standards of paragraph 6.2.10.1, a surface treatment must be provided.
Acceptable surface treatments include grooving, porous friction course and bituminous seals.
6.2.10.5 Measurements of the surface friction characteristics of a new or resurfaced paved runway shall be made with a
continuous friction measuring device using selfwetting features.
6.2.10.5 Measurements of the surface friction characteristics of a new or resurfaced paved runway shall be made with a
continuous friction measuring device using selfwetting features.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.10 Runway Surface

6.2.10.6 When the surface is grooved or scored, the grooves or scorings shall be either perpendicular to the runway
centerline or parallel to non-perpendicular transverse joints, where applicable.
6.2.10.7 The runway surface standards for grass or natural runways and unsealed gravel runways are the same as those
for runways intended for small aeroplanes as set
6.2.13 Characteristics of Runway Shoulders
● 6.2.13.1 Runway shoulders must:
● (a) be of equal width on both sides;
● (b) slope downwards and away from the runway surface;
● (c) be resistant to aeroplane engine blast erosion;
● (d) be constructed so as to be capable of supporting an aeroplane, running off the runway, without causing structural
damage to the aeroplane; and
● (e) be flush with the runway surface except during runway overlay works where a step down not exceeding 25 mm is
permitted for a period not to exceed 7 days.
 DOMESTIC AIRPORT

SECTION 6.2 RUNWAYS

6.2.15 Width of runway shoulders

● 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:

● (a) 60 m where the code letter is D or E;

● (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

SECTION 6.2 RUNWAYS

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.

6.3.2 Runway Strip Length

6.3.3.1 The width of the graded area of a runway
strip must be not less than that given in Table 6.3-5.
 DOMESTIC AIRPORT

SECTION 6.3 RUNWAY STRIPS

6.3.2 Runway Strip Length

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

6.3.3.3 A strip including a precision approach runway shall,

wherever practicable, 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.
 DOMESTIC AIRPORT

SECTION 6.3 RUNWAY STRIPS

● 6.3.3.4 A strip including a non-instrument runway shall extend on each side of the centerline of the runway and its
extended centerline throughout the length of the strip, to a distance of at least: — 75 m where the code number is 3
or 4; — 40 m where the code number is 2; and — 30 m where the code number is 1.

● 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

horizontal line that:

(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

SECTION 6.2 RUNWAYS

6.5.4 Slopes on Clearways

● 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 horizontal line that:

● (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

SECTION 6.6 STOPWAY

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

SECTION 6.6 STOPWAY

6.6.4 Slopes on stopways
6.6.4.1 Where practicable, slope and slope changes on a stopway must be the same as those for the associated runway,
except that:
(a) the limitation of a 0.8% 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 increased
to 0.3% per 30 m (minimum radius of curvature of 10,000 m).
6.6.5 Bearing strength of stopway
6.6.5.1 The bearing strength of a stopway must be able to support at least one single pass of the critical aircraft without
causing structural damage to the aircraft.
6.6.5.2 If the stopway does not meet the strength criteria defined in paragraph 6.6.5.1, then:
(a) for aircraft having a maximum take-off mass in excess of 68,000 kg, any unsealed stopway distance may not be
included in the published accelerate stop distance available;
(b) for aircraft having a maximum take-off mass between 36,300 kg and 68,000 kg, a maximum length of 60 m of stopway
may be included in the published accelerate stop distance available; and
(c) for aircraft having a maximum take-off mass not exceeding 36,300 kg, a maximum length of stopway not exceeding
13% of the runway length may be included in the published accelerate stop distance available.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.1 Taxiway Width

Taxiways shall be provided to permit the safe and expeditious surface movement of aircraft.
6.7.1.1 The width of a straight section of a taxiway must not be less than the width determined using Table 6.7-1.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.2 Taxiway Edge Clearance

6.7.2.1 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 centerline markings, the clearance distance between the outer main wheel of the
aeroplane and the edge of the taxiway shall be not less than the distance determined using Table 6.7-2.

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

SECTION 6.7 TAXIWAY

6.7.3 Taxiway Curves

6.7.3.1 Any change in the direction of a taxiway must be accomplished by a curve whose minimum radius, determined by
the taxiway design speed, must not be less than that determined using Table 6.7-3.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.3 Taxiway Curves

6.7.3.2 Changes in direction of taxiways shall be
as few and small as possible. The radii of
the curves shall be compatible with the
maneuvering 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
centerline 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
6.7.2.1.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.3 Taxiway Curves

6.7.3.3 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 MOS 6.7.2.1 are maintained when aeroplanes are maneuvering through the junctions or intersections.
6.7.4 Taxiway Longitudinal Slope
● 6.7.4.1 The longitudinal slope along any part of a taxiway must not be more than:
● (a) 1.5%; if the taxiway’s code letter is C, D, E or F; and
● (b) 3.0%; if the taxiway’s code letter is A or B
● 6.7.4.2 If slope changes cannot be avoided, the transition from one longitudinal slope to another must be
accomplished by a curved surface, with a rate of change not more than:
● (a) 1.0% per 30 m if the taxiway’s code letter is C, D, E or F (minimum radius of curvature of 3,000 m); and
● (b) 1.0% per 25 m if the taxiway’s code letter is A or B (minimum radius of curvature of 2,500 m).
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.5 Taxiway Transverse Slope

6.7.5.1 The transverse slope on any part of a taxiway must be adequate to prevent the accumulation of water and must
not be less than 1.0% and not more than: (a) 1.5% if the taxiway’s code letter is C, D, E or F; and (b) 2.0%.if the
taxiway’s code letter is A or B.
6.7.6 Taxiway Sight Distance
6.7.6.1 The unobstructed line of sight along the surface of a taxiway, from a point above the taxiway, must not be less
than the distance determined using Table 6.7-4.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.7 Taxiway Bearing Strength

6.7.7.1 CAAP does not specify a standard for taxiway bearing strength, however the bearing strength must be such that it
does not cause any safety problems to the operating aircraft.
6.7.7.2 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.
6.7.8 Surface of Taxiways
6.7.8.1 The surface of a taxiway shall not have irregularities that cause damage to aeroplane structures.
6.7.8.2 The surface of a paved taxiway shall be so constructed or resurfaced as to provide suitable surface friction
characteristics.
6.7.9 Taxiway Shoulders
6.7.9.1 If the taxiway code letter is C, D, E or F and it is used by jet propelled aeroplanes it must be provided with
shoulders.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAY

6.7.10 Width of Taxiway Shoulders

6.7.10.1 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:
(a) 44 m if the taxiway’s code letter is F;
(b) 38 m if the taxiway’s code letter is E;
(c) 34 m if the taxiway’s code letter is D; and
(d) 25 m if the taxiway’s code letter is C.
6.7.10.2 On taxi way 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 taxi way.
6.7.11 Surface of Taxiway Shoulders
6.7.11.1 The taxiway shoulders must be:
(a) resistant to engine blast erosion and ingestion of the surface material by aeroplane engines if the taxiway is used by
jet-propelled aircraft ; and
(b) sealed to a width of at least 3 meters on both sides of the taxiway if the taxiway is intended to serve a wide body jet,
such as a Boeing 747, Airbus A340 or A380 or similar aeroplane, whose engines overhang the shoulders.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAYS

6.7.12 Taxiway Strips

6.7.12.1 A taxiway, other than an aircraft stand taxilane, must be located in a taxiway strip, the inner part of which is a
graded area.
6.7.13 Width of Taxiway Strip
● 6.7.13.1 The width of the taxiway strip along the length of the taxiway on each side of the centerline of the taxiway
must not be less than:
● (a) 51 m if the taxiway’s code letter is F; or
● (b) 43.5 m if the taxiway’s code letter is E; or
● (c) 37 m if the taxiway’s code letter is D; or
● (d) 26 m if the taxiway’s code letter is C; or
● (e) 20 m if the taxiway’s code letter is B; or
● (f) 15.5 m if the taxiway’s code letter is A.

6.7.14 Width of Graded Area of Taxiway Strip

 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAYS

6.7.14 Width of Graded Area of Taxiway Strip

● 6.7.14.1 The width of the graded area of a taxiway strip on each side of the centerline of the taxiway of not be less
than that given by the following tabulation:
● (a) 10.25 m where the OMGWS is up to but not including 4.5 m;
● (b) 11 m where the OMGWS is 4.5 m up to but not including 6 m;
● (c) 12.50 m where the OMGWS is 6 m up to but not including 9 m;
● (d) 18.50 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is D;
● (e) 19 m where the OMGWS is 9 m up to but not including 13 m, where the code letter is E; or
● (f) 22 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is F.
6.7.15 Slope of Taxiway Strip
● 6.7.15.1 The surface of the strip shall be flush at the edge of the taxiway or shoulder, if provided, and the graded area
of a taxiway strip must not have an upward transverse slope that is more than:
● (a) 2.5% if the taxiway’s code letter is C, D, E or F; or
● (b) 3% if the taxiway’s code letter is A or B;
● measured relative to the transverse slope of the adjacent taxiway surface and not the horizontal.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAYS

6.7.14 Width of Graded Area of Taxiway Strip
6.7.15.2 The downward transverse slope of the graded area of a taxiway strip must not exceed 5.0%, measured relative to
the horizontal.
6.7.15.3 The transverse slopes on any portion of a taxiway strip beyond that to be graded shall not exceed an upward or
downward slope of 5.0% as measured in the direction away from the taxiway.
6.7.16 Objects on Taxiway Strip
6.7.16.1 The taxiway strip must provide an area clear of objects which may endanger taxiing aeroplanes
6.7.16.2 A taxiway strip must be free of fixed objects other than visual or navigational aids used for the guidance of
aircraft or vehicles.
6.7.16.3 Visual aids located within a taxiway strip must be sited at such a height that they cannot be struck by propellers,
engine pods and wings of aircraft using the taxiway.
6.7.17 Taxiways on Bridges
6.7.17.1 Subject to Paragraph 6.7.16.2, the minimum width of the part of a taxiway bridge that is capable of supporting
the traffic of aircraft that use the bridge must, when measured perpendicular to the taxiway centerline, not be less
than the total width of the graded area of the taxiway strip described in 6.7.13.1.
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAYS

6.7.17 Taxiways on Bridges

6.7.17.2 The minimum width of the part of the taxiway bridge referred to in Paragraph 6.7.16.1 may be reduced to a
width not less than the width of the associated taxiway, if an adequate method of lateral restraint is provided at the
edges of that part, to prevent aircraft leaving that part.
6.7.17.4 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.
6.7.18 Taxiway Minimum Separation Distances
● 6.7.18.1 Table 6.7-5 represents the minimum separation distances between:
● (a) Taxiway centerline and runway centerline: (i) Instrument runways; (ii) Non-instrument runways;
● (b) Taxiway centerline to taxiway centerline;
● (c) Taxiway, other than aircraft stand taxilane, centerline to object;
● (d) Aircraft stand taxilane centerline to aircraft stand taxilane centerline; and
● (e) Aircraft stand taxilane centerline to object
 DOMESTIC AIRPORT

SECTION 6.7 TAXIWAYS

6.7.18 Taxiway Minimum Separation Distances

6.7.18.2 The separation distance between the
centerline of a taxiway and the centerline of a
runway, the centerline of a parallel taxiway or
an object shall not be less than the
appropriate dimension specified in MOS Table
6.7-5, 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
will not adversely affect the safety or
significantly affect the regularity of operations
of aeroplanes.
 DOMESTIC AIRPORT

SECTION 6.6 TAXIWAYS

6.7.19 Rapid exit taxiways

6.7.19.1 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:

(a) 550 m where the code number is 3 or 4; and

(b) 275 m where the code number is 1 or 2; to enable exit speeds under wet conditions of:

(c) 93 km/h where the code number is 3 or 4; and

(d) 65 km/h where the code number is 1 or 2.

6.7.19.2 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.
6.7.19.3 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.
 DOMESTIC AIRPORT

SECTION 6.6 TAXIWAYS

6.7.19 Rapid exit taxiways

6.7.19.4 The intersection angle of a rapid exit taxiway with the runway shall not be greater than 45° nor less than 25° and
preferably should be 30°.
 DOMESTIC AIRPORT

SECTION 6.8 HOLDING BAYS, RUNWAY-HOLDING POSITIONS, INTERMEDIATE HOLDING

POSITIONS AND ROAD-HOLDING POSITIONS

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

SECTION 6.8 HOLDING BAYS, RUNWAY-HOLDING POSITIONS, INTERMEDIATE HOLDING

POSITIONS AND ROAD-HOLDING POSITIONS

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

SECTION 6.8 HOLDING BAYS, RUNWAY-HOLDING POSITIONS, INTERMEDIATE HOLDING

POSITIONS AND ROAD-HOLDING POSITIONS

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

SECTION 6.8 HOLDING BAYS, RUNWAY-HOLDING POSITIONS, INTERMEDIATE HOLDING

POSITIONS AND ROAD-HOLDING POSITIONS

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

6.8.4.3 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 specified in MOS
Table 6.5-1 shall be further increased 5 m for
every meter the bay or position is higher
than the threshold.
 DOMESTIC AIRPORT

SECTION 6.9 APRONS

6.9.1 Location of apron

6.9.1.1 An apron must be located so that aeroplanes parked on it do not infringe an obstacle limitation surface, and in
particular, the transitional surface.
6.9.1.2 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.
6.9.1.3 The total apron area shall be adequate to permit expeditious handling of the aerodrome traffic at its maximum
anticipated density.
6.9.2 Clearance distances on aircraft stands

6.9.2.1 An aircraft stand shall be provided the

following minimum clearances between an aircraft
entering or exiting the stand and any adjacent
building, aircraft on another stand and other objects
using Table 6.9-1.
 DOMESTIC AIRPORT

SECTION 6.9 APRONS

6.9.2 Clearance distances on aircraft stands

6.9.2.2 Subject to Paragraph 6.9.2.3, an aircraft on an aircraft parking position must be cleared from any object, other
than an aerobridge, by a distance not less than that determined using Table 6.9-1.
6.9.2.3 Paragraph 6.9.2.2 does not apply to a Code D, E or F aircraft if a visual docking guidance system allows a reduced
clear distance.
6.9.2.4 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.
6.9.3 Slopes on Aprons
6.9.3.1 The slope on an aircraft parking position (aircraft stand) must not be more than 1%.
6.9.3.2 The slope on any other part of an apron, including those on an aircraft stand taxilane must be as level as
practicable, without causing water to accumulate on the surface of the apron, but must not be more than 2%.
6.9.3.3 Subject to paragraph 6.9.3.4 the grading of an apron must be such that it does not slope down towards the
terminal building.
 DOMESTIC AIRPORT

SECTION 6.9 APRONS

6.9.3 Slopes on Aprons
6.9.3.4 Where a slope down towards the terminal building cannot be avoided, apron drainage must be provided to direct
spilled fuel away from buildings and other structures adjoining the apron.
6.9.3.5 Where storm-water drains can also serve to collect spilt fuel from the apron area, flame traps or interceptor pits
must be provided to isolate and prevent the spread of fuel into other areas.
6.9.4 Apron Bearing Strength
6.9.4.1 CAAP does not specify a standard for apron bearing strength, however the bearing strength must be such that it
does not cause any safety problems to the operating aircraft.
6.9.4.2 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.
6.9.5 Apron Road
6.9.5.1 On an apron where a marked roadway is to be provided for surface vehicles, the location of the apron road must
be such that, where practicable, vehicles traveling on it will be at least 3 m from any aircraft parked at the aircraft
parking position.
 DOMESTIC AIRPORT

SECTION 6.10 JET BLAST

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

SECTION 6.11 ISOLATED AIRCRAFT PARKING POSITION

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

CHAPTER 3: PHYSICAL AND CHARACTERISTICS

SECTION 3.1 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 percent 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:

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

ACTUAL LENGTH OF RUNWAY

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

3.1.9 The width of a runway shall be not less than the

appropriate dimension specified in the following CODE A B C D E F
No.
tabulation:
1A 18m 18m 23m - - -
2A 23m 23m 30m - - -
3 30m 30m 30m 45m - -
The width of a precision approach runway shall be not
4 - - 45m 45m 45m 60m
less than 30 m where the code number is 1 or 2.
 INTERNATIONAL AIRPORT

MINIMUM DISTANCE BETWEEN PARALLEL RUNWAYS

3.1.10 Where parallel non-instrument runways are except that:
intended for simultaneous use, the minimum distance
between their center lines shall be: a. for segregated parallel operations the specified
a. 210 m where the higher code number is 3 or 4; minimum distance:

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

SECTION 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
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:

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

c. 2 per cent where the code number is 1 or 2.

 INTERNATIONAL AIRPORT

SLOPE ON RUNWAY

SECTION 3.1.14 LONGITUDINAL SLOPE CHANGES

Where slope changes cannot be avoided, a slope change between two consecutive slopes shall not exceed:

a. 1.5 per cent where the code number is 3 or 4; and

b. 2 per cent where the code number is 1 or 2.

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

3.1.16 SIGHT DISTANCE

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

SECTION 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 frequently associated with rain would ensure rapid drainage. The
transverse slope shall ideally be:

a. 1.5 per cent where the code letter is C, D, E or F; and

b. 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.
 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.

SECTION 3.2 RUNWAY SHOULDER

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

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:

60 m where the code letter is D or E; and

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.
 INTERNATIONAL AIRPORT

RUNWAY STRIPS

SECTION 3.3 RUNWAY STRIPS WITDTH OF RUNWAY STRIPS

3.3.3 A strip including a precision approach runway shall,
wherever practicable, extend laterally to a distance of at
3.3.2 A strip shall extend before the threshold and beyond least:
the end of the runway or stopway for a distance of at least:
150 m where the code number is 3 or 4; and
a. 60 m where the code number is 2, 3 or 4;
75 m where the code number is 1 or 2; on
b. 60 m where the code number is 1 and the runway is an
instrument one; and 3.3.4 A strip including a non- precision approach runway
shall extend laterally to a distance of at least:
c. 30 m where the code number is 1 and the runway is a
non-instrument one. 150 m where the code number is 3 or 4; and

75 m where the code number is 1 or 2;

 INTERNATIONAL AIRPORT

RUNWAY STRIPS

WIDTH OF RUNWAY STRIPS SLOPE OF 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

RUNWAY AND SAFETY AREAS

SECTION 3.4. DIMMESION OF

RUNWAY AND SAFETY AREAS
3.4.3 A runway end safety area shall, as far as practicable,
3.4.1 A runway end safety area shall be provided at each extend from the end of a runway strip to a distance of at
end of a runway strip where: least:

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

RUNWAY AND SAFETY AREAS

SLOPES ON RUNWAY AND SAFETY AREAS

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.

3.4.9 Longitudinal slopes

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.

3.4.10 Transverse slopes

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

RUNWAY AND SAFETY AREAS

SECTION 3.5 CLEARWAYS

Location of clearways
Slopes on clearways
3.5.1 The origin of a clearway shall be at the end of the
take-off run available. 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
Length of clearways limit of this plane being a horizontal line which:

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

RUNWAY AND SAFETY AREAS

SECTION 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

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

RUNWAY AND SAFETY AREAS

SECTION 3.7 RADIO ALTIMETER OPERATING AREA

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.
 INTERNATIONAL AIRPORT

CHAPTER 3: TAXIWAYS, APRONS AND HOLDING BAYS

SECTION 3.8 TAXIWAYS

CODE LETTER CLEARANCE
3.8.2 Sufficient entrance and exit taxiways for a runway shall be
A 1.5m
provided to expedite the movement of aeroplanes to and
B 2.25m
from the runway and provision of rapid exit taxiways
3 m if the taxiway is intended
considered when traffic volumes are high. to be used by aeroplanes with
a wheel base less than 18 m;
C
3.8.3 The design of a taxiway shall be such that, when the cockpit 4.5 m if the taxiway is intended
to be used by aeroplanes with
of the aeroplane for which the taxiway is intended remains a wheel base equal to or
greater than 18 m.
over the taxiway centre line markings, the clearance distance
D 4.5m
between the outer main wheel of the aeroplane and the edge
E 4.5m
of the taxiway shall be not less than that given by the
F 4.5m
following tabulation:
 INTERNATIONAL AIRPORT

WIDTH OF TAXIWAYS

CODE LETTER TAXIWAYS WIDTH

A 7.5 m

B 10.5 m

15 m if the taxiway is intended to be used by aeroplanes with a wheel

base less than

C 18 m; 18 m if the taxiway is intended to be used by aeroplanes with a

wheel base equal to or greater than 18 m.

D 18 m if the taxiway is intended to be used by aeroplanes with an outer

main gear wheel span of less than 9 m;

23 m if the taxiway is intended to be used by aeroplanes with an outer

main gear wheel span equal to or greater than 9 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.

Table 3-1. Taxiway minimum separation distances

 INTERNATIONAL AIRPORT

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

3.8.10. Sight distance Transverse slopes

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.

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

d. 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.
 INTERNATIONAL AIRPORT

RAPID EXIT TAXI WAYS

3.8.15 A rapid exit taxiway shall be designed with a radius of turn-off curve of at least:

a. 550 m where the code number is 3 or 4; and

b. 275 m 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.

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 TAXIWAYS SHOULDER

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.

c. 38 m where the code letter is D; and

d. 25 m where the code letter is C.

 INTERNATIONAL AIRPORT

3.10 TAXIWAY STRIP

3.10.1 A taxiway, other than an aircraft stand taxilane,
a. 2.5 per cent for strips where the code letter is C,
shall be included in a strip.
D, E or F; and
Grading of taxiway strips
b. 3 per cent for strips of taxiways where the code
letter is A or B;
3.10.4 The centre portion of a taxiway strip shall
provide a graded area to a distance from the centre
the upward slope being measured with reference to
line of the taxiway of at least:
the transverse slope of the adjacent taxiway surface
a. 11 m where the code letter is A;
and not the horizontal. The downward transverse
b. 12.5 m where the code letter is B or C;
slope shall not exceed 5 per cent measured with
c. 19 m where the code letter is D;
reference to the horizontal.
d. 22 m where the code letter is E; and
e. 30 m where the code letter is F.
3.10.6 The transverse slopes on any portion of a
taxiway strip beyond that to be graded shall not
Slopes on taxiway strips 3.10.5 The surface of the strip
exceed an upward or downward slope of 5 per cent
shall be flush at the edge of the taxiway or shoulder, if
as measured in the direction away from the taxiway
provided, and the graded portion shall not have an
upward transverse slope exceeding:
 INTERNATIONAL AIRPORT

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

3.11.8 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
a. If a holding bay, runway-holding position or road-holding position is at surface or ILS/MLS critical/ sensitive area or interfere
a lower elevation compared to the threshold, the distance may be with the operation of radio navigation aids.
decreased 5 m for every metre the bay or holding position is lower than
the threshold, contingent upon not infringing the inner transitional
surface.
 INTERNATIONAL AIRPORT

3.12 APRONS

Size of aprons CODE LETTER CLEARANCES

A 3m
3.12.2 The total apron area shall be adequate to permit expeditious
handling of the aerodrome traffic at its maximum anticipated density.
B 3m
C 4.5
Slopes on aprons D 7.5
E 7.5
3.12.4 Slopes on an apron, including those on an aircraft stand
taxilane, shall be sufficient to prevent accumulation of water on the When special circumstances so warrant, these
surface of the apron but shall be kept as level as drainage clearances may be reduced at a nose-in aircraft
requirements permit. stand, where the code letter is D, E or F:
a. between the terminal, including any fixed
3.12.5 On an aircraft stand the maximum slope shall not exceed 1 per passenger bridge, and the nose of an
cent. aircraft; and
b. over any portion of the stand provided with
azimuth guidance by a visual docking
guidance system.
 INTERNATIONAL AIRPORT

CHAPTER 5: VISUAL AIDS FOR NAVIGATION

SECTION 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.

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.
 INTERNATIONAL AIRPORT

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.
 INTERNATIONAL AIRPORT

5.2 MARKINGS

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. 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.

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.
 INTERNATIONAL AIRPORT

RUNWAY CENTER LINE MARKING

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

Characteristics b. 0.30 m on non-precision approach runways where the code

number is 1 or 2, and on non-instrument runways.
5.2.3.3 A runway centre line marking shall consist of a line of Threshold marking
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 Location
length of each stripe shall be at least equal to the length of
the gap or 30 m, whichever is greater. 5.2.4.4 The stripes of the threshold marking shall commence 6
m from the threshold.
 INTERNATIONAL AIRPORT

RUNWAY CENTER LINE MARKING

Figure 5-2
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:
 INTERNATIONAL AIRPORT

RUNWAY CENTER LINE MARKING

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.

 INTERNATIONAL AIRPORT

RUNWAY CENTER LINE MARKING

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 touch down
zone marking.
 INTERNATIONAL AIRPORT

RUNWAY CENTER LINE 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

RUNWAY STRIPE MARKING

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

5.2.8 TAXIWAY CENTER 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) 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

- CIVIL AVIATION AUTHORITY OF THE PHILIPPINES - MANUAL

STANDARDS01FOR AERODOMES ( 2 EDITION )

- INTERNATIONAL CIVIL AVIATION ORGANIZATION - AIRPORT

PLANNING MANUAL

- THE NATIONAL BUILDING CODE OF THE PHILIPPINES (P.D.

1096)
THANKYOU!!!