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Amendment in CAR Section 4 Series B Part I (Aerodrome Design & Operations)
Amendments are proposed in CAR Section 4 Series B Part I as per draft given below:
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CHAPTER 1. GENERAL
. . .
1.1 Definitions
. . .
Ground handling. Services necessary for an aircraft’s arrival at, and departure from, an
airport, other than air traffic services.
. . .
1.8 Aeroplane Design Group
(Applicable as of 21 November 2030)
Note.— The intent of the Aeroplane Design Group (ADG) is to provide a method for
interrelating the specifications for the management of obstacles around aerodromes. The
ADG utilizes two criteria related to the aeroplane performance characteristics and
dimensions. The first criterion is based on the indicated airspeed of the aircraft at threshold
and the second criterion on the aeroplane wingspan.
See Chapter 4 on the application of ADG for the provisions of obstacle restriction and
removal.
1.8.1 An ADG shall be determined for each runway in accordance with the characteristics
of the critical aeroplane for which the runway is intended.
1.8.2 The ADG shall be determined from Table 1-2, by selecting the ADG corresponding
to the highest values of indicated airspeed at threshold and wingspan of the aeroplanes
for which the runway is intended.
Note.— Indicated airspeed at threshold (Vat) is equal to the stall speed Vso multiplied by
1.3, or stall speed Vs1g multiplied by 1.23 in the landing configuration at the maximum
certificated landing mass. If both Vso and Vs1g are available, the higher resulting Vat
applies.Table 1-2. Aeroplane Design Group
(see 1.8.2)
(Applicable as of 21 November 2030)
Aeroplane Indicate airspeed at threshold Wingspan
Design Group
I Less than 169 km/h (91 kt) And Up to but not including 24 m
IIA Less than 169 km/h (91 kt) And 24 m up to but not including
36 m
IIB 169 km/h (91 kt) up to but not And Up to but not including 36 m
including 224 km/h (121 kt)
IIC 224 km/h (121 kt) up to but And Up to but not including 36 m
not including 307 km/h (166
kt)
III Less than 307 km/h (166 kt) And 36 m up to but not including
52 m
IV Less than 307 km/h (166 kt) And 52 m up to but not including
65 m
V Less than 307 km/h (166 kt) And 65 m up to but not including
80 m
Note 1.— Detailed specifications concerning the application of the aeroplane design group
are given in the Airport Services Manual, Part 6 — Control of Obstacles (Doc 9137).
Note 2.— The following examples illustrate how the ADG is determined.
Example 1.— If the critical aeroplane that the runway is intended to serve has an indicated
airspeed at threshold of 161 km/h (87 kt) and a wingspan of 20 m, then the aeroplane
design group would be I.
Example 2.— If the critical aeroplane that the runway is intended to serve has an indicated
airspeed at threshold of 224 km/h (121 kt) and a wingspan of 52 m, then the aeroplane
design group would be IV.
CHAPTER 3. PHYSICAL CHARACTERISTICS
. . .
3.4 Runway strips
. . .
Width of runway strips
. . .
3.4.5 Recommendation.— A strip including a non-instrument runway should extend on
each side of the centre line of the runway and its extended centre line throughout the
length of the strip, to a distance of at least:— 75 m where the code number is 3 or 4;
— 55 m where the code number is 3;
— 40 m where the code number is 2; and
— 30 m where the code number is 1.
Grading of runway strips
3.4.9 Recommendation.— That portion of a strip of a non-instrument runway within a
distance of at least:
— 75 m where the code number is 3 or 4;
— 55 m where the code number is 3;
— 40 m where the code number is 2; and
— 30 m where the code number is 1;
from the centre line of the runway and its extended centre line should provide a graded
area for aeroplanes which the runway is intended to serve in the event of an aeroplane
running off the runway.
. . .
Strength of runway strips
. . .
3.4.18 Recommendation.— That portion of a strip containing a non-instrument runway
within a distance of at least:
— 75 m where the code number is 3 or 4;
— 55 m where the code number is 3;
— 40 m where the code number is 2; and
— 30 m where the code number is 1;
from the centre line of the runway and its extended centre line should be so prepared or
constructed as to minimize hazards arising from differences in load-bearing capacity to
aeroplanes which the runway is intended to serve in the event of an aeroplane running off
the runway.
. . .
Table 3-1. Taxiway minimum separation distances
Distance between taxiway centre line and runway centre line (metres) Taxiway Taxiway, Aircraft Aircraft
Instrument runways Non-instrument runways centre line other than stand stand
Code Number Code number to taxiway aircraft taxilane taxilanecentre line stand centre line centre line
(metres) taxilane, to aircraft to object
centre line stand (meters)
to object taxilane
(metres) centre line
Code (metres)
letter 1 2 3 4 1 2 3 4
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)
A 77.5 77.5 - - 37.5 47.5 - - 23 15.5 19.5 12
B 82 82 152 - 42 52 87 67 - 32 20 28.5 16.5
C 88 88 158 158 48 58 93 73 93 44 26 40.5 22.5
D - - 166 166 - - 101 81 101 63 37 59.5 33.5
E - - 172.5 172. - - 107.5 107.5 76 43.5 72.5 40
5 87.5
F - - 180 180 - - 115 95 115 91 51 87.5 47.5
3.11 Taxiway strips
. . .
Grading of taxiway strips
3.11.4 Recommendation.— The centre portion of a taxiway strip should provide a graded
area to a distance from the centre line of the taxiway of not less than that given by the
following tabulation:
— 10.25 m where the OMGWS is up to but not including 4.5 m;
— 11 m where the OMGWS is 4.5 m up to but not including 6 m;
— 12.50 m where the OMGWS is 6 m up to but not including 9 m;
— 18.50 17 m where the OMGWS is 9 m up to but not including 15 m, where the code
letter is D;
— 19 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is
E;
— 22 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is
F.
Note.— Guidance on width of the graded portion of a taxiway is given in the Aerodrome
Design Manual (Doc 9157), Part 2
3.12 Holding bays, runway-holding positions, intermediate holding positions
and road-holding positions…….
. . .
Table 3-2. Minimum distance from the runway centre line
to a holding bay, runway-holding position or road-holding position
Code Number
Type of Runway 1 2 3 4
Non-instrument 30m 40m 75m 75m
55m
Non-precision approach 40m 40m 75m 75m
Precision approach category 60 mb 60mb 90ma,b 90ma,b
IPrecision approach - - 90ma,b 90ma,b
categories II and III
Take-off runway 30m 40m 75m 75m
55m
. . .
Location
. . .
3.12.9 Until 20 November 2030, the location of a runway-holding position established in
accordance with 3.12.3 shall be such that a holding aircraft or vehicle will not infringe the
obstacle free zone, approach surface, take-off climb surface or ILS/MLS critical/sensitive
area or interfere with the operation of radio navigation aids.
3.12.9 As of 21 November 2030, the location of a runway-holding position established in
accordance with 3.12.3 shall be such that a holding aircraft or vehicle will not infringe the
inner approach surface, inner transitional surfaces, balked landing surface, approach
surface, take-off climb surface or ILS/MLS critical/sensitive area or interfere with the
operation of other radio navigation aids.
3.13 Aprons
3.13.2 Recommendation.—The design of aprons should take into consideration criteria for
safe ground handling, including:
a) sufficient space between aircraft stands to enable personnel and equipment to move
safely and efficiently;
b) adequate apron markings, apron signs and apron floodlighting;
c) adequate staging and storage areas for ground support equipment (GSE);
d) positioning of fixed ground services;
e) storage areas for unit load devices (ULD);
f) adequate access and egress routes for fuel, GSE and emergency vehicles;
g) clearly delineated and visible access and egress routes for passengers;
h) new technologies (electric charging points, autonomous vehicles, etc.);
i) avoidance of rear of aircraft stand service roads wherever practicable; and
j) appropriate protection for persons, equipment and infrastructure from jet blast and
propeller wash.
Note.— Further guidance on apron design and markings is given in the Aerodrome Design
Manual (Doc 9157), Part 4 — Visual Aids, and the Airport Planning Manual (Doc 9184),
Part 1— Master Planning.
Size of aprons
3.13.2 3 Recommendation.— The total apron area should be adequate to permit safe and
expeditious handling of the aerodrome traffic at its maximum anticipated density.Strength of aprons
3.13.3 4 Recommendation.— Each part of an apron should be capable of withstanding the
traffic of the aircraft it is intended to serve, due consideration being given to the fact that
some portions of the apron will be subjected to a higher density of traffic and, as a result
of slow moving or stationary aircraft, to higher stresses than a runway.
Slopes on aprons
3.13.4 5 Recommendation.— Slopes on an apron, including those on an aircraft stand
taxilane, should be sufficient to prevent accumulation of water on the surface of the apron
but should be kept as level as drainage requirements permit.
3.13.56 Recommendation.— On an aircraft stand the maximum slope should not exceed
1 per cent.
Clearance distances on aircraft stands
3.13.67 Recommendation.— An aircraft stand should provide the following minimum
clearances between an aircraft entering or exiting the stand and any adjacent building,
aircraft on another stand and other objects:
Code Clearance
Letter
A 3m
B 3m
C 4.5m
D 7.5m
E 7.5m
F 7.5m
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 boarding 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.
. . .
CHAPTER 4. OBSTACLE RESTRICTION AND REMOVAL
(Applicable until 20 November 2030)
. . .
Table 4-1. Dimensions and slopes of obstacle limitation surfaces — Approach
runways
APPROACH RUNWAYS
RUNWAY CLASSIFICATIONNon-Instrument Code number Non-precision Precision Approach Category
Approach
Code number
I Code II or III Code
Number Number
Surface and 1 2 3 4 1,2 3 4 1,2 3,4 3,4
Dimensions
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
CONICAL
Slope 5% 5% 5% 5% 5% 5% 5% 5% 5% 5%
Height 35m 55m 75m 100m 60m 75m 100m 60m 100m 100m
INNER
HORIZONTAL
Height 45m 45m 45m 45m 45m 45m 45m 45m 45m 45m
Radius 2000m 2500m 4000m 4000m 3500m 4000m 4000m 3500m 4000m 4000m
INNER
APPROACH
Width - - - - - - - 90m 120me 120me
Distance from - - - - - - - 60m 60m 60m
threshold
Length - - - - - - - 900m 900m 900m
Slope 2.5% 2% 2%
APPROACH
Length of inner 60m 80m 150 150m 140m 280m 280m 140m 280m 280m
edge 110m
Distance from 30m 60m 60m 60m 60m 60m 60m 60m 60m 60m
threshold
Divergence 10% 10% 10% 10% 15% 15% 15% 15% 15% 15%
(each side)
First section
Length 1600m 2500m 3000m 3000m 2500m 3000m 3000m 3000m 3000m 3000m
Slope 5% 4% 3.33% 2.5% 3.33% 2% 2% 2.5% 2% 2%
Second section
Length - - - - - 3600mb 3600mb 12000m 3600mb 3600mb
Slope - - - - - 2.5% 2.5% 3% 2.5% 2.5%
Horizontal
Section
Length - - - - - 8400mb 8400mb - 8400mb 8400mb
Total Length - - - - - 15000m 15000m 15000m 15000m 15000m
TRANSITIONAL
Slope 20% 20% 14.3% 14.3% 20% 14.3% 14.3% 14.3% 14.3% 14.3%
INNER
TRANSITIONAL
Slope - - - - - - - 40% 33.3% 33.3%
BALKED
LANDING
SURFACE
Length of inner - - - - - - - 90m 120me 120me
edge
Distance from - - - - - - - c 1800md 1800md
threshold
Divergence - - - - - - - 10% 10% 10%
(each side)
Slope - - - - - - - 4% 3.33% 3.33%CHAPTER 4. OBSTACLE RESTRICTION AND REMOVAL
(Applicable as of 21 November 2030)
Note 1.— This chapter describes the management of obstacles within the aerodrome
boundary and in its vicinity. The following specifications allow States to define the airspace
around aerodromes to be maintained free from obstacles and the airspace where flexibility
can be applied in managing the obstacle environment. This permits the existing and
intended aeroplane operations at the aerodromes to be conducted safely and prevent the
aerodromes from becoming restricted and eventually unusable by the growth of obstacles.
This is achieved by establishing obstacle limitation surfaces (OLS) consisting of obstacle
free surfaces (OFS) and obstacle evaluation surfaces (OES).
Note 2.— The lateral and vertical extent of the OLS are being used in defining the
requirements for the collection of terrain and obstacle data sets. Provisions on terrain and
obstacle data sets are contained in Annex 15 — Aeronautical Information Services,
Chapter 5.
Note 3.— The establishment of, and requirements for, an obstacle protection surface for
visual approach slope indicator systems are specified in Chapter 5, 5.3.5.41 to 5.3.5.45.
4.1.1 States shall establish a process to prevent the growth of obstacles, both fixed and
mobile, that may affect the safety or regularity of flight operations at an aerodrome.
Note 1.— Specifications concerning the process to be established by the State are
contained in PANS-Aerodromes (Doc 9981), Part II, Chapter 10.
Note 2.— Taxiing aircraft, aircraft on tow and traversing vehicles are considered mobile
objects whereas buildings, parked aircraft and vehicles are considered fixed objects.
4.2 Obstacle free surfaces (OFS)
Note.— The purpose of the obstacle free surfaces is to establish airspace that preserves
the accessibility of the aerodrome and the safety of operations by protecting aeroplanes
during approaches and go-arounds.
4.2.1 Approach surface
Note1.— The purpose of the approach surface is to establish the airspace to be
maintained free from obstacles to protect an aeroplane in the visual phase of the
approach-to-land manoeuvres following a standard 3.0° approach. See Figure 4-1.
4.2.1.1 Description. An inclined surface preceding the threshold.
4.2.1.2 Characteristics. The limits of the approach surface shall comprise:
a) an inner edge of specified length, horizontal and perpendicular to the extended centre
line of the runway and located at a specified distance before the threshold;b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the extended centre line of the runway; and
c) an outer edge parallel to the inner edge.
4.2.1.3 The surface mentioned in 4.2.1.2 shall be varied when lateral offset, angular offset
or curved approaches are utilized; two sides originating at the ends of the inner edge and
diverging uniformly at a specified rate from the extended centre line of the lateral offset,
angular offset or curved ground track.
4.2.1.4 The elevation of the inner edge shall be equal to the elevation of the midpoint of
the threshold.
4.2.1.5 The slope of the approach surface shall be measured:
a) when straight-in approaches are utilized — in the vertical plane containing the centre
line of the runway and its extension; and
b) when lateral offset, angular offset or curved approaches are utilized — along any
straight part of the approach, in the vertical plane containing the centre line of the lateral
offset, angular offset or curved ground track or, along any curved part of the approach, in
the vertical plane tangent with the curved ground track.
4.2.1.6 Except where the approach surface is raised to comply with approach angles
greater than 3.0°, the slope of the approach surface shall not be greater than, and their
other dimensions not less than, those specified in Table 4-1 for non-instrument runways
and Table 4-2 for instrument runways.
4.2.1.7 Recommendation.— The slope of the approach surface should not be increased
to facilitate the growth of obstacles.
Note.— The slope of the approach surface is intended to adapt to approach operations
that have a slope higher than 3.0°. Specifications concerning the modification of the
approach surface are contained in PANS-Aerodromes (Doc 9981), Part II, Chapter 10.
4.2.1.8 Where the approach angle is lower than 3.0°, the slope of the approach surface
shall be decreased.
4.2.1.9 Where the slope of the obstacle protection surface of a visual approach slope
indicator system is lower than that indicated in Table 4-1 and Table 4-2, the slope of the
approach surface shall be decreased to match that of the obstacle protection surface.
Note.— See Chapter 5, 5.3.5 on the obstacle protection surface.
4.2.1.10 Where the slope of the approach surface is reduced, corresponding adjustment
in the length of the approach surface shall be made to provide protection to a height equal
to that reached with the slopes and lengths in Table 4-1 and Table 4-2.4.2.1.11 On instrument approach runways, where the obstacle clearance height is higher
than 150 m (500 ft) above the threshold, the length of the approach surface shall not be
less than:
a) the value indicated in Table 4-2; or
b) that necessary to reach the obstacle clearance height;
whichever is greater.
Table 4-1. Dimensions and slopes of approach surface — Non-instrument runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Distance 30m 60m 60m 60m 60m 60m
from
threshold
Length of 60mah 80mcd 100md 125m 135m 150m
inner edge
Divergence 10% 10% 10% 10% 10% 10%
Length 1600me 2500me 2500me 2500me 2500me 2500me
Slope 5%f 4%f 3.33%f 3.33%f 3.33%f 3.33%f
a) Where runway width is above 23 m and up to 30 m, the length of inner edge is increased
to 80 m.
b) Where runway width is above 30 m, the length of inner edge is increased to 100 m.
c) Where runway width is above 30 m and up to 45 m, the length of inner edge is
increased to 100 m.
d) Where runway width is above 45 m, the length of inner edge is increased to 110 m.
e) See 4.2.1.10.
f) See 4.2.1.8 and 4.2.1.9.
Table 4-2. Dimensions and slopes of approach surface — Instrument runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Distance from 60m 60m 60m 60m 60m 60m
threshold
Length of 110ma 125mb 155mc 175m 185m 200m
inner edge
Divergence 10% 10% 10% 10% 10% 10%
Length 4500md 4500md 4500md 4500md 4500md 4500mdSlope 3.33%e 3.33%e 3.33%e 3.33%e 3.33%e 3.33%e
a) When the runway width is above 30 m, the length of inner edge is increased to 125 m.
b) When the runway width is above 30 m, the length of inner edge is increased to 140 m.
c) When the runway width is 30 m or less, the length of inner edge is decreased to 140
m.
d) See 4.2.1.10 and 4.2.1.11.
e) See 4.2.1.8 and 4.2.1.9.
4.2.2 Transitional surfaces
Note.— The purpose of the transitional surfaces is to establish the airspace to be
maintained free from fixed obstacles to protect an aeroplane in the overflight of the runway
or go-around manoeuvre following a standard 3.0° approach, beyond the approach
surface. See Figure 4-1.
4.2.2.1 Description.— Transitional surfaces. A complex surface along and at a specified
distance from the runway centre line and part of the side of the approach surface that
slopes upwards and outwards to a specified height.
4.2.2.2 Characteristics.— The limits of a transitional surface shall comprise:
a) a lower edge beginning on the side of the approach surface at the elevation of the upper
edge and extending down the side of the approach surface to the inner edge of the
approach surface and from there along a line extending parallel to and at a specified
distance from the runway centre line and its extension, to the end of the strip; and
b) an upper edge located at 60 m above the elevation of the highest threshold of the
runway.
4.2.2.3 The elevation of a point on the lower edge shall be:
a) along the side of the approach surface — equal to the elevation of the approach surface
at that point; and
b) along the runway centre line and its extension after the threshold — equal to the
elevation of the nearest point on the centre line of the runway or its extension.
Note.— As a result of b) the transitional surfaces along the line parallel to the runway
centre line will be curved if the runway profile is curved, or a plane if the runway profile is
a straight line. The upper edge of the transitional surfaces will also be a curved or a straight
line depending on the runway profile.
4.2.2.4 The slope of the transitional surfaces shall be measured in a vertical plane
perpendicular to the vertical plane containing the runway centre line or its extension.
4.2.2.5 The slope of the transitional surface shall not be greater than 20 per cent.4.2.3 Inner approach surface
Note.— The inner approach surface protects an aeroplane against fixed and mobile
obstacles before the threshold, in the descent phase of the balked landing or late go-
around manoeuvres following a standard 3.0° approach. See Figure 4-2 and Figure 4-3.
4.2.3.1 Description.— Inner approach surface. A rectangular portion of the approach
surface immediately preceding the threshold.
4.2.3.2 Characteristics.— The limits of the inner approach surface shall comprise:
a) an inner edge coincident with the location of the inner edge of the approach surface but
of its own specified length;
b) two sides originating at the ends of the inner edge and extending parallel to the vertical
plane containing the centre line of the runway; and
c) an outer edge parallel to the inner edge.
4.2.3.3 The surface mentioned in 4.2.3.2 shall be varied when lateral offset, angular offset
or curved approaches are utilized; two sides originating at the ends of the inner edge and
extending parallel to the extended centre line of the lateral offset, angular offset or curved
ground track.
4.2.3.4 The dimensions of the inner approach surface for non-instrument runway shall not
be less than those specified in Table 4-3.
4.2.3.5 The dimensions of the inner approach surface for non-precision approach runway
shall not be less than those specified in Table 4-4.
4.2.3.6 The dimensions of the inner approach surface for precision approach runway shall
not be less than those specified in Table 4-5.
4.2.3.7 If the slope of the approach surface is reduced, the length of the inner approach
surface shall be increased to provide protection to a height of 45 m (150 ft).
Table 4-3. Dimensions of inner approach surface — Non-instrument runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Length of 60m 80m 100m 110m 120m 120ma
inner edge
Length 900mb 1125mb 1350mb 1350mb 1350mb 1350mb
a The length of inner edge is increased to 140 m on those aerodromes that accommodate
a code letter F aeroplane that is not equipped with digital avionics that provide steering
commands to maintain an established track during the go-around manoeuvre.
b See 4.2.3.7.Table 4-4. Dimensions of inner approach surface — Non-precision approach
runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Length of 80m 80m 120m 120m 120m 120ma
inner edge
Length 1350mb 1350mb 1350mb 1350mb 1350mb 1350mb
a- The length of inner edge is increased to 140 m on those aerodromes that accommodate
a code letter F aeroplane that is not equipped with digital avionics that provide steering
commands to maintain an established track during the go-around maneuver.
b- See 4.2.3.7.
Table 4-5. Dimensions of inner approach surface — Precision approach runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Length of 90m 90m 120m 120m 120m 120ma
inner edge
Length 1350mb 1350mb 1350mb 1350mb 1350mb 1350mb
a- The length of inner edge is increased to 140 m on those aerodromes that accommodate
a code letter F aeroplane that is not equipped with digital avionics that provide steering
commands to maintain an established track during the go-around manoeuvre.
b- See 4.2.3.7.
4.2.4 Inner transitional surfaces
Note.— The inner transitional surfaces aim at establishing the airspace to be maintained
free from fixed and mobile obstacles to protect an aeroplane in the climb phase of the
balked landing or late go-around maneuvers following a standard 3.0° approach, beyond
the inner approach surface. See Figure 4-2 and Figure 4-3.
4.2.4.1 Description.— Inner transitional surfaces:
a) Non-instrument and non-precision approach runways — A complex surface at a
specified distance from the runway centre line consisting of two successive sections: a
first section that rises vertically to a given height, followed by a second inclined section
that slopes upwards and outwards to a specified height; andb) Precision approach runways — A surface similar to the transitional surface but closer
to the runway.
4.2.4.2 Characteristics.— On non-instrument and non-precision approach runways: a) the
limits of the vertical section of the inner transitional surface shall comprise:
1) a lower edge beginning on the side of the inner approach surface at a specified height
above the inner edge of that surface, extending down the side of the inner approach
surface to its inner edge, from there along a line parallel to and at a specified distance
from the runway centre line, and its extension, to a specified length after the threshold and
from there, vertically to a specific height; and
2) an upper edge parallel to, and at a specified height above, the runway centre line;
b) the limits of the inclined section of the inner transitional surface shall comprise:
1) a lower edge beginning at the end of the inner approach surface and extending down
the side of the inner approach surface to the upper edge of the vertical section, from there
along the upper edge of the vertical section; and
2) an upper edge parallel to and at 60 m above the elevation of the highest threshold of
the runway.
4.2.4.3 Characteristics.— On precision approach runways, the limits of the inner
transitional surface shall comprise:
a) a lower edge beginning at the end of the inner approach surface and extending down
the side of the inner approach surface to the inner edge of that surface, from there along
a line parallel to and at a specified distance from the runway centre line and its extension
to the inner edge of the balked landing surface and from there up the side of the balked
landing surface to the upper edge; and
b) an upper edge located at 60 m above the elevation of the highest threshold of the
runway.
4.2.4.4 On non-instrument and non-precision approach runways, the elevation of a point
shall be:
a) on the lower edge of the vertical section:
1) along the side of the inner approach surface — equal to the elevation of the inner
approach surface at that point; and
2) after the inner edge of the inner approach surface — equal to the elevation of
the nearest point on the centre line of the runway or its extension;
b) on the upper edge of the vertical section — equal to a specific height above the nearest
point on the centre line of the runway or its extension;
c) on the lower edge of the inclined section:1) along the side of the inner approach surface — equal to the elevation of the inner
approach surface at that point; and
2) along the upper edge of the lower section — equal to the elevation of the upper
edge of the lower section at that point.
Note.— As a result of a), b) and c) the two sections of the inner transitional surfaces along
the centre line of the runway will be curved if the runway profile is curved, or a plane if the
runway profile is a straight line. The upper edges of both sections of the inner transitional
surfaces will also be curved or straight lines depending on the runway profile.
4.2.4.5 On precision approach runways, the elevation of a point on the lower edge shall
be:
a) along the side of the inner approach surface and balked landing surface — equal to the
elevation of the particular surface at that point; and
b) along the runway centre line and its extension — equal to the elevation of the nearest
point on the centre line of the runway or its extension;
Note.— As a result of b) the inner transitional surfaces along the centre line of the runway
will be curved if the runway profile is curved, or a plane if the runway profile is a straight
line. The upper edge of the inner transitional surfaces will also be a curved or a straight
line depending on the runway profile.
4.2.4.6 The slope of the inner transitional surfaces shall be measured:
a) between the inner edges of the inner approach surface and balked landing surface: in
a vertical plane perpendicular to the vertical plane containing the runway centre line and
its extension;
b) before the inner edge of the inner approach surface:
1) where straight-in approaches are utilized: in a vertical plane perpendicular to the
vertical plane containing the runway centre line and its extension; and
2) where lateral offset, angular offset or curved approaches are utilized: along any
straight part of the approach, in a vertical plane perpendicular to the vertical plane
containing the straight part of the approach or, along any curved part of the
approach, in the vertical plane tangent with the curved ground track.
4.2.4.7 The slope of the inner transitional surfaces for non-instrument runway shall not be
greater than, and the height of the vertical section not lower than, that specified in Table
4-6.
4.2.4.8 The slope of the inner transitional surfaces for non-precision approach runway shall
not be greater than, and the height of the vertical section not lower than, that specified in
Table 4-7.4.2.4.9 The slope of the inner transitional surfaces for precision runway shall not be greater
than that specified in Table 4-8.
Table 4-6. Dimensions of inner transitional surfaces — Non-instrument runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Height of 6m 6m 8.4m 10m 5m 5m
Vertical
Section
Slope of 40% 40% 33.3% 33.3% 33.3% 33.3%
the
inclined
section
Length a a 1800mb 1800mb 1800mb 1800mb
a) To the end of the strip.
b) Or to the end of the runway, whichever is less.
Table 4-7. Dimensions of inner transitional surfaces — Non-precision approach
runways
Aeroplane I IIA-IIB IIC III IV V
design
group
Height of 6m 6m 5m 5m 5m 5m
Vertical
Section
Slope of 40% 40% 33.3% 33.3% 33.3% 33.3%
the
inclined
section
Length a a 1800mb 1800mb 1800mb 1800mb
a) To the end of the strip.
b) Or to the end of the runway, whichever is less.
Table 4-8. Slopes of inner transitional surfaces — Precision approach runways
Aeroplane I IIA-IIB IIC III IV V
design group
Slope 40% 40% 33.3% 33.3% 33.3% 33.3%
Length a a a a a a
a- See 4.2.4.3.4.2.5 Balked landing surface
Note.— The balked landing surface is intended to be implemented on precision approach
runways, where the balked landing might be initiated at low height above the threshold
and the climb phase of the manoeuvre is not necessarily covered by the inner transitional
surfaces. The balked landing surface aims at establishing the airspace to be maintained
free from fixed and mobile obstacles to protect an aeroplane in the climb phase of the
balked landing or late go-around manoeuvres following a standard 3.0° approach, beyond
the inner transitional surfaces. See Figure 4-3.
4.2.5.1 Description.— Balked landing surface. An inclined surface located at a specified
distance after the threshold, extending between the inner transitional surfaces.
4.2.5.2 Characteristics.— The limits of the balked landing surface shall comprise:
a) an inner edge horizontal and perpendicular to the centre line of the runway and located
at a specified distance after the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the vertical plane containing the centre line of the runway; and
c) an outer edge parallel to the inner edge and located at 60 m above the elevation of the
highest threshold of the runway.
4.2.5.3 The elevation of the inner edge shall be equal to the elevation of the nearest point
on the runway centre line.
4.2.5.4 The slope of the balked landing surface shall be measured in the vertical plane
containing the centre line of the runway and its extension;
4.2.5.5 The slope of the balked landing surface shall not be greater than, and its other
dimensions not less than, those specified in Table 4-9.
Table 4-9. Dimensions and slopes of balked landing surface
Aeroplane I IIA-IIB IIC III IV V
design
group
Distance a a 1800mb 1800mb 1800mb 1800mb
from
threshold
Length of 90m 90m 120m 120m 120m 120mc
inner edge
Divergence 10% 10% 10% 10% 10% 10%
(each side)
Slope 5% 4% 3.33% 3.33% 3.33% 3.33%a. End of the strip.
b. Or end of runway whichever is less.
c. The length of inner edge is increased to 140 m on those aerodromes that accommodate
a code letter F aeroplane that is not equipped with digital avionics that provide steering
commands to maintain an established track during the go-around maneuver.4.3 Obstacle evaluation surfaces (OES)
Note 1.— The purpose of the obstacle evaluation surfaces is to establish the airspace
necessary to determine the acceptability of obstacles by evaluating their impact on existing
and/or intended aeroplane operations at an aerodrome. The impact is evaluated on safety,
regularity and demand of the operations identified by States.
Note 2.— The OES detailed in the following specifications address most common flight
operations and operating minima. When the flight operations differ (e.g. variance in
alignment, approach slope, approach minima) specific obstacle evaluation surfaces may
need to be established. Depending on the flight operations and procedures available at an
aerodrome, the OES may have specifications as specified in the following provisions or
may be varied to fit the operations at the aerodrome (e.g. in case of increased minima or
where circling does not occur on one side of the runway). There will be instances where
additional obstacle evaluation surfaces, beyond what are specified in this section, may be
required as the OES or its variations do not satisfactorily cover the local aeroplane
operations specific to the aerodrome.
Note 3.— Detailed specifications on the variation of the OES and their design are
contained in PANS-Aerodromes (Doc 9981).
4.3.1 General
4.3.1.1 States shall ensure that the obstacle evaluation surfaces specified in 4.5.2 have
been established to protect the existing and/or intended aeroplane operations at an
aerodrome.
4.3.1.2 Recommendation.— The characteristics and dimensions of the obstacle
evaluation surfaces should be in accordance with the provisions contained in 4.3.2 to
4.3.6.
4.3.1.3 Recommendation.— Where it is necessary to preserve the accessibility of an
aerodrome to existing and planned operations, the provisions applicable to OFS contained
in 4.4.4 to 4.4.8 should apply to the identified obstacle evaluation surface.
Note.— Detailed specifications are contained in PANS-Aerodromes (Doc 9981), Part II,
Chapter 10.
4.3.2 Horizontal surface
Note.— The purpose of the horizontal surface is to protect the airspace for circling
procedures. The horizontal surface also provides some protection for visual circuits and
terminal instrument flight procedures, including PBN approaches, early turning missed
approaches and early turning departures. The design of the horizontal surface is
consistent with the dimensions of the visual manoeuvring area provided in PANS-OPS,
(Doc 8168, Volume II, Part 1, Section 4, Chapter 7).4.3.2.1 Description.— Horizontal surface. A surface, or a combination of surfaces, located
in a horizontal plane, or in a series of horizontal planes, above an aerodrome and its
environs.
4.3.2.2 Characteristics.— The outer limits of the horizontal surface should be circular arcs
centred on runway thresholds joined tangentially by straight lines.
4.3.2.3 The height of the horizontal surface shall be measured above the aerodrome
elevation.
4.3.2.4 Recommendation.— A horizontal surface should have a radius of not less than,
and a height of not greater than, those specified in Table 4-10.
Table 4-10. Dimensions of horizontal surface
Aeroplane I IIA-IIB IIC III IV V
design
group
Radius 3350m 5350m 10750m 10750m 10750m 10750m
Height 45m 60m 90m 90m 90m 90m
Note.— Where a runway is intended for the operations of aeroplane of different aeroplane
design groups, all the horizontal surfaces specified by the radii and heights associated
with these groups are retained and the horizontal surface is composed of multiple surfaces
located at different heights above the aerodrome elevation.4.3.3 Surface for straight-in instrument approaches
Note.— The purpose of the surface for straight-in instrument approaches is to establish
the airspace where obstacles may have an impact on straight-in instrument approaches,
where the horizontal surface(s) or parts thereof are not established. As a single obstacle
evaluation surface cannot address the variety of all possible instrument approach
procedures, only most common straight-in instrument approaches other than precision
approaches are considered. The surfaces for precision approaches are established in
4.3.4.4.3.3.1 Description.— Surface for straight-in instrument approaches. A combination of
surfaces, located in a series of horizontal planes above an aerodrome and its environs.
4.3.3.2 Characteristics.— The surface for straight-in instrument approaches should consist
of:
a) a lower part corresponding to the horizontal surface applicable to ADG I; 25
b) an upper part corresponding to that part of the horizontal surface applicable to ADG II
and III extending beyond the lateral limit of the lower section and delineated by the
rectangle of following sides:
1) two shorter sides perpendicular to and centred on the runway centre line and its
extension; and
2) two longer sides extending parallel to the runway centre line and its extension
from a given distance before and after the thresholds of the runway.
Note.— The characteristics of the surface for straight-in instrument approaches specified
in 4.3.3.2 are applicable to all ADGs.
4.3.3.3 The heights of the lower section and upper section shall be measured above the
aerodrome elevation.
4.3.3.4 Recommendation.— The heights of the surface for straight-in instrument
approaches should not be greater than, and its other dimensions not less than, those
specified in Table4-11.
Table 4-11. Dimensions of surface for straight-in instrument approaches
Aeroplane design group I to V
Lower Section Height 45m
Length Horizontal OES as per
ADG I
Upper Section Height 60m
Length of shorter 7410m
side
Length of longer side 5350m
from the threshold or
thresholds4.3.4 Surface for precision approaches
Note.— The purpose of the surface for precision approaches is to establish the airspace
where obstacles may have an impact on common straight-in precision approach
procedures (using ILS or MLS, ground based augmentation system (GBAS) or satellite-
based augmentation system (SBAS) CAT I). The design of the surface is consistent with
the dimensions of the basic ILS surfaces provided in PANS-OPS (Doc 8186) Volume II,
Part II, Section I, Chapter 1. Adjustments to the surface may be necessary in case of offset
procedures.
4.3.4.1 Description.— Surface for precision approaches. A complex surface composed of:a) an approach component consisting of an inclined surface preceding the threshold;
b) a missed approach component consisting of an inclined surface located at a specific
distance after the threshold;
c) transitional components consisting of complex surfaces at a specified distance from the
runway centre line and along the approach component and missed approach component,
that slopes upwards and outwards; and
d) a lower component specified by a rectangular surface within the inner edges of the
above components.
Note.— The transitional components consist of a pair of surfaces, located on either side
of the runway centre line. Each surface of this pair is called a transitional component.
4.3.4.2 Characteristics.— The limits of the approach component of the surface for
precision approaches should comprise:
a) an inner edge of specified length, horizontal and perpendicular to the extended centre
line of the runway and located at a specified distance before the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the extended centre line of the runway to a specified distance and diverging
uniformly thereafter at another specified rate for the remainder of the length of the
approach component; and
c) an outer edge parallel to the inner edge.
4.3.4.3 The elevation of the inner edge of the approach component shall be equal to the
elevation of the midpoint of the threshold.
4.3.4.4 Recommendation.— The slope of the approach component should be measured
in the vertical plane containing the centre line of the runway and its extension.
4.3.4.5 Characteristics.— The limits of the missed approach component of surface for
precision approaches should comprise:
a) an inner edge of specified length, horizontal and perpendicular to the extended centre
line of the runway and located at a specified distance after the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the extended centre line of the runway to a specified distance and diverging
uniformly thereafter at another specified rate for the remainder of the length of the missed
approach component; and
c) an outer edge parallel to the inner edge.
4.3.4.6 The elevation of the inner edge of the missed approach component shall be equal
to the elevation of the midpoint of the threshold.Note.— In some cases, the inner edge of the missed approach component may be below
the elevation of the midpoint of the threshold, for example where runways slope upward.
4.3.4.7 Recommendation.— The slope of the missed approach component should be
measured in the vertical plane containing the centre line of the runway and its extension.
4.3.4.8 Characteristics.— The limits of the transitional component of the surface for
precision approaches should comprise:
a) a lower edge beginning on the side of the approach component at the elevation of the
upper edge and extending down the side of the approach component to the inner edge of
the approach component, from there along a line extending horizontally to the inner edge
of the missed approach component, and from there extending up the side of the missed
approach component to the upper edge; and
b) an upper edge located at 300 m above the threshold elevation.
4.3.4.9 The elevation of a point on the lower edge of the transitional component shall be:
a) along the side of the approach component and missed approach component — equal
to the elevation of the particular surface at that point; and
b) between the inner edges of the approach component and missed approach component
— equal to the elevation of the midpoint of the threshold.
Note.— In some cases, the lower edge of the transitional component may be below the
elevation of the midpoint of the threshold, for example where runways slope upward.
4.3.4.10 Recommendation.— The slope of the transitional component should be
measured in the vertical plane perpendicular to the centre line of the runway and its
extension.
4.3.4.11 Characteristics.— The limits of the lower component of the surface for precision
approaches should comprise:
a) two shorter sides corresponding with the inner edge of the approach component and
missed approach component; and
b) two longer sides corresponding with the inner edges of the transitional components.
4.3.4.12 The elevation of a point on the lower component shall be equal to the elevation
of the midpoint of the threshold.
4.3.4.13 Recommendation.— The slopes of the different components of the surface for
precision approach runways should not be greater than, and their other dimensions not
less than, those specified in Table 4-12.
Table 4-12. Dimensions of surface for precision approaches
Aerodrome Design Group I to VApproach Distance from 60m
Component threshold
Length of inner 300m
edge
1st section Length 3000m
Divergence (each 15%
side)
Slope 2%
2nd section Length 9600m
Divergence (each 15%
side)
Slope 2.5%
Missed approach Distance after 900m
component threshold
Length of inner 300m
edge
Aeroplane design group I to V
1st section Length 1800m
Divergence (each 17.48%
side)
Slope 2.5%
2nd section Length 10200m
Divergence (each 25%
side)
Slope 2.5%
Transitional Slope 14.3%
Component4.3.5 Instrument departure surface
Note.— The purpose of the instrument departure surface is to establish the airspace where
obstacles may have an impact on aircraft following an omnidirectional instrument
departure procedure. The design of the instrument departure surface is consistent with the
dimensions provided in PANS-OPS (Doc 8168, Volume II, Part I, Section 3, Chapter 4).
4.3.5.1 Description.— Instrument departure surface. An inclined surface, along the runway
centre line and its extension after the end of the take-off distance available.
4.3.5.2 Characteristics.— The limits of the instrument departure surface should comprise:
a) an inner edge of specified length, horizontal and perpendicular to the centre line of the
runway and located at the end of the take-off distance available;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified
rate from the extended centre line of the runway to a specified distance and diverging
uniformly thereafter at another specified rate for the remainder of the length of the
instrument departure surface; and
c) an outer edge parallel to the inner edge.
4.3.5.3 The elevation of the inner edge shall be 5 m above the elevation of the runway
centre line and its extension at the end of the take-off distance available.
4.3.5.4 The slope of the instrument departure surface shall be measured in the vertical
plane containing the centre line of the runway and its extension.
4.3.5.5 Recommendation.— The slope of the instrument departure surface should not be
greater than, and its other dimensions not less than, those specified in Table4-13.
Table 4-13. Dimensions of instrument departure surface
Aeroplane design group I to V
Length of inner edge 300m
Slope 2.5%
First Section Length 3500m
Divergence 26.8%
Second Section Length 8300m
Divergence 57.8%4.3.6 Take-off climb surface
Note 1.— The purpose of the take-off climb surface is to establish the airspace where
obstacles may have an impact on aircraft operating limitations during take-off under non-
critical operating conditions. The design of the take-off climb surface is consistent with the
take-off obstacle clearance limitations provided in the Aeroplane Performance Manual
(Doc 10064, Chapter 3), and Annex 6, Part I.
Note 2.— Obstacles that have no impact on aircraft operating limitations during take-off
under non-critical operating conditions could have an impact in case of engine failure or
abnormal (e.g. extreme weather conditions) and emergency situations (e.g. system
failure).
4.3.6.1 Description.— Take-off climb surface. An inclined surface beyond the end of the
take-off distance available.
4.3.6.2 Characteristics.— The limits of the take-off climb surface should comprise:
a) an inner edge horizontal and perpendicular to the centre line of the runway and located
at a specified distance beyond the end of the runway or at the end of the take-off distance
available;
b) two sides originating at the ends of the inner edge, diverging uniformly at a specified
rate from the take-off ground track to a specified final width and continuing thereafter at
that width for the remainder of the length of the take-off climb surface; and
c) an outer edge horizontal and perpendicular to the specified take-off track.
4.3.6.3 Recommendation.— The above surface should vary when take-off flight paths
involving turns are utilized; two sides originating at the end of the inner edge and diverging
uniformly at a specified rate from the extended centre line of the take-off ground track to a
specified final width, and extending thereafter parallel to the take-off ground track for the
remainder of the length of the take-off climb surface.
4.3.6.4 The elevation of the inner edge shall be equal to the highest point on the extended
runway centre line between the end of the take-off run available and the inner edge of the
take-off climb surface.
4.3.6.5 The slope of the take-off climb surface shall be measured:
a) in the vertical plane containing the centre line of the runway and its extension where
straight take-off flight path are utilized;
b) along any straight part of the take-off flight path, in the vertical plane containing the
centre line of the take-off flight path or, along any curved part of the take-off flight path, in
the vertical plane tangent with the take-off flight path where take-off flight paths involving
turns are utilized.4.3.6.6 Recommendation.— On runways intended for operations of aeroplanes with a
maximum certificated take-off mass up to 5 700 kg, the slope of the take-off climb surface
should not be greater than, and its other dimensions not less than, those specified in
Table4-14, except that:
a) a lesser length should be adopted for the take-off climb surface where such lesser length
would be consistent with procedural measures adopted to govern the outward flight of
aeroplanes; and
b) a higher slope should be adopted for the take-off climb surface where such slope would
be consistent with the operational characteristics of the critical aeroplane operating out of
the runway and the local conditions.
4.3.6.7 Recommendation.— On runways intended for operations of aeroplanes with a
maximum certificated take-off mass greater than 5 700 kg, the slope of the take-off climb
surface should not be greater than, and its other dimensions not less than, those specified
in Table 4-15, except that:
a) a lesser length should be adopted for the take-off climb surface where such lesser length
would be consistent with procedural measures adopted to govern the outward flight of
aeroplanes; and
b) a higher slope should be adopted for the take-off climb surface where such slope would
be consistent with the operational characteristics of the critical aeroplane operating out of
the runway and the local conditions.
4.3.6.8 Recommendation.— The slope of the take-off climb surface should not be
increased to facilitate the growth of obstacles.
Note.— The slope of the take-off climb surface is intended to adapt to the operations of
aeroplanes whose climb performances on take-off climb are such that a slope of 2 per
cent is not necessary. However, this slope is not intended to be increased to enable the
growth of obstacles. Specifications concerning the increase of the slope of the take-off
climb surface are contained in PANS-Aerodromes (Doc 9981), Part II, Chapter 10.
4.3.6.9 Recommendation.— The operational characteristics of aeroplanes for which the
runway is intended should be examined to see if it is desirable to reduce the slope specified
in Table 4-14 and Table 4-15 to 1.6 per cent when critical operating conditions are to be
catered to. If the specified slope is reduced, corresponding adjustment in the length of the
take-off climb surface should be made so as to provide protection to a height equal to that
reached with the slopes and lengths in Table 4-14 and 4-15.
Table 4-14. Dimensions of take-off climb surface – runways with operations of
aeroplanes with a mass up to 5 700 kgAeroplane I IIA-IIB IICa IIIa IVa Va
design
group
Distance 30m 60m - - - -
from
runway
endb
Length of 60m 80m - - - -
inner edge
Divergence 10% 10% - - - -
(each side)
Final width 380m 580m - - - -
Length 1600m 2500m - - - -
Slope 5% 4% - - - -
a. Aeroplanes with a mass up to but not including 5 700 kg generally belong to aeroplane
design groups I, IIA and IIB.
b. The take-off climb surface starts at the end of the clearway if the clearway length
exceeds the specified distance.
Table 4-15. Dimensions of take-off climb surface – runways with operations of
aeroplanes with a mass above 5 700 kg
Aeroplane I IIA-IIB IIC III IV V
design
group
Distance - - - - - -
from TODA
Length of 144m 156m 156m 172m 180m 180m
inner edge
Divergence 12.5% 12.5% 12.5% 12.5% 12.5% 12.5%
(each side)
Final width 1800ma 1800ma 1800ma 1800ma 1800ma 1800ma
Length 10000m 10000m 10000m 10000m 10000m 10000m
Slope 5% 4% 2% 2% 2% 2%
a Where given operational conditions and performances are met, the final width can be
decreased. Specifications concerning this reduction are contained in the Airport Services
Manual (Doc 9137), Part 6.4.4 Obstacle limitation requirements
Obstacle free surfaces
4.4.1 Fixed objects shall not be permitted above the inner approach surface, inner
transitional surfaces and balked landing surface and that complex surface extending
between the lower edges of the inner transitional surfaces. Visual aids required for air
navigation purposes or those objects required for aircraft safety purposes, and which must
project into the airspace above the inner approach surface, inner transitional surfaces and
balked landing surface or that complex surface extending between the lower edges of the
inner transitional surfaces are permitted.
Note.— Specifications concerning objects required for aircraft safety purposes are
provided in the Airport Services Manual (Doc 9137), Part 6 – Control of Obstacles. Such
objects may for example consist of arresting systems, arresting cables, arresting beds,
FOD detection systems, wildlife hazard equipment.
4.4.2 Visual aids required for air navigation purposes or those fixed objects required for
aircraft safety purposes and which project into the airspace above the inner approach
surface, inner transitional surfaces and balked landing surface or that complex surface
extending between the lower edges of the inner transitional surfaces shall be frangible and
mounted as low as possible.
4.4.3 Mobile objects shall not be permitted above the inner approach surface, inner
transitional surfaces, balked landing surface and that complex surface extending between
the lower edges of the inner transitional surfaces during the use of the runway for landing.
4.4.4 New objects or extensions of existing objects shall not be permitted above the
approach surface and transitional surfaces and the complex surface extending between
the lower edges of the transitional surfaces. Equipment and installations required for air
navigation or for aircraft safety purposes, and which must project into the airspace above
the approach surface and transitional surfaces or that complex surface extending between
the lower edges of the transitional surfaces are permitted.
4.4.5 Equipment and installations required for air navigation or for aircraft safety purposes
and which must project into the airspace above the approach surface and transitional
surfaces or that complex surface extending between the lower edges of the transitional
surfaces shall be frangible and mounted as low as possible.
4.4.6 Recommendation.— Existing obstacles above the approach surface, and transitional
surfaces or that complex surface extending between the lower edges of the transitional
surfaces should as far as practicable be removed.
4.4.7 States shall ensure that existing terrain and/or obstacles that cannot be removed
and penetrate the approach surface and transitional surfaces or that complex surface
extending between the lower edges of the transitional surfaces are only permitted when,after aeronautical study, it is determined that the obstacles do not adversely affect the
safety or significantly affect the regularity of operations of aeroplanes.
Note.— Detailed specifications concerning aeronautical study are provided in PANS-
Aerodromes (Doc 9981), Part II, Chapter 10.
Obstacle evaluation surfaces
4.4.8 States shall ensure that obstacles penetrating the obstacle evaluation surfaces are
only permitted when, after aeronautical study, it is determined that the obstacles do not
adversely affect the safety or significantly affect the regularity of the existing and intended
operations of aeroplane.
Note.— Detailed specifications concerning aeronautical study is given in PANS-
Aerodromes (Doc 9981), Part II, Chapter 10.
4.5 Obstacle limitation surfaces requirements
Note 1.— The requirements for obstacle free surfaces are specified on the basis of the
intended use of a runway and are intended to be applied when such use is made of the
runway.
Note 2.— The requirements for obstacle evaluation surfaces are specified on the basis of
the intended use and/or intended operations on the runway. When different obstacle
evaluation surfaces overlap each other, each individual surface must be considered as
they have specific functions.
4.5.1 Obstacle free surfaces
4.5.1.1 The following obstacle free surfaces shall be established for a non-instrument or
non-precision approach runway:
a) approach surface;
b) transitional surfaces;
c) inner approach surface; and
d) inner transitional surfaces.
4.5.1.2 The following obstacle free surfaces shall be established for a precision approach
runway:
a) Approach surface;
b) transitional surfaces;
c) inner approach surface;
d) inner transitional surfaces; and
e) balked landing surface.4.5.2 Obstacle evaluation surfaces
4.5.2.1 The following obstacle evaluation surfaces shall be established:
a) in case of circling approach and/or visual circuits — the horizontal surface specified in
4.3.2 or a specific OES;
b) in case of straight-in instrument approaches other than precision approaches, where
the horizontal surface is not established — the surface for straight-in instrument
approaches specified in 4.3.3 or a specific OES;
c) in case of precision approach procedure — the surface for precision approaches
specified in 4.3.4 or a specific OES;
d) in case of instrument departure procedure — the instrument departure surface specified
in 4.3.5 or a specific OES;
e) in case of take-off operations — the take-off climb surface specified in 4.3.6 or a specific
OES; and
f) in case of operations different from the above — specific OES.
Note 1.— Operations mentioned in f) may include curved approach, VFR circuit patterns,
etc.
Note 2.— Specifications and further guidance related to specific OES are contained in
PANS-Aerodromes (Doc 9981) and in the Airport Services Manual (Doc 9137), Part 6—
Control of Obstacles.”
4.6 Objects outside the obstacle free surfaces and obstacle evaluation surfaces
4.6.1 Recommendation.— In areas beyond the limits of the obstacle limitation surfaces, at
least those objects which extend to a height of 100 m or more above ground elevation
should be regarded as obstacles, unless an aeronautical study indicates that they do not
constitute a hazard to the operations of intended aeroplane.CHAPTER 5. VISUAL AIDS FOR NAVIGATION
5.2 Markings
5.2.4 Threshold marking
Application
5.2.4.1 A threshold marking shall be provided at the threshold of a paved instrument
runway, and of a paved non-instrument runway where the code number is 3 or 4 and the
runway is intended for use by international commercial air transport.
5.2.4.2 Recommendation.— A threshold marking should be provided at the threshold of a
paved non-instrument runway where the code number is 3 or 4 and the runway is intended
for use by other than international commercial air transport.
5.2.16 Mandatory instruction marking
Location
5.2.16.3 The mandatory instruction marking on taxiways where the code letter is A, B, C
or D OMGWS is up to but not including 9 m shall be located across the taxiway equally
placed about the taxiway centre line and on the holding side of the runway-holding position
marking as shown in Figure 5-10 (A). The distance between the nearest edge of the
marking and the runway-holding position marking or the taxiway centre line marking shall
be not less than 1 m.
5.2.16.4 The mandatory instruction marking on taxiways where the code letter is E or F
OMGWS from 9 m up to but not including 15 m shall be located on both sides of the
taxiway centre line marking and on the holding side of the runway-holding position marking
as shown in Figure 5-10 (B). The distance between the nearest edge of the marking and
the runway-holding position marking or the taxiway centre line marking shall be not less
than 1 m.
Characteristics
5.2.16.9 Recommendation.— The character height should be 4 m for inscriptions where
the code letter is C, D, E or F OMGWS is from 6 m up to but not including 15 m, and 2 m
where the code letter is A or B OMGWS is up to but not including 6 m. The inscriptions
should be in the form and proportions shown in Appendix 3.
5.3 Lights
5.3.1 General
Light intensity and control
Note.— In dusk or poor visibility conditions by day, lighting can be more effective than
marking. For lights to be effective in such conditions or in poor visibility by night, they must
be of adequate intensity. To obtain the required intensity, it will usually be necessary tomake the light directional, in which case the arcs over which the light shows will have to
be adequate and so orientated as to meet the operational requirements. The runway
lighting system will have to be considered as a whole, to ensure that the relative light
intensities are suitably matched to the same end and are maintained over time. (See
Attachment A, Section 15, and on intensity. Guidance on maintenance criteria for
aeronautical ground lights and on the use of a site standard is contained in the Aerodrome
Design Manual (Doc 9157), Part 4).
5.3.12 Runway Centre line lights
Location
5.3.12.5 Runway centre line lights shall be located along the centre line of the runway,
except that the lights may be uniformly offset to the same side of the runway centre line
by not more than 60 cm where it is not practicable to locate them along the centre line.
The lights shall be located from the threshold to the end at longitudinal spacing of
approximately 15 m. Where the serviceability level of the runway centre line lights specified
as maintenance objectives in 10.5.7 or 10.5.11, as appropriate, can be demonstrated and
the runway is intended for use in runway visual range conditions of 350 300 m or greater,
the longitudinal spacing may be approximately 30 m.
5.3.15 Rapid exit taxiway indicator lights
Application
5.3.15.1 Recommendation.— Rapid exit taxiway indicator lights should be provided on a
runway intended for use in runway visual range conditions less than a value of 350 300 m
and/or where the traffic density is heavy.
Note.— See Attachment A, Section 14.
5.3.17 Taxiway Centre line lights
Application
5.3.17.1 Taxiway centre line lights shall be provided on an exit taxiway, taxiway, de-
icing/anti-icing facility and apron intended for use in runway visual range conditions less
than a value of 350 m 300 m in such a manner as to provide continuous guidance between
the runway centre line and aircraft stands, except that these lights need not be provided
where the traffic density is light and taxiway edge lights and centre line marking provide
adequate guidance.
5.3.17.2 Recommendation.— Taxiway centre line lights should be provided on a taxiway
intended for use at night in runway visual range conditions of 350 300 m or greater, and
particularly on complex taxiway intersections and exit taxiways, except that these lights
need not be provided where the traffic density is light and taxiway edge lights and centre
line marking provide adequate guidance.5.3.17.4 Taxiway centre line lights shall be provided on a runway forming part of a standard
taxi-route and intended for taxiing in runway visual range conditions less than a value of
350 300 m, except that these lights need not be provided where the traffic density is light
and taxiway edge lights and centre line marking provide adequate guidance.
5.3.17.9 Taxiway centre line lights shall be in accordance with the specifications of:
a) Appendix 2, Figure A2-12, A2-13, or A2-14, for taxiways intended for use in runway
visual range conditions of less than a value of 350 300 m; and
b) Appendix 2, Figure A2-15 or A2-16, for other taxiways.
5.3.17.10 Recommendation.— Where higher intensities are required, from an operational
point of view, taxiway centre line lights on rapid exit taxiways intended for use in runway
visual range conditions less than a value of 350 300 m should be in accordance with the
specifications of Appendix 2, Figure A2 -12. The number of levels of brilliancy settings for
these lights should be the same as that for the runway centre line lights.
Taxiway centre line lights on taxiways 41
Location
5.3.17.13 Recommendation.— Taxiway centre line lights on a straight section of a taxiway
should be spaced at longitudinal intervals of not more than 30 m, except that:
c) on a taxiway intended for use in RVR conditions of less than a value of 350 300 m, the
longitudinal spacing should not exceed 15 m.
5.3.17.15 Recommendation.— On a taxiway intended for use in RVR conditions of less
than a value of 350 300 m, the lights on a curve should not exceed a spacing of 15 m, and
on a curve of less than 400 m radius the lights should be spaced at intervals of not greater
than 7.5 m. This spacing should extend for 60 m before and after the curve.
Note 1.— Spacings on curves that have been found suitable for a taxiway intended for use
in RVR conditions of 350 300 m or greater are:
Curve radius Light spacing
up to 400 m 7.5 m
401 m to 899 m 15 m
900 m or greater 30 m.
Taxiway centre line lights on runways
Location
5.3.17.20 Recommendation.— Taxiway centre line lights on a runway forming part of a
standard taxi-route and intended for taxiing in runway visual range conditions less than a
value of 350 300 m should be spaced at longitudinal intervals not exceeding 15 m.5.3.19 Runway turn pad lights
Application
5.3.19.1 Runway turn pad lights shall be provided for continuous guidance on a runway
turn pad intended for use in runway visual range conditions less than a value of 350 300
m, to enable an aeroplane to complete a 180-degree turn and align with the runway centre
line.
5.3.21 Intermediate holding position lights
Application
5.3.21.1 Except where a stop bar has been installed, intermediate holding position lights
shall be provided at an intermediate holding position intended for use in runway visual
range conditions less than a value of 350 300 m.
5.3.25 Visual docking guidance system
Application
5.3.25.1 A visual docking guidance system shall be provided when it is intended to
indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand and other
alternative means, such as marshallers, are not practicable.
Note.— The factors to be considered in evaluating the need for a visual docking guidance
system are in particular: the number and type(s) of aircraft using the aircraft stand, weather
conditions, space available on the apron and the precision required for manoeuvring into
the parking position due to aircraft servicing installation, passenger loading boarding
bridges, etc. See the Aerodrome Design Manual (Doc 9157), Part 4 — Visual Aids for
guidance on the selection of suitable systems.
Characteristics
5.3.25.6 The accuracy of the system shall be adequate for the type of loading passenger
boarding bridge and fixed aircraft servicing installations with which it is to be used.
5.3.28 Road-holding position light
Application
5.3.28.1 A road-holding position light shall be provided at each road-holding position
serving a runway when it is intended that the runway will be used in runway visual range
conditions less than a value of 350 300 m.
5.3.28.2 Recommendation.— A road-holding position light should be provided at each
road-holding position serving a runway when it is intended that the runway will be used in
runway visual range conditions of values between 350 300 m and 550 m.5.4 Signs
5.4.1 General
Characteristics
5.4.1.3 Signs shall be frangible. Those located near a runway or taxiway shall be
sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. The
installed height of the sign shall not exceed the dimension shown in the appropriate column
of Table 5-5., except for runway distance remaining signs (see 5.4.8).
5.4.1.4 Signs Mandatory instruction signs and information signs shall be rectangular, as
shown in Figures 5-30 and 5-31 with the longer side horizontal.
5.4.3 Information signs
Note 1.— See Figure 5-31 for pictorial representations of information signs.
Note 2.— See Chapter 7, 7.4.3 for specifications related to unserviceability signs providing
information on operational restrictions and construction works at aerodromes.
5.4.8 Runway distance remaining signs
Note 1.― The inclusion of detailed specifications for runway distance remaining signs
(RDRS) in this section is not intended to imply that an RDRS has to be provided.
Attachment A, Section 23, provides guidance on the need to provide RDRSs. Guidance
on installing RDRSs is given in the Aerodrome Design Manual (Doc 9157), Part 4.
Note 2.― Runway excursions may take place in all visibility or weather conditions. The
use of RDRS can form part of effective runway excursion prevention measures. The
purpose of RDRSs is to provide pilots with distance-to-go information to the extremity of
the runway, to enhance situational awareness and enable pilots to decide whether to
commence a go-around or to apply braking action for more efficient roll out and runway
exit speeds. It is essential that pilots operating at aerodromes with RDRS be familiar with
the purpose of these signs.
Note 3.― Provisions related to the identification of hazards and management of safety
risks, including the need for safety risk assessment related to runway safety, is available
in PANS-Aerodromes (Doc 9981), Chapter 8.
Location
5.4.8.1 Where provided, runway distance remaining signs (RDRS) shall be placed along
the full length of the runway at longitudinal spacing of approximately 300 m, parallel and
equidistant from the runway centre line.
Note.― Displaced threshold areas that are used for take-off and/or roll-out are treated as
part of the runway for purposes of locating the signs.5.4.8.2 Runway distance remaining signs shall be placed outside the edges of the runway
at a distance shown in Table 5-6.
Characteristics
5.4.8.3 Where provided, an RDRS shall consist of an inscription in white on a black
background.
5.4.8.4 The installed height of the RDRS shall not exceed the dimension shown in the
appropriate column of Table 5-6. All RDRSs on one runway shall be the same size.
Table 5-6. Location distances for runway distance remaining signs
Sign Height (mm) Perpendicular
Code number Legend Face (min.) Installed (max.) distance from
defined runway
pavement edge
to near side of
sign
1 or 2 640 760 1070 6 – 10.5 m
3 or 4 1000 1200 1520 15 – 22.5 m
3 or 4 1200 1500 1600 25m or more
Replace Figures 5-7 and 5-10 with new figures below.Modify Figure 5-15 as indicatedCHAPTER 6. VISUAL AIDS FOR DENOTING OBSTACLES
6.2 Marking and/or lighting of objects
6.2.2 Mobile objects
Lighting
6.2.2.8 Low-intensity obstacle lights on objects with limited mobility such as passenger
boarding aerobridges shall be fixed-red, and as a minimum be in accordance with the
specifications for low-intensity obstacle lights, Type A, in Table 6-1. The intensity of the
lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent
lights and the general levels of illumination against which they would normally be viewed.CHAPTER 7. VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS
7.1 Closed runways and taxiways or parts thereof
7.1.1 General
7.1.57.1.1.1 When a runway or taxiway or portion thereof is permanently closed, all normal
runway and taxiway markings shall be obliterated.
7.1.67.1.1.2 Lighting on systems provided for a closed runway or taxiway or portion thereof
shall not be operated, except as required for maintenance purposes.
Note.— Lighting on systems provided for a runway include both approach and runway
lighting systems.
7.1.77.1.1.3 In addition to closed markings, as specified in 7.1.2 and 7.1.3, when the a
closed runway or taxiway or portion thereof is intercepted by ausable runway or taxiway
which is can be used at night, unserviceability lights shall be placed across the entrance
to the closed area at intervals not exceeding 3 m (see 7.4.4 2).
7.1.2 Closed runway marking
Application
7.1.1 7.1.2.1 A closed runway marking shall be displayed on a runway or taxiway or portion
thereof which is permanently closed to the use of all aircraft.
7.1.2 7.1.2.2 Recommendation.— A closed runway marking should be displayed on a
temporarily closed runway or taxiway or portion thereof, except that such marking may be
omitted when the closing is of short duration and adequate warning by air traffic services
is provided.
Location
7.1.3 7.1.2.3 On a runway a A closed runway marking shall be placed at each end
extremity of the runway, or portion thereof, declared closed, and additional markings shall
be so placed that the maximum interval between markings does not exceed 300 m. On a
taxiway a closed marking shall be placed at each end of the taxiway or portion thereof
closed.
Characteristics
7.1.47.1.2.4 The closed runway marking shall be white and of the form and proportions as
detailed in Figure 7-1, Illustration a), when displayed on a runway, and shall be of the form
and proportions as detailed in Figure 7-1, Illustration b), when displayed on a taxiway. The
marking shall be white when displayed on a runway and shall be yellow when displayed
on a taxiway.
Note 1.— When an area is temporarily closed, frangible barriers or markings utilizing
materials other than paint or other suitable means may be used to identify the closed area.Note 2. — Procedures pertaining to the planning, coordination, monitoring and safety
management of works in progress on the movement area are specified in the PANS-
Aerodromes (Doc 9981).
7.1.3 Closed taxiway marking
Application
7.1.1 7.1.3.1 A closed taxiway marking shall be displayed on a runway or taxiway or portion
thereof which is permanently closed to the use of all aircraft.
7.1.2 7.1.3.2 Recommendation. — A closed taxiway marking should be displayed on a
temporarily closed runway or taxiway or portion thereof, except that such marking may be
omitted when the closing is of short duration and adequate warning by air traffic services
is provided.
Location
7.1.3 7.1.3.3 On a runway a closed marking shall be placed at each end of the runway, or
portion thereof, declared closed, and additional markings shall be so placed that the
maximum interval between markings does not exceed 300 m. On a A closed taxiway a
closed marking shall be placed at least at each end extremity of the taxiway or portion
thereof closed.
Characteristics
7.1.4 7.1.3.4 The closed taxiway marking shall be yellow and of the form and proportions
as detailed in Figure 7-1, Illustration ab), when displayed on a taxiway. The marking shall
be white when displayed on a runway and shall be yellow when displayed on a taxiway.
Note 1.— When an area is temporarily closed, frangible barriers or markings utilizing
materials other than paint or other suitable means may be used to identify the closed area.
Note 2.— Procedures pertaining to the planning, coordination, monitoring and safety
management of works in progress on the movement area are specified in the PANS-
Aerodromes (Doc 9981).
7.1.4 Closed runway lighting
Application
7.1.4.1 Recommendation.— Where operationally desirable, at an aerodrome provided
with runway lighting, closed runway lighting should be provided on runway (s) that are
temporarily closed or temporarily restricted for take-off.
Note 1.— The purpose of the closed runway lighting is to reduce the likelihood of
unintended landings during periods of poor visibility or at night whenever the runway
lighting must be switched on for electrical maintenance.Note 2.— In dusk or poor visibility conditions by day, lighting can be more effective than
markings.
Note 3.— The closed runway lighting is intended to be controlled either automatically or
manually by air traffic services or by the aerodrome operator.
Location
7.1.4.2 A closed runway lighting shall be placed on the centre line near each extremity of
the runway temporarily declared closed.
Note.— Placement of a closed runway lighting would enhance the situational awareness
of the runway closure to the pilot.
Characteristics
7.1.4.3 The closed runway lighting as viewed by the pilot shall be of the equivalent elevated
form and proportions as detailed in Figure 7-2, showing a minimum of five lights uniformly
spaced on each branch, with a minimum interval as specified by Table 7-1.
Table 7-1. Minimum interval between closed runway lights centres
Number of lights per branch Minimum interval between lights centres
5 1.5m
7 1.0m
9 0.8m
Note 1.— The closed runway lighting may be either fixed or mobile.
Note 2.— The fixed closed runway lighting may be formed as if shadowed (i.e. stretched)
from the equivalent elevated structure (see Appendix 3, Note 3). Guidance on the sizing
of a fixed closed runway lighting is given in the Aerodrome Design Manual (Doc 9157),
Part 4.
Note 1.— The closed runway lighting may be either fixed or mobile.
Note 2.— The fixed closed runway lighting may be formed as if shadowed (i.e. stretched)
from the equivalent elevated structure (see Appendix 3, Note 3). Guidance on the sizing
of a fixed closed runway lighting is given in the Aerodrome Design Manual (Doc 9157),
Part 4.7.1.4.4 Closed runway lights shall show flashing variable white in the direction of approach
to the runway, at a rate of one second on and one second off.
7.1.4.5 Closed runway lights shall automatically revert to fixed lights in the event of the
flashing system failure.
7.1.4.6 Closed runway lights shall be in accordance with the specifications in Appendix 2,
Figure A2-27.
7.4 Unserviceable areas
7.4.1 Unserviceability markings
Application
7.4.1.1 Recommendation.— Where operationally required, unserviceability signs should
be supplemented by unserviceability markings on the surface of the pavement.
7.4.1.2 Where it is impracticable to install an unserviceability sign in accordance with
7.4.3.1, an unserviceability marking shall be provided on the surface of the pavement.
Location
7.4.1.3 Recommendation.— Unserviceability markings should be displayed across the
surface of the taxiway or apron where necessary and positioned so as to be legible from
the cockpit of an approaching aircraft.
Characteristics
7.4.1.4 Unserviceability markings shall consist of an inscription in black upon an orange
background.
7.4.1.5 Recommendation.— The inscriptions should be in the form and proportions shown
in Appendix 3.7.4.1.6 Recommendation.— The background should be rectangular and extend a
minimum of 0.5 m laterally and vertically beyond the extremities of the inscription.
7.4 Unserviceable areas
7.4.2 Unserviceability lights
Application
7.4.1 7.4.2.1 Unserviceability markers lights shall be displayed provided on a movement
area used at night, wherever any portion of a taxiway, apron or holding bay the movement
area is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area
safely. On a movement area used at night, unserviceability lights shall be used.
Note 1.— Unserviceability markers and lights are used for such purposes as warning pilots
of a hole in a taxiway or apron pavement or outlining a portion of pavement, such as on
an apron, that is under repair. They are not suitable for use when a portion of a runway
becomes unserviceable, nor on a taxiway when a major portion of the width becomes
unserviceable. In such instances, the runway or taxiway is normally closed.
Note 2.— Procedures pertaining to the planning, coordination, monitoring and safety
management of works in progress on the movement area are specified in the PANS-
Aerodromes (Doc 9981).
Location
7.4.2 7.4.2.2 Unserviceability markers and lights shall be placed at intervals sufficiently
close so as to delineate the unserviceable area.
Note.— Guidance on the location of unserviceability lights is given in Attachment A,
Section 13.
Characteristics of unserviceability markers
7.4.3 Unserviceability markers shall consist of conspicuous upstanding devices such as
flags, cones or marker boards.
Characteristics of unserviceability lights
7.4.4 7.4.2.3 An unserviceability light shall consist of a red fixed light. The light shall have
an intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights
and the general level of illumination against which it would normally be viewed. In no case
shall the intensity be less than 10 cd of red light.
7.4.3 Unserviceability signs
Note 1.— Temporary changes to the movement area may include, inter alia, reduction in
the runway length, reduction in the maximum allowable wingspan, taxiway closure or any
other closure to the movement area. Unserviceability signs provide relevant information to
aerodrome users to maintain an acceptable level of safety during aircraft and vehicleoperations, by reducing the risk of confusion and enhancing the awareness of such
temporary changes.
Note 2.— Unserviceability signs can be used to indicate temporary closed or restricted
areas, as well as to provide information on operational restrictions to aerodrome users.
Application
7.4.3.1 Unserviceability signs shall be provided where there is an operational need to
indicate temporary changes to runway declared distances.
7.4.3.2 Recommendation.— Unserviceability signs should be provided where there is an
operational need to indicate temporary changes to taxiways and aprons.
7.4.3.3 Existing signs shall be removed or obscured at an aerodrome if they provide
inadequate or misleading information regarding unserviceability areas.
7.4.3.4 The information provided by unserviceability signs shall not be in conflict with the
information provided by the appropriate aeronautical information services.
Note .— The information provided by unserviceability signs supplements that which is
provided by the appropriate aeronautical information services unit.
Location
7.4.3.5 Unserviceability signs shall be located where operationally needed on the
movement area. The location distances on the manoeuvring area shall be as per taxiing
guidance signs in Table 5-5.
7.4.3.6 The location of unserviceability signs shall not visually obscure or provide
conflicting information with existing operationally required visual aids.
Characteristics
7.4.3.7 Unserviceability signs shall be frangible. Those located near a runway or taxiway
shall be sufficiently low to preserve clearance for propellers and the engine pods of jet
aircraft. The installed height of unserviceability signs shall not exceed the dimension for
taxiing guidance signs shown in Table 5-5.
7.4.3.8 Unserviceability signs shall be rectangular, as shown in Figure 7-3, with the longer
side horizontal.
7.4.3.9 The inscriptions on an unserviceability sign shall be in accordance with the
provisions of Appendix 4.
7.4.3.10 Unserviceability signs shall consist of an inscription in black on an orange
background. Unserviceability signs shall be supplemented by a black outline measuring
10 mm in width for runways where the code number is 1 or 2, and 20 mm in width for
runways where the code number is 3 or 4.7.4.3.11 The inscription on an unserviceability sign shall consist of a legible, clear and
simple message, only providing the useful and necessary information for the safety of the
operation.
Note.— See Figure 7-3 for examples of unserviceability signs.
7.4.3.12 Unserviceability signs shall be retroreflective in accordance with the provisions of
Appendix 4.
7.4.3.13 Recommendation.— Where there is a need to enhance the conspicuity of
unserviceability signs, they should be supplemented by two red or yellow simultaneously
flashing lights. The intensity and the beam spread of these lights should be in accordance
with the specifications in Appendix 2, Figure A2-24.
7.4.4 Unserviceability markers
Application
7.4.4.1 Unserviceability markers shall be displayed wherever any portion of a taxiway,
apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft
to bypass the area safely.
Note.— Unserviceability markers are used for such purposes as warning pilots of a hole
in a taxiway or apron pavement or outlining a portion of pavement, such as on an apron,
that is under repair. They are not suitable for use when a portion of a runway becomesunserviceable, nor on a taxiway when a major portion of the width becomes unserviceable.
In such instances, the runway or taxiway is normally closed.
Location
7.4.4.2 Unserviceability markers shall be placed at intervals sufficiently close, so as to
delineate the unserviceable area.
Characteristics
7.4.4.3 Unserviceability markers shall consist of conspicuous upstanding devices such as
flags, cones or marker boards.
Characteristics of unserviceability cones
7.4.5 7.4.4.4 Recommendation.— An unserviceability cone should be at least 0.5 m in
height and red, orange or yellow or any one of these colours in combination with white.
Characteristics of unserviceability flags
7.4.6 7.4.4.5 Recommendation.— An unserviceability flag should be at least 0.5 m square
and red, orange or yellow or any one of these colours in combination with white.
Characteristics of unserviceability marker boards
7.4.7 7.4.4.6 Recommendation.— An unserviceability marker board should be at least 0.5
m in height and 0.9 m in length, with alternate red and white or orange and white vertical
stripes.CHAPTER 8. ELECTRICAL SYSTEMS
8.1 Electrical power supply systems for air navigation facilities
Visual Aids
Application
8.1.10 Recommendation.— The following aerodrome facilities should be provided with a
secondary power supply capable of supplying power when there is a failure of the primary
power supply:
c) approach, runway and taxiway lighting as specified in8.1.6 to 8.1.9;
d) closed runway lighting, if provided in accordance with 7.1.4.1 and connected to the
primary power supply;
de) meteorological equipment;
ef) essential security lighting, if provided in accordance with 9.11;
fg) essential equipment and facilities for the aerodrome responding emergency agencies;
gh) floodlighting on a designated isolated aircraft parking position if provided in accordance
with 5.3.24.1; and
hi) illumination of apron areas over which passengers may walk.
Note.— Specifications for secondary power supply for radio navigation aids and ground
elements of communications systems are given in Annex 10, Volume I, Chapter 2.
8.2 System design
8.2.4 The electrical systems for the power supply and the control of the closed runway
lighting shall be so designed that the closed runway lighting system is operated
independently of runway lighting systems.CHAPTER 9. AERODROME OPERATIONAL SERVICES, EQUIPMENT AND
INSTALLATIONS
9.1 Aerodrome emergency planning
General
9.1.3 The plan shall coordinate the response or participation of all existing agencies which,
in the opinion of the appropriate authority, could be of assistance in responding to an
emergency.
Note 1.— Examples of agencies are:
— on the aerodrome: air traffic control units, rescue and firefighting services, aerodrome
administration, medical and ambulance services, aircraft operators, ground handling
service providers, security services, and police;
9.1.13 The plan shall be tested by conducting:
a) a full-scale aerodrome emergency exercise at intervals not exceeding two years;
and partial emergency exercises in the intervening year to ensure that any
deficiencies found during the full-scale aerodrome emergency exercise have been
corrected; and reviewed thereafter, or after an actual emergency, so as to correct any
deficiency found during such exercises or actual emergency; or
b) a series of modular tests commencing in the first year and concluding in a full-scale
aerodrome emergency exercise at intervals not exceeding three years; and
reviewed thereafter, or after an actual emergency, so as to correct any deficiency
found during such exercises or actual emergency.
9.5 Apron management service
9.5.5 Recommendation.—Aircraft should be allocated to an aircraft stand or apron area
appropriate to the aircraft characteristics.
9.5.6 Recommendation.― A risk assessment should be carried out if there is a need to
allocate aircraft parking to areas other than aircraft stands or apron areas.
Note .—The need to allocate aircraft to other areas could arise from situations such as
mass diversions, special events, adverse weather conditions, contingency requirements,
work in progress, etc..
9.5.7 Recommendation.— When allocating an aircraft to an aircraft stand, the following
parameters should be considered:
a) parking aids;b) facilities serving the aircraft stand;
c) proximity of infrastructure;
d) other parked aircraft in the neighbouring aircraft stands;
e) aircraft stand dependencies; and
f) jet blast and propeller wash related protection.
Apron Safety
9.5.5 9.5.8 An emergency vehicle responding to an emergency shall be given priority over
all other surface movement traffic.
9.5.6 9.5.9 A vehicle operating on an apron shall:
9.5.10 Aircraft shall be guided while arriving on or departing from the aircraft stand.
Note.— Means for guidance can be a visual docking guidance systems, personnel, lighting
or markings.
9.5.711 An aircraft stand shall be visually monitored in-person or remotely to ensure that
the recommended clearance distances are provided to an aircraft using the stand
maintained.
Note.— Stand dependencies may occur when multiple centre lines are used on the same
stand, creating possible variations in fixed or mobile obstacle separations with adjacent
stands.
9.5.12 Emergency stop procedures shall be in place to stop an aircraft when entering the
stand if the safety of operations on the aircraft stand is compromised.
Note.— Procedures on the training of operational personnel, and on apron safety and
operations, are specified in the PANS-Aerodromes (Doc 9981), Part II, Chapters 1 and 7.
9.5.13 Personnel, other than those required to assist the initial arrival and departure of the
aircraft, shall not be allowed to approach the aircraft when anti-collision lights are turned
on and engines are running. Note.— This does not apply to helicopter operations as per
Annex 6, Part 3.
9.5.14 Parked aircraft shall be appropriately secured to prevent any unintended
movement.
9.6 Ground servicing of aircraft Aircraft fueling – Safety considerations
9.6.1 Fire extinguishing equipment suitable for at least initial intervention in the event of a
fuel fire and personnel trained in its use shall be readily available during the ground
servicing of an aircraft fueling operations, and there shall be a means of quickly
summoning the rescue and firefighting service in the event of a fire or major fuel spill.9.6.2 When aircraft refuelling operations take place while passengers are embarking, on
board or disembarking, ground equipment shall be positioned so as to allow:
a) the use of a sufficient number of exits for expeditious evacuation; and
b) a ready escape route from each of the exits to be used in an emergency.
9.7 Ground handling
(Applicable as of 26 November 2026)
Note 1.— Ground handling can be provided by an aircraft operator, an aerodrome operator
or an independent organization. When provided by an aircraft operator or an aerodrome
operator, this organization is also considered, as a ground handling service provider
(GHSP).
Note 2.— A list of ground handling services is provided in the Manual on Ground Handling
(Doc 10121), Appendix B.
9.7.1 States shall regularly assess the impact of ground handling operations on aviation
safety.
Note.— Guidance on the assessment of the impact of ground handling operations on
aviation safety is provided in the Manual on Ground Handling (Doc 10121), Chapter 2.
9.7.2. Recommendation.— States should establish criteria for the safety oversight of
ground handling as part of their State Safety Programme (SSP).
Note 1.— Guidance on the establishment of criteria for the safety oversight of ground
handling, and approaches for safety oversight are contained in the Manual on Ground
Handling (Doc 10121)
Note 2.— Provisions on periodically reviewing the need to extend SMS to additional
aviation sectors are contained in Annex 19 – Safety Management. Examples of additional
aviation sectors can include GHSP.CHAPTER 10. AERODROME MAINTENANCE
10.5 Visual aids
10.5.1 A light shall be deemed to be unserviceable when the main beam average intensity
is less than 50 per cent of the value specified in the appropriate figure in Appendix 2. For
light units where the designed main beam average intensity is above the value shown in
Appendix 2, the 50 per cent value shall be related to that design value. For light units
where the main beam average intensity is required to be higher than the value specified
in the appropriate figure in Appendix 2, a light shall be deemed to be unserviceable when
the main beam average intensity value is less than 50 per cent of this higher value and
not the value specified in Appendix 2.
Note.— Guidance on maintenance criteria for aeronautical ground lights, on the use of a
site standard and on using a higher main beam average intensity is contained in the
Aerodrome Design Manual (Doc 9157), Part 4.
10.5.8 The system of preventive maintenance employed for a stop bar provided at a
runway-holding position used in conjunction with a runway intended for operations in
runway visual range conditions less than a value of 350 300 m shall have the following
objectives:
a) no more than two lights will remain unserviceable; and
b) two adjacent lights will not remain unserviceable unless the light spacing is significantly
less than that specified.
10.5.9 The system of preventive maintenance employed for a taxiway intended for use in
runway visual range conditions less than a value of 350 300 m shall have as its objective
that no two adjacent taxiway centre line lights be unserviceable.APPENDIX 2. AERONAUTICAL GROUND LIGHT CHARACTERISTICS
4. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-1. Isocandela diagram for approach centre line light and crossbars (white
light)
4. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-2. Isocandela diagram for approach side row light (red light)
3. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-3. Isocandela diagram for threshold light (green light)
3. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-4. Isocandela diagram for threshold wing bar light (green light)
3. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-5. Isocandela diagram for touchdown zone light (white light)
4. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-6. Isocandela diagram for runway centre line light with 30 m longitudinal
spacing (white light) and rapid exit taxiway indicator light (yellow light)
4. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-7. Isocandela diagram for runway centre line light with 15 m longitudinal
spacing (white light) and rapid exit taxiway indicator light (yellow light)
2. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-8. Isocandela diagram for runway end light (red light)
5. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.Figure A2-9. Isocandela diagram for runway edge light where width of runway is 45
m (white light)
5. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-10. Isocandela diagram for runway edge light where width of runway is
60 m (white light)
Collective notes to Figures A2-1 to A2-11, and A2-26 and A2-27
4. Average intensity ratio. The ratio between the average intensity within the ellipse
defining the main beam of a typical new light and the average light intensity of the main
beam of a new runway edge light shall be as follows:
4. The average intensity within the ellipse defining the main beam of a new light is
established as a ratio of the minimum (1.0) average intensity of a new Runway edge light.
The ratios also define the maximum allowed main beam average intensity for the lights in
the lighting system supporting runway operations. Guidance on maintenance criteria for
aeronautical ground lights and the use of a site standard is contained in the Aerodrome
Design Manual (Doc 9157), Part 4.
Figure A2-1 Approach centre line and crossbars 1.5 to 2.0 2.0 to 3.0 (white
light)
Figure A2-1 Runway edge (45 m runway width) 1.0 to 1.5 (white light)
Figure A2-10 Runway edge (60 m runway width) 1.0 to 1.5 (white light)
Figure A2-12. Isocandela diagram for taxiway centre line (15 m spacing), RELs, no-
entry bar and stop bar lights in straight sections intended for use in runway visual
range conditions of less than a value of 350 300 m where large offsets can occur
and for low-intensity runway guard lights, Configuration B
Figure A2-13. Isocandela diagram for taxiway centre line (15 m spacing), no-entry
bar and stop bar lights in straight sections intended for use in runway visual range
conditions of less than a value of 350 300 m
Figure A2-14. Isocandela diagram for taxiway centre line (7.5 m spacing), RELs, no-
entry bar and stop bar lights in curved sections intended for use in runway visual
range conditions of less than a value of 350 300 m
Figure A2-15. Isocandela diagram for taxiway centre line (30 m, 60 m spacing), no-
entry bar and stop bar lights in straight sections intended for use in runway visual
range conditions of 350 300 m or greaterFigure A2-16. Isocandela diagram for taxiway centre line (7.5 m, 15 m, 30 m spacing),
no-entry bar and stop bar lights in curved sections intended for use in runway visual
range conditions of 350 300 m or greater
Figure A2-24. Isocandela diagram for each light in low-intensity runway guard lights,
Configuration A and for flashing lights supplementing unserviceability signs
2. See collective notes for Figures A2-1 to A2-11, and A2-26 and A2-27.
Figure A2-26. Isocandela diagram for take-off and hold lights (THL) (red light)Figure A2-27. Isocandela diagram for closed runway lights (white light)
………..
APPENDIX 4. REQUIREMENTS CONCERNING DESIGN OF TAXIING GUIDANCE
SIGNS
Note.— See Chapter 5, Section 5.4, for specifications on the application, location and
characteristics of signs.
9. The forms of characters, i.e. letters, numbers, arrows and symbols for mandatory
instruction and information signs, shall conform to those shown in Figure A4-2. The width
of characters and the space between individual characters shall be determined as
indicated in Table A4-1.
Note.— Guidance on the width of characters and the space between individual characters
for RDRS is contained in the Aerodrome Design Manual (Doc 9157), Part 4 — Visual Aids.
11. The face width of mandatory instruction and information signs shall be determined
using Figure A4-4 except that, where a mandatory instruction sign is provided on one side
of a taxiway only, the face width shall not be less than:
12. The face width of runway distance remaining sign (RDRS) shall be determined using
Figure A4-5.
123. Borders
134. The colours of signs shall be in accordance with the appropriate specifications in
Appendix 1.ATTACHMENT A.
GUIDANCE MATERIAL SUPPLEMENTARY TO ANNEX 14, VOLUME I
23. Runway distance remaining signs (RDRSs)
23.1 Runway distance remaining signs (RDRSs) do not have to be provided at all
aerodromes. An aerodrome considering the installation of such signs may wish to assess
their need individually, depending on factors such as runway length, aerodrome elevation,
aerodrome geometry, traffic levels, lack of runway end safety area, lack of runway friction
and climate.
23.2 RDRSs are placed along the full length of the runway at longitudinal spacing of 300
m (±30 m), parallel and equidistant from the runway centre line as in Configurations A, B
or C, illustrated in Figure A-10. RDRSs are arranged by any of three different
configurations as shown in Figure A-10.
23.3 In Configuration A, the RDRSs consist of double-faced signs and are located on both
sides of the runway. Where the runway length is not an exact multiple of 300 m, the signs
are placed at locations where the runway total length is divided equally.
23.4 In Configuration B, the RDRSs consist of double-faced signs and are located on both
sides of the runway. Where the runway length is not an exact multiple of 300 m, one-half
of the excess distance is added to the distance of each sign from each runway extremity.
To illustrate the case where the distance between the end of the runway and the sign is
the maximum, for a runway length of 1950 m, the excess distance is 150 m and the location
of the last sign on each runway end is 300 m plus one-half of 150 m, or 375 m. This
configuration allows a maximum of 375 m at the end of the runway, but the other signs are
exactly 300 m apart. The signs may be omitted on one side of the runway because of
clearance conflict or by design.
Note.― For Configurations A and B, the signs may be omitted on one side of the runway
because of clearance conflict or by design.
23.5 In Configuration C, the RDRSs consist of single-faced signs and are located on one
side of each runway, viewed in the direction of take-off or landing. The advantage of
Configuration C is that the runway distance remaining is more accurately reflected for a
runway length that is not an exact multiple of 300 m.
23.6 An RDRS may be omitted if the sign cannot be placed within the tolerance of ±30 m.