icao 9357 part83 ** 0019357 h - bird controlbirdcontrol.it/normative/doc 9157/doc 9157 part...

ICAO 9357 P A R T 8 3 ** 484143b 0019357 475 H

DOC 9157-AN/901 Part 1 Amendment No. 1 23/.1/91

AMENDMENT NO. 1

Transmittal Note

TO THE

AERODROME DESIGN M A N U A L

Part 1. - Runways

(Second Edition - 1984)

1. Amendment No. 1 includes updated material on simultaneous operations on parallel runways and aeroplane classification by code number and letter.

Foreword Table of Contents Chapter 2 Chapter 3 Chapter 5 Chapter 6 Appendix 1 Appendix 3

Page (iii)

Pages 1-7, 1-8, 1-9 -13 Pages 1-31 to 1-34, 1-41 Page 1-42 Pages 1-45 to 1-49 Page 60

Page (VI

3 . Record the entry of this amendment on page (ii).

DOC 9 1 57-AN/90 1 Par t 1 Corrigendum No, 2 3 1/7/90

AERODROME DESIGN MANUAL

P a r t 1 . Runways (Second Edi t ion - 1984)

1.

2.

Please make the fol lowing correction by hand:

On page 1-4, Table 1-1, under column (4 ) wing span f o r code l e t t e r E, please change 60 m t o 65 m.

Record the entry o f t h i s corrigendum on page (ii).

AERODROME DESIGN MANUAL

Part 1. Runways

(Second Edition - 1984)

DOC 9 157-AN/901 Part 1 Corrigendum No. 1 21/10/88

1. Please replace the exist ing page 1-14 with the attached page 1-14.

2. Record the entry of t h i s corrigendum on page (ii).

ICAO 9157 P A R T S 1 S t m 4 8 4 1 4 1 b OOL91bO T b T m

DOC 9157-AN/901 Part 1

AERODROME DESIGN

MANUAL

PART 1

RUNWAYS

SECOND EDITION - 1984

Approved by the Secretary General and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

- ~ y

I C A O 9357 P A R T * l , t t m 4 8 4 3 4 3 6 00193b3 9Tb m

Published in separate English, French, Russian and Spanish editions by the lnternational Civil Aviation Organization. All correspondence, except orders and subscriptions, should be addressed to the Secretary General.

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ICAO 9157 P A R T t 1 t t = 4 8 4 3 4 3 6

Aerodrome Design Manual

(DOC 9157-AN/901)

Part 1

Runways

§econd.Edition - 1984

A M E N D M E N T S

The issue of amendments is announced in the ICAO Bulletin and in the monthly supplements to the Catalogue of ICAO Publications, which holders of this publication should cmtsult, These amendments are available free upon request.

.

FOREWORD

The need for manual material relating to the design of aerodromes was recognized by the Aerodromes, Air Routes and Ground Aids (AGA) Division of ICAO at its Sixth Session as early as 1957. The Air Navigation Commission, after considering the recommendations of that Division, together with other information from the Jet Operations Requirements Panel, the Third Air Navigation Conference and Regional Air Navigation Meetings, agreed to the publication of an aerodrome manual. The value of the Aerodrome Manual was reaffirmed by subsequent world-wide meetings and it was progressively revised and added to from time to time. The structure of the Aerodrome Manual was later revised and it now comprises three categories, i.e. design, planning and services manuals.

This part of the Aerodrome Design Manual fulfils the requirement for guidance material on the geometric design of runways and associated aerodrome elements, namely, runway shoulders, runway strips, runway end safety areas, clearways and stopways.

Much of the material included herein is closely associated with the specifications contained in Annex 14, Aerodromes, Volume I - Aerodrome Design and Operations. The main purpose of this document is to facilitate the uniform application of the Annex 14 specifications.

It is intended that this Manual be kept up to date. Future editions will improve on this edition on the basis of experience gained and of comments and suggestions received from users of the manual. Readers are therefore invited to send their views, comments and suggestions on this edition, in writing, to the Secretary General of ICAO.

(iii) 2 3 / 1 / 9 1 No. 1

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a

TABLE OF CONTENTS

Page

CHAPTER 1 . General ......................................................... 1-1 1.1 Introduction ....................................................... 1-1 1.2 Explanation of terms ............................................... 1-1 1.3 Aerodrome reference code ........................................... 1-3

CHAPTER 2 . Configuration Considerations .................................... 1-5

2.1 Factors relating to the siting. orientation and number of runways ......................................................... 1-5

2.2 Location of threshold .............................................. 1-9 CHAPTER 3 . Runway Length Considerations .................................... 1-11

3 . 1 Factors affecting the length of runways ............................ 1-11 3.2 Actual length of runways ........................................... 1-11 3.3 Runways with stopways and/or clearways ............................. 1-12 3.4 Calculation of declared distances .................................. 1-12 3.5 Runway length corrections for elevation,

temperature and slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15 CHAPTER 4 . Aeroplane Performance Parameters Affecting Runway Length . . . . . . . . 1-19

4.1 Operational terms .................................................. 1-19 4.2 Take-off length requirement ......................................... 1-19 4.3 Landing length requirement ......................................... 1-27

CHAPTER 5 . Physical Characteristics ........................................ 1-28

5.1 Runways ............................................................. 1-28 5.3 Runway strips ...................................................... 1-34 5.4 Runway end safety areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-38 5.5 Clearways .......................................................... 1-39 5 . 6 Stopways ........................................................... 1-40

5.2 Runway shoulders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33

CHAPTER 6 . Planning to Accommodate Future Aircraft Developments . . . . . . . . . . . . 1-42 6.1 General ............................................................ 1-42 6.2 Future aircraft trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-42

APPENDIX 1 . Aeroplane Classification by Code Number and Letter . . . . . . . . . . . . . . 1-45 6.3 Aerodrome data ..................................................... 1-42

APPENDIX 2 . The Effect of Variable Runway Slopes on Take-off Runway Lengths ...................................................... 1-51

APPENDIX 3 . Aeroplane Performance Curves and Tables for Runway Planning Purposes ..................................................... 1-57

23/1/91 No . 1

CHAPTER 1

1 . 1 INTRODUCTION

1.1 .1 I n view of t h e v i t a l f u n c t i o n of runways and c e r t a i n a s s o c i a t e d e l e m e n t s i n p r o v i d i n g f o r s a f e a n d e f f i c i e n t a i r c r a f t l a n d i n g s a n d t a k e - o f f s i t is i m p e r a t i v e t h a t i n des ign ing t hese f ac i l i t i e s accoun t be t aken of t he ope ra t iona l and phys i ca l c h a r a c t e r i s t i c s of t he ae rop lanes expec ted t o u se t he runway, as w e l l as engineering and economic considerations.

1 .1 .2 The aerodrome elements, associated with runways, which are d i r e c t l y associated with the landing and take-off of aeroplanes on runways are: runway s t r l p s , runway shoulders, stopways, clearways and runway end sa fe ty areas. This Manual i nco rpora t e s d i scuss ion on t h e p r o v i s i o n of runways and these associated e lements and summarizes specifications and guidance material r e l a t i n g t o t h e i r g e o m e t r i c d e s i g n . Pavement s t r e n g t h d e s i g n a s p e c t s are covered i n Doc 9157, Aerodrome Design Manual, P a r t 3 - Pavements.

1.2 EXPLANATION OF TERMS

Aerodrome. A de f ined area on land or water ( inc lud ing any bu i ld ings , i n s t a l l a t ions and equ ipmen t ) i n t ended t o b e u s e d e i t h e r w h o l l y o r i n p a r t f o r t h e a r r iva l , depa r tu re and su r f ace movement of a i r c r a f t .

Aerodrome e l eva t ion . The e l e v a t i o n of t h e h i g h e s t p o i n t of t h e l a n d i n g area.

Clearway. A def ined r ec t angu la r area on the ground or water under the c o n t r o l of the Appropr ia te Author i ty , se lec ted o r prepared as a s u i t a b l e area over which an aeroplane may make a p o r t i o n of i t s i n i t i a l c l i m b t o a s p e c i f i e d h e i g h t .

Displaced threshold. A t h re sho ld no t l oca t ed a t t h e e x t r e m i t y of a runway.

F r a n g i b i l i t y . A c h a r a c t e r i s t i c of a n o b j e c t t o r e t a i n i t s s t r u c t u r a l i n t e g r i t y and s t i f f n e s s up t o a d e s i r e d maximum load , bu t on impact from a g r e a t e r l o a d , t o b reak , d i s to r t o r y i e ld i n such a manner as t o p r e s e n t t h e minimum h a z a r d t o a i r c r a f t .

Ins t rument runway. One of the fol lowing types of runways intended for the ope ra t ion of a i rc raf t us ing ins t rument approach procedures :

a) Non-precision approach runway. An ins t rument runway served by v i s u a l a i d s and a non-visual a id providing a t least d i r ec t iona l gu idance adequate €or a s t ra ight- in approach.

b) Precision approach runway, category I. An ins t rument runway served by ILS and v i s u a l a i d s i n t e n d e d f o r o p e r a t i o n s down t o 60 m (200 f t ) dec i s ion he igh t and down t o a n KVR of t h e o r d e r of 800 m.

1-1

1 -2 Aerodrome Design Manual

c) Precision approach runway, category 11. An instrument runway se rved by ILS and v i s u a l a i d s i n t e n d e d f o r o p e r a t i o n s down t o 30 m (100 f t ) decis ion height and down t o a n RVR of t he o rde r of 400 m.

d) Precision approach runway, category 111. An instrument runway se rved by ILS t o and a long the sur face of t h e runway and:

A - in tended for opera t ions down t o a n KVR of the o rde r of 200 m (no dec i s ion he igh t be ing app l i cab le ) u s ing v i sua l a id s du r ing t he f i na l phase of landing;

B - in tended for opera t ions down t o a n RVR of t he o rde r of 50 m (no dec i s ion he igh t be ing app l i cab le ) u s ing v i sua l a id s fo r t ax i ing ;

C - i n t ended fo r . ope ra t ions w i thou t r e l i ance on v i s u a l r e f e r e n c e f o r l and ing o r t ax i ing .

Landing area. That par t of a movement area in t ended fo r t he l and ing o r take-of € of a i r c r a f t

Movement area. That par t of an aerodrome t o be used for the t ake-of f , l and ing and t a x i i n g of a i r c r a f t , c o n s i s t i n g of the manoeuvring area and the apron(s) .

Non-instrument runway. A runway i n t e n d e d f o r t h e o p e r a t i o n of a i r c r a f t using visual approach procedures .

Obstacle. A l l f ixed (whether temporary or permanent) and mobile objects , or p a r t s t h e r e o f , t h a t are located on an area i n t e n d e d f o r t h e s u r f a c e movement of a i r c r a f t or that extend above a d e f i n e d s u r f a c e i n t e n d e d t o p r o t e c t a i r c r a f t i n f l i g h t .

Primary runway(s). Runway(s) used i n p r e f e r e n c e t o o t h e r s whenever condi t ions permit .

Runway. A def ined rec tangular area on a land aerodrome prepared for the landing and take-off of aircraft .

Runway end sa fe ty area (RESA). AE area symmetrical about the extended runway cen t r e l i ne and ad jacen t t o t he end of t h e s t r i p p r i m a r i l y i n t e n d e d t o r e d u c e t h e r i s k of damage t o an aeroplane undershoot ing or overrunning the runway.

Runway strip, A def ined area inc lud ing t he runway and stopway, i f p r o v i d e d , intended:

a ) t o reduce the r i sk of damage t o a i r c r a f t r u n n i n g o f f a runway; and.

b ) t o p r o t e c t a i r c r a f t f l y i n g over i t during take-off o r l and ing opera t ions .

Shoulder. An area adjacent to the edge of a pavzment so prepared as t o provide a t r ans i t i on b s twean t he pavement and t h e a d j a c e n t s u r f a c e .

Threshold. The beginning of t ha t po r t ion of the runway usab le fo r l and ing .

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Part 1 . - Runways 1-3

1 . 3 AERODROME REFERENCE CODE

1.3.1 The intent of the reference code is to provide a simple method for inter- relating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities that are suitable for the aeroplanes that are intended to operate at the aerodrome. The code is composed of two elements which are related to the aeroplane performance characteristics and dimensions. Element 1 is a number based on the aeroplane reference field length and element 2 is a letter based on the aeroplane wing span and outer main gear wheel span.

1 . 3.2 A particular specification is related to the more appropriate of the two elements of the code or to an appropriate combination of the two code elements. The code letter or number within an element selected for design purposes is related to the critical aeroplane characteristics for which the facility is provided. When applying the relevant specifications in Annex 14, the aeroplanes which the aerodrome is intended to serve are first identified and then the two elements of the code.

103.3 An aerodrome reference code - code number and letter - which is selected f o r aerodrome planning purposes shall be determined in accordance with the characteristics of the aeroplane for which an aerodrome facility is intended. Further, the aerodrome reference code numbers and letters shall have the meanings assigned to them in Table 1-2. A classification of representative aeroplanes by the code number and code letter is included in Appendix 1.

1 .3 .4 The code number for element 1 shall be determined from Table 1-1, Column 1, selecting the code number corresponding to the highest value of the aeroplane reference field lengths of the aeroplanes for which the runway is intended. The aeroplane reference field length is defined as the minimum field length required for take-off at maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the certificating authority or equivalent data from the aeroplane manu- facturer. Accordingly, if 1 650 m corresponds to the highest value of the aeroplane reference field lengths, the code number selected would be ' 3 ' .

I

1.3.5 The code letter for element 2 shall be determined from Table 1 - 1 9 Column 3 , by selecting the code letter which corresponds to the greatest wing span, or the greatest outer main gear wheel span, whichever gives the more demanding code letter of the aeroplanes for which the facility is intended. For instance, if code letter C corresponds to the aeroplane with the greatest wing span and code letter D corresponds to the aeroplane with the greatest outer main gear wheel span, the code letter selected would be 'D '.

1-4 Aerodrome Design Manual

Table 1-1.- Aerodrome reference code

Code lumber

( 1 ) - 1

2

3

4

CODE ELEMENT 1

Aeroplane reference f i e l d l e n g t h

800 m up t o but not i nc lud ing 1 200 m

1 200 m up t o b u t n o t inc luding 1 800 m

1 800 m and over

Code Letter

CODE ELEMENT 2

Wing span

( 4 )

Up to but not i nc lud ing 15 m

15 m up t o but n o t i nc lud ing 24 m

24 m up t o b u t n o t i nc lud ing 36 m

36 m up t o but no t i nc lud ing 52 m

52 m up t o but no t i nc lud ing 60 m

- Outer main gear

wheel spana

( 5 )

Up t o b u t not i nc lud ing 4.5 m

4.5 m up t o b u t n o t i nc lud ing 6 m



9 m up to but .no t i nc lud ing 14 m

a. Distance between the outside edges of t h e main gear wheels. L-

ICAO 9157 PART*l, ** - 48LiLYLb 0019L70 909 - .

CNAPTEP 2

CONFI6URATION CONSIDEJUTIONS

2.1 FACTORS RELATING TO THE SITING, ORIENTATION AND NUMBER OF RUNWAYS

General

2.1.1 Many factors affect the determination of the siting, orientation and number of runways. The more important being:

a> weather, in particular the runway/aerodrome usability factor, as determined by wind distribution, and the occurrence of localized fogs;

b) topography of the aerodrome site and its surroundings;

Cl type and amount of air traffic to be served, including air traffic control aspects;

d) aeroplane performance considerations; and

e> environmental considerations, particularly noise.

2.1.2 The primary runway, to the extent other factors permit, should be oriented in the direction of the prevailing wind. All runways should be oriented so that approach and departure areas are free of obscaclas and, preferably, so that aircraft are not directed over populated areas.

2.1.3 A sufficient number of runways is required to meet air traffic demands, I.e., the number of aircraft, mixture of aircraft types and the mixture of arrivals and departures, to be accommodated in one hour during the busiest periods. The decision as to the total number of runways to be provided should also take into account the aerodrome usability factor and economic considerations.

Type of operation

2.1.4 Attention should be paid in particular to whether the aerodrome is to be used in all meteorological conditions or only in visual meteorological conditions, and whether it is intended for use by day and night or only by day.

2.1.5 When a new instrument runway is being located, particular attention needs to be given to areas over which aeroplanes will be required to fly when following instrument approach and missed approach p.rocedures, so as to ensure that obstacles in these areas or other factors will not restrict the operation of the aeroplanes for which the runway is intended.

Wind

2.1.6 The number and orientation of runways at an aerodrome should be such that the usability factor of the aerodrome is not less than 95 per cent, for the aeroplane that the aerodrome is intended to serve.

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2.1.7 I n t h e a p p l i c a t i o n of t he 95 p e r c e n t u s a b i l i t y f a c t o r i t should be assumed tha t l and ing o r t ake -o f f of aeroplanes i s , i n normal circumstances, precluded when the cross-wind component exceeds:

37 km/h (20 k t ) i n t h e case of ae rop lanes whose r e fe rence f i e ld l eng th i s 1 500 m o r o v e r , e x c e p t t h a t when poor runway braking ac t ion owing t o a n i n s u f f i c i e n t € a n g i t u d i n a l c o e f f i c i e n t of f r i c t i o n is experienced with some frequency, a cross-wind component not exceeding 24 km/h (13 k t ) should be assumed;

24 km/h (13 k t ) i n t h e case of aeroplanes whose r e f e r e n c e f i e l d l e n g t h i s 1 200 m o r up t o b u t n o t i n c l u d i n g 1 500 m; and

19 km/h (10 k t ) i n t h e case of ae rop lanes whose r e fe rence f i e ld l eng th i s less than 1 200 m.

.- -

2.1.8 The s e l e c t i o n of d a t a t o b e u s e d f o r t h e c a l c u l a t i o n of t h e u s a b i l i t y f a c t o r should be based on re l iable wind dis t r ibut ion statistics that extend over as long a perfod as poss ib l e , p re fe rab ly of no t less t h a n f i v e y e a r s . The observat ions used should be made a t least e i g h t times dai ly and spaced a t equal i n t e r v a l s of time, and should take into account the following:

a! wind statist ics u s e d f o r t h e c a l c u l a t i o n of t h e u s a b i l i t y f a c t o r are normally avai lable i n ranges of speed and direct ion and the accuracy of the resu l t s ob ta ined depends to a l a r g e e x t e n t on t h e assumed d i s t r i - bu t ion of observa t ions wi th in these ranges . In the absence of any s u r e informat ion as t o t h e t r u e d i s t r i b u t i o n , i t is u s u a l t o assume a uniform d i s t r i b u t i o n s i n c e , i n r e l a t i o n t o t h e most favourable runway o r i en ta - t i o n s , t h i s g e n e r a l l y r e s u l t s i n a s l i g h t l y c o n s e r v a t i v e f i g u r e f o r t h e u s a b i l i t y f a c t o r ;

b] t h e maximum mean cross-wind components given i n 2.1.7 r e f e r t o n o r m a l circumstances. There are some f a c t o r s which may r e q u i r e t h a t a reduct ion of those maximum values be t aken in to account a t a p a r t i c u l a r aerodrome. These include:

1) the wide var ia t ions which may e x i s t , i n h a n d l i n g c h a r a c t e r i s t i c s a n d maximum permissible cross-wind components, among d iverse types of ae rop lanes ( i nc lud ing fu tu re t ypes ) w i th in each of the th ree g roups gi-ven i n 2.1.7;

2 ) prevalence and nature of gus t s ;

3) prevalence and nature of tu rbulence ;

4 ) t h e a v a i l a b i l i t y of a secondary runway;

5) the wid th of runways;

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Part 1.- Runways 1-7

6) the runway surface conditions - water, snow, slush and ice on the runway materially reduce the allowable cross-wind component; and

7) the strength of the wind associated with the limiting cross-wind component.

2.1.9 The 95 per cent criterion recommended by Annex 1 4 is applicable to all conditions of weather; nevertheless it is useful to examine wind speed and direction for different visibility conditions. Weather records can usually be obtained from government weather bureaux. The velocities are generally grouped into 22.5 degree increments (16 points of the compass). The weather records contain the percentage of time certain combinations of ceiling and visibility occur (e.g. ceiling, 500 to 274 m; visibility, 4.8 to 9 . 7 km), and the percentage of time winds of a specific velocity occur from different directions; for example NEE, 2.6 to 4 . 6 kt. The directions are relative to true north. Often wind data for a new location have not been recorded. If that is the case, records of nearby measuring stations should be consulted. If the surrounding area is fairly level, the records of these stations should indicate the winds at the site of the proposed aerodrome. However, if the terrain is hilly, the wind pattern often is dictated by the topography, and it is dangerous to utilize the records of stations some distance from the site. In that event, a study of the topography of the region and consultation with local residents may prove useful but a wind study of the site should be initiated. Such a study would involve the installation of wind gauges and the keeping of wind records. Guidance material on the preparation and analysis of wind data for aerodrome planning purpose is given in Doc 9184, Airport Planning Manual, Part 1. - Master Planning.

Visibility conditions

2.1.10 Wind characteristics under poor visibility conditions are often quite different from those experienced under good visibility conditions. Therefore a study should be made of the wind conditions occurring with poor visibility and/or low cloud base at the aerodrome. Account should be taken of the. frequency of occurrence as well as the accompanying wind direction and speed.

Topography of the aerodrome site, its approaches and surroundings

2.1.11 Consideration should be given to the topographical features of the aerodrome and its surroundings. In particular the following should be reviewed:

a) compliance with the obstacle limitation surfaces;

b) current and future land use. The orientation and layout should be selected so as to protect as far as possible the particularly sensitive areas such as residential, school and hospital zones from the discomfort caused by aircraft noise;

c) current and future runway lengths to be provided;

d) construction costs; and

e) possibility of installing suitable non-visual and visual aids for approach-to-land.

23/1 /91 No. 1


Air traffic in the vicinity of the aerodrome

2.1.12 When considering the siting of runways the folIowing should be taken into account :

a) proximity of other aerodromes or ATS routes;

b) traffic density; and

c) air traffic control and missed approach procedures.

Environmental factors

2.1.13 Account should be taken of the effect of a particular runway alignment on wild life, the general ecology of the area and noise-sensitive areas of communities.

2.1.14 The noise level produced by aircraft operations at and around the aerodrome is generally considered a primary environmental cost associated with the facility. Most noise exposure lies within the land area immediately beneath and adjacent to the aircraft approach and departure paths. Noise levels are generally measured through some formulation of decibel level, duration, and number of occurrences. A large number of noise measuring techniques exist (see Annex 16 and Circular 205). Proper site selection and adjacent land use planning can serve to greatly reduce and possibly eliminate the noise problem associated with the aerodrome.

Parallel runways

2.1.15 The number of runways to be provided in each direction depends on the forecast of aircraft movements (see Doc 9184, Airport Planning Manual, Part 1).

2.1.16 VMC operations. Where parallel runways are provided for simultaneous use under visual meteorological conditions only, the minimum distance between their centre lines should be:

210 m where the higher code number is 3 or 4 ; 150 m where the higher code number is 2; and 120 m where the higher code number is 1.

2.1.17 IMC operations. Where parallel runways are provided for simultaneous operations under instrument meteorological conditions, the minimum separation distance between their centre lines should be:

- 1 525 m for independent parallel approaches;

- 915 m for dependent parallel approaches; - 760 m for independent parallel departures; - 760 m for segregated parallel operations;

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ICAO 9357 P A R T d L d t 484L4lb 0019L74 554


except that:

a) for segregated parallel operations the specified separation distance:

1) may be decreased by 30 m for each 150 m that the arrival runway is staggered toward the arriving aircraft, to a minimum of 300 m; and

2) should be increased by 30 m for each 150 m that the arrival runway is staggered away from the arriving aircraft;

b) lower separation distances than those specified above may be applied if, after aeronautical study, it is determined that such lower separation distances would not affect the safety of operations of aircraft.

2.1.18 Guidance on planning and conducting simultaneous operations on parallel or near-parallel instrument runways is contained fn Circular 207 - Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR).

Terminal area between parallel runways

2.1.19 To minimize taxi operations across active runways and to better utilize the area between the parallel runways, the terminal area and other operational areas may be placed between parallel runways. To accommodate these areas, greater separation distances than those recommended in the preceding paragraph may be required.

2.2 LOCATION OF THRESHOLD

2.2.1 The threshold is normally located at the extremity of a runway, if there are no obstacles penetrating above the approach surface. In some cases, however, due to local conditions it may be desirable to displace the threshold permanently (see 2.2.3). When studying the location of a threshold, consideration should also be given to the height of the ILS reference datum and the determination of the obstacle clearance limits. (Specifications concerning the height of the ILS reference datum are given in Annex 10, Volume I .>

2.2.2 In determining that no obstacle penetrates above the approach surface, account should be taken of mobile objects (vehicles on roads, trains, etc.) at least within that portion of the approach area within 1 200 m longitudinally from the threshold and of an over-all width of not less than 150 m.

2.2.4 To meet the obstacle limitation objectives of Annex 14, Volume I, Chapter 4 , the threshold should ideally be displaced down the runway for the distance necessary to ensure that the approach surface is clear of obstacles.

- 1

23/1/91 No. 1

I C A O 7357 P A R T * 3 ** 4 8 4 3 4 3 6 0017175 490 W r.


2 . 2 . 5 However, displacement of the threshold from the runway extremity will inevitably cause reduction of the landing distance available and this may be of greater operational significance than penetration of the approach surface by marked and lighted obstacles. A decision to displace the threshold and the extent of such displacement should therefore have regard to an optimum balance between the considerations of clear approach surfaces and adequate landing distance. In deciding this question, account will need to be taken of the types of aeroplanes which the runway is intended to serve, the limiting visibility and cloud base conditions under which the runway will be used, the position of the obstacles in relation to the threshold and extended centre line and, in the case of a precision approach runway, the significance of the obstacles to the determination of the obstacle clearance limit.

2 . 2 . 6 Notwithstanding the consideration of landing distance available, the selected position for the threshold should not be such that the obstacle-free surface to the threshold is steeper than 3 . 3 per cent where the code number is 4 or steeper than 5 per cent where the code numbe.r is 3 .

a 3.1.1

ICAO 9357 PART*l, ff - 4841YLb OOL=lL7b 327 m

RUBIWAY LEBETE CCMSIDERATIOlS

3.1 FACTORS AFFECTING THE LENGTH OF RUNWAYS

Factors which have a bearing on the runway length to be provided are:

a) performance characteristics and operating masses of the aeroplanes to be served;

b) weather, particularly surface wind and temperature;

c> runway characteristics such as slope and surface condition; and

d) aerodrome location factors, for example, aerodrome elevation which affects the barometric pressure and topographical constraints.

3.1.2 The relationship between runway length and aeroplane performance characteristics is discussed in Chapter 4. The greater the head wind down a runway the shorter will be the runway length required by an aeroplane taking off or landing and conversely, a tail wind increases the length of runway required. The higher the temperature the longer will be the runway required because higher temperatures create lower air densities resulting in lower output of thrust and reduced lift. The effect of runway slopes on runway length requirements is discussed in detail in Appendix 2, however it is evident that an aeroplane taking off on an uphill gradient requires more runway length than it would on a level or downhill gradient; the specific amount depends on the elevation of the aerodrome and the temperature. All other factors being equal, the higher the elevation of the aerodrome with correspondingly lower barometric pressure, the longer will be the runway required. The runway length to be provided at an aerodrome may be constrained by property boundaries or topographical features such as mountains, the sea or steep valleys.

3.2 ACTUAL LENGTH OF RUNWAYS

Primary runways

3.2.1 Except where a runway is associated with a stopway and/or clearway, the actual runway length to be provided for a primary runway should be adequate to meet the operati.onal requirements of the aeroplanes for which the runway is intended and should be not less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of the relevant aeroplanes. This requirement does not necessarily mean providing for operations by the critical aeroplanes at its maximum mass.

3.2.2 Both take-off and landing requirements need to be considered when determining the length of runway to be provided and the need for operations to be conducted in. both directions of the runway. Local conditions that may need to be considered include elevation, temperature, runway slope, humidity and the runway surface characteristics.

3.2.3 When performance data on aeroplanes for which the runway is intended are not known, the actual length of a primary runway may be determined by application of general correction factors as described in 3.5.

l-11

1-1 2 - Aerodrome Design Manual

Secondary runways ,_.-___-_ .

3.2 .4 The l eng th of a secondary runway should be de te rmined s imi la r ly to p r imary runways except that i t needs only to be adequate for those aeroplanes which require to use that secondary runway i n a d d i t i o n t o t h e o t h e r runway o r runways i n o r d e r t o o b t a i n a u s a b i l i t y f a c t o r of a t least 95 per cen t .

3 .2 .5 Flight manuals providing data on aeroplane opera t iona l requi rements and pe r fo rmance cha rac t e r i s t i c s are a v a i l a b l e f o r most modern aeroplanes. Aeroplane performance curves and tables have a lso been developed for basic runway planning purposes. Informatfon on these aeroplane performance curves and tables i s given i n Appendix 3.

3.3 RUNWAYS WITH STOPWAYS AND/OR CLEAKWAYS

3.3.1 Where a runway is as soc ia t ed w i th a stopway or clearway, an actual runway l e n g t h less than t ha t r e su l t i ng f rom app l i ca t ion of 3 .2 .2 o r 3 . 2 . 3 , as appropr i a t e , may be cons ide red s a t i s f ac to ry , bu t i n such a case any combination of runway, stopway and/or clearway provided should permit compliance with the operational requirements for take- off and landing of t he ae rop lanes t he runway is in t ended t o s e rve .

3 . 3 . 2 The dec is ion to p rovide a stopway and/or a clearway as a n a l t e r n a t i v e t o a n increased length of runway w i l l depend on t h e p h y s i c a l c h a r a c t e r i s t i c s of t h e area beyond the runway end and on the operating performance requirements of t he p rospec t ive aeroplanes. The runway, stopway and clearway lengths t o be provided are determined by the aeroplane take-off performance, but a check should also be made of the l anding d i s t ance r equ i r ed by the ae rop lanes u s ing t he runway to ensu re t ha t adequa te runway l e n g t h is provided for landing. The l e n g t h of a clearway, however, cannot exceed half t h e l e n g t h of take-off run avai lable .

3.4 CALCULATION OF DECLARED DISTANCES

3.4.1 In t roduc t ion of stopways and clearways and the use of d i s p l a c e d t h r e s h o l d s on runways has created a need f o r a c c u r a t e i n f o r m a t i o n t o be d e c l a r e d i n r e s p e c t of the va r ious phys i ca l d i s t ances ava i l ab le and su i t ab le fo r t he l and ing and t ake -o f f of aeroplanes. To g i v e e f f e c t t o th is need in unde r s t andab le meaning, t h e term "dec lared d i s t ances" is used wi th the fo l lowing four d i s tances assoc ia ted w i t h a p a r t i c u l a r

Take-off run available (TOM), i.e. t h e l e n g t h of runway dec la red ava i l - ab l e and su i t ab le fo r t he g round run of an aeroplane t ak ing of f .

Take-off d i s t a n c e a v a i l a b l e (TODA), i.e. t h e l e n g t h of the take-off run a v a i l a b l e p l u s t h e l e n g t h of the c learway, i f provided.

Accelerate s t o p d i s t a n c e a v a i l a b l e (ASDA), i.e. t h e l e n g t h of the t ake- off run a v a i l a b l e p l u s the l eng th of the stopway, i f provided.

Landing d i s tance ava i lab le (LDA), i.e. the l ength o f runway which is dec la red ava i l ab le and su i t ab le fo r t he g round run of an aeroplane landing.

*

a

a

a

. I C A O 9357 PART83 ** W 484343b 0039378 3TT R


3 . 4 . 2 Annex 1 4 , Volume I, calls for the calculation of declared distances for a runway intended for use by international commercial air transport, and Annex 15 calls for the reporting of declared distances for each direction of the runway in the State Aeronautical Information Publication (AIP). Figure 3-1 illustrates typical cases and Figure 3-2 shows a tabulation of declared distances.

3 . 4 . 3 Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity of the runway, the four declared distances should normally be equal to the length of the runway as shown in Figure 3-1A.

3 . 4 . 4 Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway as shown in Figure 3-1B.

3 . 4 . 5 Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway as shown in Figure 3-1C.

3 . 4 . 6 .Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced as shown in Figure 3-1D. A displaced threshold affects only the LDA for approaches made to that threshold; all declared distances for operations in the reciprocal direction are unaffected.

3 . 4 . 7 Figures 3-1B through 3-ID illustrate a runway provided with a clearway, a stopway or having a displaced threshold. Where more than one of these features exist then more than one of the declared distances will be modified - but the modification will follow the same principle illustrated. Figures 3-1E and 3-1F illustrate two situations where all these features exist.

3 . 4 . 8 A suggested format for providing information on declared distances is given in Figure 3 - 2 . If a runway direction cannot be used for take-off or landing, or both, because it is operationally forbidden, then this should be declared and the words "not usable" or the abbreviation "NU" entered.

3 . 4 . 9 Where provision of a runway end safety area may involve encroachment in areas where it would be particularly prohibitive to implement, and the appropriate authority considers a runway end safety area essential, consideration may have to be given to reducing some of the declared distances.

23/1/91 No. 1


A I

B CWY

C SWY

1- ASDA -1

(All above declared distances are illustrated for operations from left to right)

Figure 3-1. Illustration of declared distances

Corr. 1 21/10/88

Part 1 .- Runways 1-15 -- - -

4 4 t

a 2 RUNWAY TORA ASDA

I m I m

09 2 000 2 300 I :; 1 2 I 2 350 NU

I I

2 580 1 850 2 3 5 0 2 000

1 800 NU

Figure 3-2. Determination of declared distances

3.5 RUNWAY LENGTH CORRECTIONS FOR ELEVATION, TEMPERATURE AND SLOPE

3.5.1 As stated in 3+2.3, when the appropriate flight manual is not available the runway length must be determined by applying general correction factors. As-a first step, a basic length should be selected for the runway adequate to meet the operational requirements of the aeroplanes for which the runway is intended. This basic length is a runway length selected for aerodrome planning purposes which is required for take-off or landing under standard atmospheric conditions for zero elevation, zero wind and zero runway slope . 3.5.2 The basic length selected for.the runway should be increased at the rate of 7 per cent per 300 m elevation.

3.5.3 The length of runway determined under 3.5.2 should be further increased at the rate of 1 per cent for every l 0 C by which the aerodrome reference temperature exceeds the temperature in the standard atmosphere for the aerodrome elevation. If, however, the total correction for elevation and temperature exceeds 35 per cent, the required corrections should be obtained by means of a specific study. The operational characteristics of certain aeroplanes may indicate that these correction constants €or elevation and temperature are not appropriate, and that they may need to be modified by results of aeronautical study based upon conditions existing at the particular site and the operating requirements of such aeroplanes.

3.5.4 Where the basic length determined by take-off requirements is 900 m or over that length should be further increased at the rate of 10 per cent for each 1 per cent of the runway slope as defined in 5.1.2. Landing distance requirements may also be affected by runway slope. Appendix 2 contains detailed information on the effect of runway slopes on runway length requirements.


3.5.5 A t aerodromes where temperatuxe and humidity are both high, some a d d i t i o n t o t h e runway length determined under 3.5.4 may be necessary, even though it is not poss ib l e t o g ive exac t f i gu res fo r t he i nc reased l eng ths r equ i r ed .

Examples of t h e a p p l i c a t i o n of runway l eng th co r rec t ions

3.5.6 The fo l lowing examples i l lus t ra te the appl ica t ion of co r rec t ions .

Example 1:

a) Data:

1) runway length requi red for l anding a t sea leve l in s tandard a tmospher ic condi t ions

2) runway length required for rake-off a t a l e v e l s i t e a t sea l e v e l i n s t a n d a r d atmospheric conditions

3) aerodrome e l eva t ion

4 ) aerodrome reference temperature

5) temperature i n the s tandard a tmosphere for 150 m

6 ) runway s lope

b) Cor rec t ions t o runway t a k e o f f l e n g t h :

1) runway t ake -o f f l eng th co r rec t ed fo r e l e v a t i o n =

[ 1 700 X 0.07 X - t 1 700 = 30 "7 0

2) runway take-of f l ength cor rec ted for e l eva t ion and temperature =

E 760 X (24 - 14.025) X

t h e runway l e n g t h

2 100 m

1 700 m

150 m

24 O C

14.025OC

0.5%

1 760 m

1 936 m

I C A O 9357 P A R T f 3 f t R 484L43b 0035382 620 R '

Part 1 . - Runways 1-1 7 _ - 3 ) runway take-of f l ength cor rec ted for

e levat ion, temperature and s lope =

936 x 0.5 x 0.10 + 1 936 = I c ) C o r r e c t i o n t o runway landing length:

runway l and ing l eng th co r rec t ed fo r e l eva t ion =

2 100 X 0.07 X - 300

d ) Actual runway l eng th =

Example 2:

a) Data:

1 ) runway l e n g t h r e q u i r e d f o r l a n d i n g a t sea l eve l i n s t anda rd a tmosphe r i c cond i t ions

2 ) runway l eng th r equ i r ed fo r t ake -o f f a t a l e v e l s i t e a t sea l e v e l i n s tandard atmospheric conditions

3) aerodrome elevation

4 ) aerodrome reference temperature

5) t empera ture in the s tandard a tmosphere for 151) m

6 ) runway s lope

b) C o r r e c t i o n t o runway take-off length:

1) runway t ake -o f f l eng th co r rec t ed fo r e l e v a t i o n =

r2 1 5 0 1 500 x 0.07 x - + 500 =

2 035 m

2 175 m

2 175 m

2 100 m

2 500 m

150 m

24 O C

14.025OC

0.5x

2 587 m

I

I C A O 9357 PARTS3 ** 4 8 4 3 4 3 b 0037383 567 W

__I

1-1 8 Aerodrome Design Manual

2 ) runway t a k e - o f f l e n g t h c o r r e c t e d f o r e l e v a t i o n and tempera ture =

E 587 x ( 2 4 - 14.025) x 0.01 + 2 587 = 7 3 ) runway t a k e - o f f l e n g t h c o r r e c t e d f o r

e l eva t ion , t empera tu re and s lope =

845 x 0.05 x 0.10 + 2 845 = 1 c) Cor rec t ion t o runway landing length :

runway l a n d i n g l e n g t h c o r r e c t e d f o r e l e v a t i o n =

2 100 x 0.07 x - 300

d ) Actual runway length =

2 845 m

2 985 m

2 175 m

2 Y85 m

AEROPLANE PERFORMANCE PARAMETERS AFFECTNG RUNWAY LWGTB

4.1 OPERATIONAL TERMS

4.1 Before discussing the relationship between aeroplane performance parameters and runway length requirements it is necessary to explain the following operational terms :

a) Decision speed (VI) is the speed chosen by the operator at which the pilot, having recognized a failure of the critical engine, decides whether to continue the flight or initiate the application of the first retarding device. If the engine failure occurs before the decision speed is reached, the pilot should stop; if failure occurs later, the pilot should not stop but should continue the take-off. AE a general rule a decision spaed is selected which is lower or at most equal to the take-off safety speed V2. It should however exceed the lowest speed at which the aeroplane can still be controlled on or near the ground i n the case of failure of the most critical engine; this speed may be given in the aeroplane flight manual.

b) Take-off safety speed (V2) is the minimum speed at which the pilot is allowed to climb after attaining a height of 10.7 m (35 ft) to maintain at least the minimum required climb gradient above the take-off surface during a take-off with one engine inoperative.

c) Rotation speed (V,) is the speed at which the pilot initiates rotation of the aeroplane to cause raising of the landing gear.

d) Lift-off speed (VLOF) in terms of calibrated airspeed, is the speed at which the aeroplane first becomes airborne.

4.2 TAKE-OFF LENGTH REQUIREMENT

4.2.1 The aeroplane performance operating limitations require a length which is enough to ensure that the aeroplane can, after starting a take-off, either be brought safely to a stop or complete the take-off safely. For the purpose of discussion it is supposed that the runway, stopway and clearway lengths provided at the aerodrome are only just adequate for the aeroplane requiring the longest take-off and accelerate-stop distances, taking into account its take-off mass, runway characteristics and ambient atmospheric conditions. Under these circumstances, there is for each take-off a speed, called the decision speed (Vi); below this speed the take-off must be abandoned if an engine fails, while above it the take-off must be completed. A very long take-off run and take-off distance would be required to complete a take-off when an engine fails before the decision speed is reached because of the insufficient speed and the reduced power available. There would be no difficulty in stopping in the remaining accelerate- stop distance available provided action is taken immediately. In these circumstances the correct course of action would be to abandon the take-off.

1-19

I C A O 9157 P A R T * 1 ** W 484141b 0019185 3 3 T W

1-20 - Aerodrome Design Manual

4.2.2 On the o ther hand , i f an engine fa i l s a f te r the dec is ion speed i s reached the aeroplane w i l l have suf f ic ien t speed and power avai lable to complete the take-off safely in the remaining take-off dis tance avai lable . However, because of the high speed t h e r e would be d i f f i cu l ty i n s topp ing t he ae rop lane i n t he r ema in ing acce le ra t e - s top d is tance ava i lab le .

4.2.3 The decis ion speed i s not a f ixed speed for any aeroplane , bu t can be s e l e c t e d by t h e p i l o t w i t h i n limits t o s u i t t h e a c c e l e r a t e - s t o p and take-off distance avai lable , aeroplane take-off mass, runway characterist ics, and ambient atmospheric condi t ions a t the aerodrome. Normally, a higher decis ion speed is s e l e c t e d as t h e acce le ra t e - s top d i s t ance ava i l ab le i nc reases .

4.2.4 A v a r i e t y of combinations of acce lera te -s top d i s tances requi red and take-off d i s tances requi red can be ob ta ined to accommodate a p a r t i c u l a r a e r o p l a n e t a k i n g i n t o account the aeroplane take-off mass, runway characterist ics, and ambient atmospheric condi t ions. Each combination requires i ts pa r t i cu la r l eng th of take-off run.

4.2.5 The most f ami l i a r ca se is where the decision speed is such that the take-off d i s tance requi red is equa l t o t he acce le ra t e - s top d i s t ance r equ i r ed ; t h i s va lue is known as the balanced f ie ld length. Where stopway and clearway are not provided, these d i s t a n c e s arr, both equal to the runway length. However, i f l a n d i n g d i s t a n c e is f o r t h e moment ignored, runway is n o t e s s e n t i a l f o r t h e whole of the ba lanced f ie ld l ength , as the take-off run required is, of course, less than the ba lanced f ie ld l ength . The balanced f ie ld length can, therefore , be provided by a runway supplemented by an equal l eng th of clearway and stopway, i n s t ead of wholly as a runway. I f t h e runway is used for take-off i n both d i rec t ions , an equal l ength of clearway and stopway has to be ;3rovided a t each runway end. The saving i n runway l eng th is, therefore, bought a t t h e c o s t of a grea te r overa l l l ength .

4.2.6 I n case economic considerat ions preclude the provis ion of stopway and, as a cesul t only runway and clearway are t o be provided, the runway l eng th (neg lec t ing landing requirements) should be equal to the acce le ra te -s top d i s tance requi red o r the cake-off run required whichever i s t h e g r e a t e r . The take-of f d i s tance ava i lab le w i l l be the l ength of t he runway plus the length of clearway.

4.2.7 The minimum runway l eng th and t h e maximum stopway or c learway length to b e provided may be determined as fo l lows , f rom the da ta in the Aeroplane F l igh t Manual f o r the aeroplane considered t o be cr i t ical from the view po in t of runway length requi re - ments:

a) i f a stopway is economica l ly poss ib le , the l engths to be provided a re those for the ba lanced f ie ld l ength . The runway l e n g t h i s the take-off run required or the landing distance required, whichever i s the g rea t e r . I f t he acce le ra t e - s top d i s t ance r equ i r ed is g rea t e r t han t he runway l eng th so determined, the excess may be provided as stopway, usually a t each end of the runway. I n a d d i t i o n , a clearway of t h e same length as t h e stopway must a l s o be provided;

b ) i f a stopway is n o t t o be provided, t h e runway l eng th i s the landing d i s t a n c e r e q u i r e d , o r i f i t is grea te r , the acce le ra te -s top d i s tance required which corresponds to the lowest practical value of t he dec i s ion speed. The excess of the take-off dis tance required over the runway l eng th may be provided as clearway, usually a t each end of t he runway.

Part 1 .- Runways 1-21 -

4.2.8 In addition to the above consideration the concept of clearways in certain circumstances can be applied to a situation where the take-off distance required for all engines operating exceeds that required for the engine failure case.

4.2.9 The economy of a stopway can be entirely lost if, after each usages it must be regraded and compacted. Therefore, it should be designed to withstand at Least a certain number of loadings of the aeroplane which the stopway is intended to serve without inducing structural damage to the aeroplane.

4.2.10 Taking as a schematic illustration (Figure 4-1 (a)) the case of an aeroplane standing at the entrance end A of a runway, the pilot starts his take-off, the aeroplane accelerates and approaches the decision speed (V,) point B . A sudden and complete failure of an engine is assumed to occur and is recognized by the pilot as the decision speed (VI) is attained. The pilot can either:

- brake until the aeroplane comes to a standstill at point P (the accelerate- stop distance); or

- continue accelerating until he reaches the rotation speed (V,), point C, at which time he rotates and becomes airborne at the lift-off speed (VLOF), point D, after which the aeroplane reaches the end of the take-off run, point X, and continues to the 10.7 m (35 ft) helght at the end of .the take-off distance, point Z.

4.2.11 Figure 4-1 (b) illustrates a normal all-engines operating case where d f l and d' are similar to d and d3, respectively, in Figure 4-1 (a)

4.2.12 The engine-inoperative take-off and accelerate-stop distances will vary according to the selection of the decision speed (Vl). If the decision speed is reduced, the distance to point B (Figure 4-1 (a)) is reduced, as is the accelerate-stop distance; but the take-of5 run and take-off distances are increased as a larger part of the take-off manoeuvre is carried out with an engine inoperative. Figure 4-2 illustrates the probable relationship which may exist between the accelerate-stop distances, the take-off distances, and the take-off runs with respect to variations in the decision speed, (V1), within the limits stated in 4.1.1

4.2.13 The take-off performance characteristics of a given aeroplane will not necessarily encompass the range of decision speeds shown in Figure 4-2. Rather, under specified conditions, an individual aeroplane may be found to be restricted to within one of the areas indicated by the horizontal brackets a, b or C. In the case illustrated by bracket a, the take-off distance with an engine inoperative is critical. The logical selection of V1, point (I), would be t o have it equal V2 or VR depending on the aeroplane's take-off characterlstics. In the case illustrated by bracket b, the accelerate-stop distance is critical from the V 2 speed down to a point where ground controllability may become critical. The logical selection of V 1 would be to keep it as low as is practical, point (2). In the case illustrated by bracket c, which is the more general case, the accelerate-stop distance is critical at V 1 speeds near the V 2 speed and the take-off distance is critical at speeds near the minimum speed for controllability his case the V 1 speed selected is usually the optimum, i.e. the V 1 at which the two distances are equal, point ( 3 ) . If the all-engines operating take-off distance is critical in one or more of the cases cited, the range of possible V 1 speeds is somewhat enlarged because that distance is independent of the V I speed.


4.2.14 It w i l l be s e e n t h a t t h e t o t a l l e n g t h r e q u i r e d is t h e l e a s t i n t h e case of t h e optimum decis ion speed (VI), and t h i s i s always true. Normally, therefore, the runway should be constructed t o th i s l eng th . However, t h e p a r t of the acce le ra te -s top d is tance no t requi red for the t ake-of f run ( the l ength B i n F i g u r e 4 - 3 ) w i l l be used very ra re ly and may t he re fo re be constructed more economically than the p a r t A required f o r take-off run, i.e. the runway i t se l f . Fur ther , dur ing take-of f , the l ength B + C w i l l only be f lown ove r du r ing t he i n i t i a l c l imb t o t he he igh t spec i f i ed i n Annex 6 and i s not expec ted to bear the mass of t h e a i r c r a f t ; i t requ i r e s on ly t o be c l e a r of obstacles .

Part 1. - Runways 1-23 -

TAKE-OFF RUN (TOR)

- ACCELERATE-STOP DISTANCE (ASD) - d TAKE-OFF DISTANCE (TOD) - d3

(a] CRITICAL ENGINE INOPERATIVE

L

I

FIGURE 4-1

4.2.15 I n certain circumstances, the construction of runways with surfaces such as stopways and clearways may prove t o be more advantageous than the construction of conventional runways. The choice between a solution involving a conventional runway and one i n which a combination of these surfaces is used, will depend on the local physical and economic conditions; size and clearances of the site, soil characteristics, possibility of acquiring land, plans f o r future development, nature and cost of


available materials, time interval required for carrying out the work, acceptable level of maintenance charges, etc. In particular, the construction of stopways at each end of the runway (since there are normally two directions for take-off) may frequently be an economical first stage in the extension of an existing runway. The stopways, which are not used for landings and are used by the aeroplane only in exceptional cases during take-off, can frequently be provided without considerable expenditure, and theiz establishment is operationally equivalent for the aeroplane to a lengthening of the runway .

S (distance]

I C I

I a I - } 1.15dh(TOD)

i & l I I

I

I 1 I

"1

Figure 4-2

4.2.16 In order to choose between the non-conventional runway and the preferred conventional runway, it is necessary to determine the proportions of clearway or clearway/stopway which may be provided. Figure 4-3 illustrates how this can be done for a particular aeroplane under one set of conditions of altitude, temperature, take-off mass, etc. A s shown above, the distance for the take-off run, the take-off distance and the accelerate-stop distance for a particular aeroplane during take-off depend on the choice of the decision speed VI. Within a certain range (as noted in 4.1.1) any value of V I can be chosen and consequently many combinations of runway, stopway and clearway would appear to be possible. The minimum requirements for the design of a non- conventional runway will normally include a runway and a clearway, or a runway and a combination clearway/stopway, depending on the V1 speeds used. This is illustrated in Figure 4-3.

4.2.17 Expansion of a conventional runway to a non-conventional runway to accommodate an increase in mass of the critical aeroplane is illustrated in Figure 4-4. In Figure 4-4 (a), the critical aeroplane uses the optimum V1 speed, point 3, at mass WO on the existing runway. With the mass increased to W1, the optimum Vl speed is somewhat increased, point 3 ' . The mass increase is limited to that which results in take-off run (dl) equal to the length of runway. The additional take-off distance and

Part 1 .- Runways 1-25 -

S (distance

S (distance

I I

I 1 I 1 C

a b

V 1 (a) ENGINE INOPERATIVE CRITICAL

1 I

r 1

I

V1 ( b ) ALL ENGINES OPERATING CRITICAL

Figure 4-3


accelerate-stop distance can be accommodated by a combination clearway/stopway. In Figure 4-4 (b), two cases are cited. In the first case, the aeroplane's V I speed is at point 1. The new V 1 speed, point l ' , would increase if the initial climb out speed (V2) increased due to the mass change. The mass increase is limited to that which would result in a take-off run (dl) at mass W 1 equal to the take-off distance (d3) at mass Woe The increase in take-off distance can be accommodated by a clearway. I n the second case, the aeroplane's V I speed is at point 2. The V 1 speed, point 2', would probably be held constant. The mass increase would be limited by the increased take-off distance d 3 at mass W 1 if a clearway was not to be provided. The increase in accelerate-stop distance can be accommodated by a stopway. Note that any further increase in mass will require the use of a combined clearway/stopway. The effect caused by the all-engines-operating case can readily be seen by a comparison of Figure 4 - 3 , (a) and (b). Lower values of V 1 are of no interest since they result in both greater take- off run and take-off distance.

w1 . 7 ' b

5 (distance)

EXIST ING RUNW

I WO = initial aircraft mass W1 = final aircraft mass

a v1 b

Figure 4-4

I C A O 9157 PART*3 ** m 48434Lb 0039392 5 7 T m

P a r t 1 .- Runways 1-21

a 4.2.18 The runway length determined f rom the take-off performance char ts i s t h e g r e a t e r of e i t h e r :

a ) the b a l a n c e d f i e l d l e n g t h , t h a t is, t h e runway l e n g t h r e q u i r e d when t h e take-of f d i s tance wi th one engine inopera t ive and acce lera te -s top d i s t a n c e are e q u a l ; o r

b) 115 pe r cen t of the t ake-of f d i s tance wi th a l l eng ines ope ra t ive .

4.3 LANDING LENGTH REQUIREMENT

403.1 Although landing lengths are normally not: cr i t ical , aeroplane l anding per formance char t s should be consul ted to check tha t runway l eng th r equ i r emen t s fo r take-of€ provide adequate runway l eng th fo r l and ing . In g e n e r a l t h e l a n d i n g l e n g t h i s determined so as t o p r o v i d e f o r an ae rop lane l and ing , a f t e r c l ea r ing a l l o b s t a c l e s i n the approach path by a safe margin, and s topping safely. Al lowance shal l be made f o r va r i a t ions i n t he app roach and l and ing t echn iques of p a r t i c u l a r a e r o p l a n e s , i f s u c h allowance has not been made i n t h e s c h e d u l i n g of performance data. The runway l e n g t h determined from a landing performance char t is the ae rop lane ' s l and ing d i s t ance r equ i r ed divided by 0 .6 . Where t h e l e n g t h of runway requi red for l a n d i n g i s g r e a t e r t h a n t h a t r equ i r ed fo r t he t ake -o f f run, t h i s w i l l determine the minimum l e n g t h of runway required.

CHAPTER 5

PHYSICAT. CHARACTERISTICS

5.1 RUNWAYS

WFdth

5.1.1 The width of a runway should be no t less than the appropriate dimension s p e c i f i e d i n the fo l lowing tabula t ion :

I Code Letter

lode Number A B

a

a 1 18 m 18 m

2 23 m 23 m

3 30 m 30 m

4 -- -- I C

23 m

30 m

30 m

45 m

D l a. The width of a prec is ion approach runway should b e no t less

than 30 m where the code number i s 1 o r 2.

Longi tudina l s lopes

5.1.2 The slope computed by d iv id ing the d i f fe rence be tween the maximum and minimum e l e v a t i o n along t h e runway c e n t r e l i n e by t h e runway length should not exceed:

1 per cent where the code number is 3 o r 4 ; and

2 p e r cent where the code number i s 1 or 2.

Along no p o r t i o n of a runway shou ld t he l ong i tud ina l slope exceed:

1.25 p e r cent where the code number is 4 excep t t ha t : f o r t he f i r s t and las t q u a r t e r of t he l eng th of t h e runway the l ong i tud ina l s lope shou ld no t exceed 0.8 per cen t ;

l b 5 per cent where the code number i s 3 e x c e p t t h a t f o r t h e f i r s t a n d l a s t q u a r t e r of the l eng th of a precis ion approach runway category I1 o r I11 the longi tudina l s lope should no t exceed 0.8 p e r cen t ; and

2 per cen t where the code number is 1 o r 2.

1-28

P a r t 1.- Runways 1-29

Longi tudinal s lope changes

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

1.5 per cent where the code number i s 3 o r 4 ; and

2 p e r cent where the code number is 1 o r 2.

5.1.5 The t ransi t ion f rom one s lope to another should be accomplished by a curved s u r f a c e w i t h a rate of change not exceeding:

0.1 per cen t per 30 m (minimum rad ius of cu rva tu re of 30 000 m) where t h e code number i s 4;

0.2 per cen t per 30 m (minimum r a d i u s of curva tu re of 15 000 m) where t h e code number i s 3; and

S i g h t d i s t a n c e

5.1.6 Where slope changes cannot be avoided, they should be such that 'there w i l l be an unobs t ruc ted l ine of s i g h t from:

any point 3 m above a runway t o a l l o t h e r p o i n t s 3 m above the runway w i t h i n a d i s t a n c e of a t lease h a l f t h e l e n g t h of t h e runway where the code le t ter i s C , D o r E ;

any point 2 m above a runway t o a l l o t h e r p o i n t s 2 m above the runway w i t h i n a d i s t a n c e of a t least h a l f t h e l e n g t h of t h e runway where the code l e t te r is B; and

any point 1.5 m above a runway t o a l l o t h e r p o i n t s 1.5 m above the runway w i t h i n a d i s t a n c e of a t least h a l f t h e l e n g t h of t h e runway where t h e code le t te r is A.

Distance between slope changes

5.1.7 Undula t ions o r apprec iab le changes in s lopes loca ted c lose toge ther a long a runway should be avoided. The d is tance be tween the po in ts of i n t e r s e c t i o n of two successive curves should not be less than:

a) t h e sum of the absolute numerical values of the cor responding s lope changes mult ipl ied by the appropr i a t e va lue as follows:

30 000 m where the code number is 4 ;

15.000 m where the code number is 3; and

5 000 m where the code number i s 1 o r 2; o r


b) 45 m;

whichever is greater.

5.1.8 The following example illustrates how the distance between slope changes is to be determined (see Figure 5-1):

D for a runway where the code number is 3 should be at least 15 000 (lx-yl + ( y - z ( ) m

Ix-yI being the absolute numerical value of x-y

Iy-zI being the absolute numericax value of y-z

Assuming x = +0.01 y = -0.005 z = +0.005

then Ix-yl = 0.015

Iy-21 = 0.01

To comply with the specifications, D should be not less than:

15 000 (0.015 + 0.01) m, that is, 15 000 x 0.025 = 375 m

D in€ersection t

Figure 5-1. Profile on centre line of runway

Transverse slopes

5.1.9 To promote the most rapid drainage of water, the runway surface should, if practicable, be cambered except where a single crossfall from high to low in the direction of the wind most frequently associated with rain would ensure rapid drainage. The transverse slope should ideally be:

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

2 per cent where the code letter is A or B;


but in any event should not exceed 1.5 per cent or 2 per cent, as applicable, nor be less than 1 per cent except at runway or taxiway intersections where flatter slopes may be necessary. For a cambered surface the transverse slope on each side of the centre line should be symmetrical. On wet runways with cross-wind conditions the problem of aquaplaning from poor drainage is apt to be -accentuated.

5.1.10 The transverse slope should be substantially the same throughout the length of a runway except at an intersection with another runway or a taxiway where an even transition should bs provided talcing account of the need for adequate drainage. Guidance on transverse slope is given in Doc 9157, Aerodrome Design Manual, Part 3 . - Pavements.

Combined s loues

5.1.11 When a runway is planned that will combine the extreme values for the longitudinal slopes and changes in slope combined with extreme transverse slopes, a study should be made to ensure that the resulting surface profile will not hamper the operation of aeroplanes.

Strength

5.1.12 A runway should be capable of withstanding the traffic of aeroplanes the runway is intended to serve. For details of pavement design tnethods refer to Part 3 of the Aerodrome Design Manual.

Surf ace

5.1.13 The surface of a runway should be constructed without irregularities that would result in loss in braking action or otherwise adversely affect the take-off or landing of an aeroplane. Surface irregularities may adversely affect the take-off or landing of an aeroplane by causing excessive bouncing, pitching, vibration, or other difficulties in the control of an aeroplane. Additional guidance is included in Part 3 of the Aerodrome Design Manual.

5.1.14 In adopting tolerances €or runway surface irregularities, the following standard of construction is achievable for short distances of 3 m and conforms to good engineering practice :

Except across the crown of a camber or across drainage channels, the finished surface of the wearing course is to be of such regularity that when tested with a 3 m straight-edge placed anywhere in any direction on the surface there is no deviation greater than 3 mm between the bottom of the straight-edge and the surface of the pavement anywhere along the straight- edge.

5.1.15 Caution should also be exercised when inserting runway lights or drainage grilles in runway surfaces to ensure that adequate smoothness of the surface is maintained.

5.1.16 The operation of aircraft and differential settlement of surface foundations will eventually lead to increases in surface irregularities. Small deviations in the above tolerances will not seriously hamper aircraft operations. In general .isolated irregularities of the order of 2.5 cm to 3 cm over a 45 m distance are tolerable. Exact guidance on the maximum acceptable irregularity cannot be given as it varies between

2 3 / 1 / 9 1 No. 1


aircraft and, even for a certain type of aircraft, depends upon its mass, mass distribution, undercarriage characteristics and speed. A sequence of wave-like runway surface irregularities, each separately being considered acceptable, could potentially induce great dynamic loads on the aircraft undercarriage or severe vibrations which could impair the readability of the cockpit instruments.

5.1 .17 Determination of the dynamic loads on an aircraft during the landing or take-off run on an uneven runway surface can of course be accomplished by measuring the actual response of an aircraft rolling over that surface. Tests by one State have shown that use of a ground-run simulation model to determine the forces acting on an aircraft undercarriage when rolling over an actually measured or planned surface profile results in a very useful tool for objectively judging the quality of a runway or taxiway surface. With this method the effects of modifications of the surface on aircraft response can be analysed before those modifications have been carried out, thus eliminating many uncertainties about the results, and the modifications to be proposed can be assessed from a cost-benefit point of view. In the simulation model, acceptability of surface unevenness is related to the loads acting on the undercarriage of the aircraft which are considered critical for this purpose.

5 .1 .18 Deformation of the runway with time may also increase the possibility of the formation of water pools. Pools as shallow as approximately 3 mm in depth, particularly if they are located where they are likely to be encountered at high speed by landing aeroplanes, can induce aquaplaning which can then be sustained on a wet runway by a much shallower depth of water. It is, of course, especially necessary to prevent pools from forming whenever there is a possibility that they might become frozen.

Surface texture

5.1 .19 The surface of a paved runway shall be s o constructed as to provide good friction characteristics when the runway is wet. Evaluation and operational experience have shown that properly engineered and maintained asphaltic or portland cement concrete surfaces meet these criteria. This does not preclude the use of other materials which meet these criteria.

5 . 1 . 2 0 Measurements of the friction characteristics of a new or resurfaced runway should be made with a continuous friction measuring device using self-wetting features in order to assure that the design objectives with respect to its friction characteristics have been achieved. Guidance on friction characteristics of new runway surfaces is given in Attachment A, Section 7 of Annex 14, Volume I. Additional guidance is included in- the Airport Services Manual, Part 2.

5 . 1 . 2 1 The average surface texture depth of a new surface should be not less than 1 . 0 mm. This normally requires some form of special surface treatment. The grease and sand patch methods as described in Doc 9137, Airport Services Manual, Part 2. - Pavement Surface Conditions, are two methods currently used for measuring surface texture.

5 . 1 . 2 2 When the surface is grooved or scored, the grooves or scorings should be either perpendicular to the runway centre line or parallel to non-perpendicular transverse joints, where applicable. Guidance on methods for improving the runway surface texture is given in Part 3 of the Aerodrome Design Manual.

23/1/91 No. 1

~= _ _ - -

ICAO 7157 P A R T S 1 t f m 4 8 4 1 4 1 b 0017178 T98 m


5 . 2 RUNWAY SHOULDERS

General

5.2.1 Runway shoulders should be provided for a runway where the code letter is D or E, and the runway width is less than 60 m.

5 . 2 . 2 The shoulder of a runway or stopway should be prepared or constructed so as to minimize any hazard to an aeroplane running off the runway or stopway. Some guidance is given in the foilowing paragraphs on certain special problems which may arise, and on the further question of measures to avoid the ingestion of loose stones or other objects by turbine engines.

5 . 2 . 3 In some cases, the bearing strength of the natural ground in the strip may be sufficient, without special preparation, to meet the requirements for shoulders. Where special preparation is necessary, the method used will depend on local soil conditions and the mass of the aeroplanes the runway is intended to serve. Soil tests will help in determining the best method of improvement (e.g. drainage, stabilization, surfacing, light paving).

5 . 2 . 4 Attention should also be paid when designing shoulders to prevent the ingestion of stones or other objects by turbine engines. Similar considerations apply here to those which are discussed for the margins of taxiways in the Aerodrome Design Manual, Part 2. - Taxiways, Aprons and Holding Bays, both as to the special measures which may be necessary and as to the distance over which such special measures, if required, should be taken.

5 . 2 . 5 Where shoulders have been treated specially, either to provide the required bearing strength or to prevent the presence of stones or debris, difficulties may arise because of a lack of visual contrast between the runway surface and that of the adjacent strip. This difficulty can be overcome either by providing a good visual contrast in the surfacing of the runway or strip or by providing a runway side stripe marking.

5 . 2 . 6 Guidance on characteristics and treatment of runway shoulders is given in Part 2 of the Aerodrome Design Manual.

5 .2 .7 The runway shoulders should extend symmetrically on each side of the runway so that the over-all width of the runway and its shoulders is not less than 60 m.

Slopes

5 .2 .8 The surface of the shoulder that abuts the runway should be flush with the surface of the runway and its transverse slope should not exceed 2 .5 per cent.

Strength

5 . 2 . 9 A runway shoulder should be prepared or constructed so as to be capable, in the event of an aeroplane running off the runway, of supporting the aeroplane without inducing structural damage to the aeroplane and of supporting ground vehicles which may operate on the shoulder.

23/1/91 No. 1


5 . 3 RUNWAY STRIPS

General

A runway and any associated stopways shall be included in a strip.

Length

A strip should extend, before the threshold and beyond the end of the runway or stopway, for a dislance of at least:

60 m where the code number is 2, 3 or 4 ;

60 m where the code number is 1 and the runway is an instrument one; and

30 m where the code number is 1 and the runway is a non-instrument one.

Width

5 . 3 . 3 A strip including a precision approach runway shall, wherever practicable, extend laterally for a distance of at least:

I 150 m where the code number is 3 or 4 ; and

75 m where the code number is 1 or 2;

I on each side of the centre line of the runway and its extended centre line throughout the length of the strip.

I 5 . 3 . 4 A strip including a non-precision approach runway should oxtend laterally to a distance of at least:

150 m where the code number is 3 or 4 ; and

75 m where the code number is 1 or 2;

on each side of the centre line of the runway and its extended centre line throughout the length of the strip.

5 . 3 . 5 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, €or a distance of at least:

75 m where the code number is 3 or 4 ;

40 rn where the code number is 2; and

30 m where the code number is 1.

Objects

5 . 3 . 6 An object, other than equipment or installation required for air navigation purposes, situated on a runway strip which may endanger aeroplanes should be regarded as

23 /1 /91 No. 1

ICAO 71157 PART*lcL M I W 484L4Lb OOL9200 476 W

P a r t 1. - Runways 1-35

an obs tac le and should , as f a r as p rac t i cab le , be removed. Any equipment or i n s t a l l a t i o n r e q u i r e d f o r a i r navigation purposes which must be located on the runway s t r i p s h o u l d b e of minimum p r a c t i c a b l e mass and height, frangibly designed and mounted, and s i t e d in such a manner as t o r e d u c e t h e h a z a r d t o a i r c r a f t t o a minimum.

5.3.7 No f i x e d o b j e c t , o t h e r t h a n v i s u a l a i d s r e q u i r e d f o r a i r naviga t ion pu rposes , sha l l be pe rmi t t ed on a runway s t r i p :

a ) w i t h i n 60 m of t h e runway c e n t r e l i n e o f a prec is ion approach runway ca tegory I, I1 o r 111 where the code number i s 3 o r 4 ; o r

b ) w i t h i n 45 m o f t he runway c e n t r e l i n e of a prec is ion approach runway ca tegory I where the code number i s 1 o r 2.

5.3.8 V i s u a l a i d s r e q u i r e d f o r a i r naviga t ion which mus t be loca ted on t h i s p a r t of t h e s t r i p s h a l l b e of minimum p r a c t i c a b l e mass and height , f rangibly designed and mounted, and s i t e d i n such a manner as t o r e d u c e t h e h a z a r d t o a i r c r a f t t o a minimum. No mobi l e ob jec t sha l l be pe rmi t t ed on t h i s p a r t of t h e runway s t r i p d u r i n g t h e u s e of t h e runway f o r l a n d i n g o r t a k e - o f f .

5.3.9 With in the genera l area of t h e s t r i p a d j a c e n t t o t h e runway, measures should be t aken to p revent an aeroplane ' s wheel , when s ink ing i n to t he g round , f rom s t r ik ing a hard ver t ica l face . Spec ia l p roblems may arise f o r s t r i k i n g a h a r d v e r t i c a l f a c e . Special problems may arise f o r runway l i g h t f i t t i n g s o r o t h e r o b j e c t s mounted i n t h e s t r i p or a t t h e i n t e r s e c t i o n w i t h a taxiway or another runway. I n t h e case of cons t ruc t ion , such as runways o r t ax iways , where t he su r f ace mus t a l so be f l u sh w i th t he s t r i p s u r f a c e , a vertical face can be e l iminated by chamfering f rom the top of t h e c o n s t r u c t i o n t o n o t less than 30 cm below t h e s t r i p s u r f a c e l e v e l . O t h e r o b j e c t s , t h e func t ions of which do no t r equ i r e them t o be a t s u r f a c e l e v e l , s h o u l d b e b u r i e d t o a depth of no t less than 30 cm,

Grading

5.3.10 That por t ion of a s t r i p of an ins t rument runway w i t h i n a d is tance o f a t leas t :

75 m where the code number is 3 o r 4 ; and

40 m where the code number is 1 o r 2;

f r o m t h e c e n t r e l i n e of the runway and i t s ex tended cen t r e l i ne shou ld p rov ide a graded area fo r ae rop lanes wh ich t he runway is i n t e n d e d t o s e r v e i n the event of an aeroplane running off the runway.

5.3.11 For a prec is ion approach runway i t may be d e s i r a b l e t o a d o p t a g r e a t e r w i d t h where the code number i s 3 o r 4. Figure 5-2 shows the shape and dimensions of a wider s t r i p t h a t may be cons idered for such a runway. This s t r ip has been des igned us ing informat ion on a i r c r a f t r u n n i n g o f f runways. The p o r t i o n t o be graded extends to a d i s t a n c e of 105 m f r o m t h e c e n t r e l i n e except t h a t t h e d i s t a n c e i s g radua l ly r educed t o 75 m f r o m t h e c e n t r e l i n e a t both ends of t h e s t r i p , f o r a l e n g t h of 150 IU f rom the runway end.

1-36 Aerodrome Design Manual . .

+ 75 m 75 m

f

Figure 5-2. Graded p o r t i o n of a s t r i p i n c l u d i n g a p r e c i s i o n approach runway where the code number i s 3 o r 4

5.3.12 That po r t ion of a s t r i p of a non-instrument runway w i t h i n a d i s t a n c e of a t least :

75 m where the code number i s 3 o r 4 ;

40 m where the code number is 2; and

30 m where the code number is 1;

f rom the cen t r e l i ne of t h e runway and i t s e x t e n d e d c e n t r e l i n e s h o u l d p r o v i d e a graded area for aeroplanes which the runway is i n t e n d e d t o s e r v e i n the event of an aeroplane running of f t he runway.

5.3.13 The su r face of t h a t p o r t i o n of a strip that abuts a runway, shoulder o r s topway sha l l be f lush wi th the sur face of t h e runway, shoulder or stopway.

5.3.14 That port ion of a s t r i p t o a t least 30 rn before a threshold should be p r e p a r e d a g a i n s t b l a s t e r o s i o n i n o r d e r t o p r o t e c t a landing aeroplane from the danger of an exposed edge.

Longi tudina l s lopes

5.3.15 A l ong i tud ina l s lope a long t ha t po r t ion of a s t r i p t o be graded should not exceed:

p_-

a

ICAO 9157 P A R T * & ** m 4 8 4 3 4 3 b 0039202 249 m

P a r t 1.- Runways 1-3 7

1.5 per cent where the code number i s 4 ;

1.75 per cent where the code number i s 3 ; and

2 - per cent where the code number i s 1 o r 2.

Longi tudina l s lope changes

5.3.16 Slope changes on that portion of a s t r i p t o b e g r a d e d s h o u l d b e as g radua l as p rac t i cab le and ab rup t changes o r sudden r eve r sa l s of slopes avoided.

5.3.17 I n o r d e r t o accommodate aeroplanes making auto-coupled approaches and a u t o m a t i c l a n d i n g s ( i r r e s p e c t i v e of weather condi t ions) i t is d e s i r a b l e t h a t s l o p e changes before the th reshold of a precis ion approach runway should be avoided or kept to a minimum on t h a t p o r t i o n of t h e s t r i p w i t h i n a d i s t a n c e of a t least 30 m on e a c h s i d e of t he ex tended cen t r e l i ne of t h e runway. This i s des i rab le because these aeroplanes are equipped with a r a d i o altimeter f o r f i n a l h e i g h t and f l a r e gu idance and when t h e aeroplane i s above t he t e r r a in immedia t e ly p r io r t o the t h r e s h o l d t h e r a d i o altimeter w i l l b e g i n t o p r o v i d e i n f o r m a t i o n t o t h e a u t o m a t i c p i l o t f o r a u t o - f l a r e . Where s lope changes cannot be avoided on this port ion, the rate of change between two consecut ive s lopes should not exceed 2 pe r cen t pe r 30 m.

Transve r se s lopes

5.3.18 Transve r se s lopes on t h a t p o r t i o n of a s t r i p t o be graded should be adequate t o prevent the accumulation of water on the sur face bu t should no t exceed:

2.5 p e r cent where the code number i s 3 o r 4 ; and

3 per cent where the code number i s 1 o r 2 ;

e x c e p t t h a t t o f a c i l i t a t e d r a i n a g e t h e s l o p e f o r t h e f i r s t 3 m outward from the runway, shoulder o r stopway edge should be negative as measured i n t h e d i r e c t i o n away from the runway and may be as g r e a t as 5 per cent.

5.3.19 The t r a n s v e r s e s l o p e s of any port ion of a s t r i p beyond t h a t t o b e g r a d e d should not exceed an upward slope of 5 p e r c e n t as measured i n t h e d i r e c t i o n away from t h e runway . St reng th

5.3.20 That por t ion of a s t r i p of an ins t rument runway w i t h i n a d i s t a n c e of a t least:

7 5 m where the code number is 3. or 4 ; and


f r o m t h e c e n t r e l i n e of t h e runway and i t s e x t e n d e d c e n t r e l i n e s h o u l d b e S O prepared O r

cons t ruc t ed as t o min imize haza rds a r i s ing f rom d i f f e rences i n l oad bea r ing capac i ty t o aeroplanes which the runway i s in tended t o s e r v e i n t h e e v e n t of an aeroplane running o f f t h e runway.

I_ ..__ ~ ~~

J C A O 9357 P A R T * l ** m L184l41b 0019203 185 m

1-38 Aerodrome Design Manual . *..

5.3.21 That portion of a s t r i p c o n t a i n i n g a non-instrument runway w i t h i n a d i s t a n c e of a t least:


40 m where the code number is 2; and

30 m where the code number i s 1 ;

f r o m t h e c e n t r e l i n e of t h e runway and its ex tended cen t r e l i ne shou ld be so p repa red o r cons t ruc ted as t o min imize haza rds a r i s ing f rom d i f f e rences i n l oad bea r ing capac i ty t o aeroplanes which the runway is i n t e n d e d t o serve i n t h e e v e n t of an aeroplane running off t h e runway.

5.4 RUNWAY END SAFETY AREAS

General

5.4.1 A runway end s a f e t y area should be provided a t each end of a runway s t r i p where the:

code number is 3 o r 4; and

code number i s 1 o r 2 and t h e runway fs an ins t rument one.

Length

5.4.2 A runway end s a f e t y area should extend from the end of a runway s t r i p for as g r e a t a d i s t ance as p r a c t i c a b l e , b u t a t least 90 m.

5.4.3 When d e c i d i n g t h e l e n g t h t o be provided , cons idera t ion should be given t o provid ing an area long enough to con ta in ove r runs and undershoots resu l t ing f rom a reasonably probable cont inuat ion of a d v e r s e o p e r a t i o n a l f a c t o r s on a prec is ion approach runway, t h e ILS l o c a l i z e r i s norma l ly t he f i r s t ups t and ing obs t ac l e and t he runway end s a f e t y area should extend up t o t h i s f a c i l i t y . In other c i rcumstances and on a non- precision approach or non-instrument runway, the f irst ups t and ing obs t ac l e may be a road, a r a i l r o a d o r o t h e r manmade o r n a t u r a l f e a t u r e . In such c i rcumstances, the runway end sa fe ty area should extend as f a r as the obs t ac l e .

Width

5.4.4 The width of a runway end sa fe ty area should be a t least twice that of t h e a s soc ia t ed runway.

Objects

5.4.5 An objec t o ther than equipment o r ins ta l la t ion requi red for a i r nav iga t ion pu rposes , s i t ua t ed on a runway end sa fe ty area which may endanger aeroplanes should be regarded as an obstacle and should, as f a r as p rac t i cab le , be removed. Any equipment or i n s t a l l a t i o n r e q u i r e d f o r a i r navigation purposes which must be located on t h e runway end s a f e t y area should be of minimum mass and height , f rangibly designed and mounted, and s i t e d i n s u c h a manner as t o r e d u c e t h e h a z a r d t o a i r c r a f t t o a minimum.

4)

e

i I

Part 1. - Runways 1-39

Clearing and grading

5.4.6 A runway end safety area should provide a cleared and graded area for aeroplanes which the runway is intended to serve in the event of an aeroplane undershooting or overrunning the runway. The surface of the ground in the runway -end safety area does not need to be prepared to the same quality as the runway strip.

Combined slopes

5.4.7 The slopes of a runway end safety area should be such that no part of the runway end safety area penetrates the approach or take-off climb surface.

Longitudinal slopes

5.4.8 The longitudinal slopes of a runway end safety area should not exceed a downward slope of 5 per cent. Longitudinal slope changes should be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided.

584.9 In order to accommodate aeroplanes making auto-coupled approaches and automatic landings (irrespective of weather conditions) it is desirable that slope changes be avoided or kept to a minimum on an area symmetrical about the extended runway centre line approximately 60 m wide, and 300 m long before the threshold of a precision approach runway. This is desirable because these aeroplanes are equipped with a radio altimeter for final height and flare guidance and when the aeroplane is above the terrain immediately prior to the threshold the radio altimeter will begin to provide information to the automatic pilot for auto-flare. Where slope changes cannot be avoided, the rate of change between two consecutive slopes should not exceed 2 per cent per 30 m.

Transverse slopes

5.4.10 The transverse slopes of a runway end safety area should not exceed an upward or downward slope of 5 per cent. Transitions between differing slopes should be as gradual as practicable.

Strength

5.4.11 A runway end safety area should be so prepared or constructed as to reduce the risk of damage to an aeroplane undershooting or overrunning the runway and facilitate the movement of rescue and fire fighting vehicles.

5.. 5 CLEAJIWAY S

Location

585.1 The origin of a clearway should be at the end of t he take-off run available.

Length

5.5.2 The length of a clearway should not exceed half the length of the take-off run available.

-- _ _ _ -- _- - -. - - -- -~

I C A O 9157 PART*^ ** B 4B4141b 0017205 T58


Width

5.5.3 A clearway shou ld ex tend l a t e ra l ly t o a d i s t a n c e of a t least 75 m on each s i d e of t he ex tended cen t r e l i ne of the runway.

Slopes -.

5.5.4 The ground i n a clearway should not project above a plane having an upward s l o p e of 1.25 per cen t , the lower limit of th i s p l ane be ing a h o r i z o n t a l l i n e which:

a ) is perpend icu la r t o t he ve r t i ca l p l ane con ta in ing t he runway c e n t r e l i n e ; and

b) passes through a po in t l oca t ed on the runway c e n t r e l i n e a t the end of the take-off run avai lable .

5.5.5 Because of t r ansve r se or l ong i tud ina l s lopes on a runway, s h o u l d e r o r s t r i p , in c e r t a i n cases the lower limit of the clearway plane specified above may b e below t h e corresponding e levat ion of t h e runway, shoulder or s t r i p . It is not in tended tha t these su r faces be graded to conform with the lower limit of the clearway plane nor is it in tended tha t t e r ra in o r ob jec ts which are above the clearway plane beyond the end of t h e s t r i p b u t below t h e l e v e l of t h e s t r i p be removed unless i t is considered they may endanger aeroplanes.

5.5.6 Abrupt upward changes in s lope should be avoided when t h e s l o p e o n t h e ground i n a clearway is r e l a t i v e l y small o r when t h e mean s l o p e is upward. In such s i t u a t i o n s , i n t h a t p o r t i o n of the c learway within a d i s t a n c e of 22.5 m on e a c h s i d e of the extended centre l ine, the s lopes, s lope changes and t h e t r a n s i t i o n f r o m runway t o clearway should generally conform with those of t h e runway with which the clearway i s a s soc ia t ed except tha t i so la ted depress ions such as di tches running across the c learway may be permitted.

Objects

5.5.7 An objec t o ther than equipment o r ins ta l la t ion requi red for air nav iga t ion purposes s i tuated on a clearway which may endanger ae rop lanes i n t he a i r should be regarded as an obs t ac l e and should be removed. Any equipment o r i n s t a l l a t i o n r e q u i r e d for air navigation purposes which must be located on t h e clearway should be of minimum

. mass and height , f rangibly designed and mounted, and s i t e d i n s u c h a manner as to r educe t h e h a z a r d t o a i r c r a f t t o a minimum.

5.6 STOPWAY S

Width

5.6.1 A stopway sha l l have the same width as the runway with which i t i s associated,

ICAO 9357 P A R T * 3 ** = 4843436 0019206 994 = Part 1.- Runways 1-41

Slopes

5 . 6 . 2 Slopes and changes in slope on a stopway, and the transition from a runway to a stopway should comply with the specifications of 5.1.2 to 5.1.9 for the runway with which the stopway is associated except that:

a) the limitation in 5 . 1 . 3 of a 0 .8 per cent slope for the first and last quarter of the length of a runway need not be applied to the stopway; and

b) at the junction of the stopway and runway and along the stopway the maximum rate of slope change may be 0.3 per cent per 30 m (minimum radius of curvature of 10 000 m) for a runway where the code number is 3 or 4 .

Strength

5 . 6 . 3 A stopway should be prepared or constructed so as to be capable, in the event of an abandoned take-of€, of supporting the aeroplane which the stopway is intended to serve without inducing structural damage to the aeroplane.

Surf ace

5 . 6 . 4 The surface of a paved stopway should be so constructed as to provide a good coefficient of friction when the stopway is wet.

5 . 6 . 5 The friction characteristics of an unpaved stopway should not be substantially less than that of the runway with which the stopway is associated.

23/1/91 No. 1

CHAPTER 6

PLANNING M ACCOMMODATE FUTURE AIRCRAFT DEVELOPMENTS

6.1 GENERAL

6.1.1 Annex 14, Volume I, sets forth the minimum aerodrome specifications for aircraft which have the characteristics of those which are currently operating or €or similar aircraft that are planned for introduction. The current specifications are therefore intended to accommodate aeroplanes up to the size of the Boeing 747-400. Accordingly, any additional safeguards that might be considered appropriate to provide for more demanding aircraft are not taken into account in the Annex. Such matters are left to appropriate authorities to evaluate and take into account as necessary for each particular aerodrome.

6.1.2 The information in the following paragraphs may assist these authorities and airport planners to be aware. a€ the way in which some of the specifications may alter with the introduction of larger aircraft. In this respect it is worth noting that it is probable that some increase in current maximum aircraft size will be acceptable without major modifications to existing aerodromes. However, the upper limit of aircraft size which is examined below is, in all probability, beyond this consideration unless aerodrome procedures are altered, with resulting reduction in aerodrome capacity.

6.2 FUTURE AIRCRAFT TRENDS

6.2.1 The trends for future aircraft designs may be obtained from various sources. One of these is the aircraft manufacturers and another is Aerospace Industries Association of America. This Association, in their preliminary 1988 edition of CTOL Transport Aircraft Characteristics, Trends and Growth Projects, forecasts for the period up to 2000 aircraft with an outer main gear wheel span of up to 20 m.

6.3 AERODROME DATA

6.3.1 The trend of longer take-off distances for larger aircraft take-off masses is considered to have levelled off and greater runway lengths than are currently available at major aerodromes should not be required.

6.3.2 Using the rationale developed for implementation of Annex 14, Volume I, aerodrome xeference code, it is possible that aircraft with larger outer main gear wheel spans could have the following effects on the runway system.

6.3.3 Runway width may be represented by the expression:

"R = TM + 2C

where TM = outer main gear wheel span and C = clearance between the outer main

gear wheel and the runway edge.

1-42

ICAO 9157 P A R T * l *t 4 8 4 1 4 1 b 0019288 767 - .

P a r t 1.- Runways 1-43 -

This geometry is shown i n F i g u r e 6-1.

Figure 6-1. Runway width geometry

6 . 3 . 4 Using the present value of C f o r a B747 on a runway of 45 m width and the increased main gear wheel span of 20 m would i n d i c a t e a runway width of 5 2 m.. However, o ther fac tors which are n o t i n c l u d e d i n t h i s r a t i o n a l e i n d i c a t e t h a t i t might be a d v i s a b l e , f o r p l a n n i n g p u r p o s e s , t o c o n s i d e r a width of up t o 60 m.

c

I C A O 7357 P A R T * I , * X 4843436 003%209 bT3

APPENDIX 1

Aeroplane Classification by Code Number and Letter

Aircraft Piodel

1

Beaver DHC-2 Turbo Beaver DHC-2T Beechcraft A24R Beechcraft A36 Beechcraft 76 Beechcraft B55 Beechcraft B60 Beechcraft B l O O Britten Norman Islander BN2A Cessna 152 Cessna 172 Cessna 180 Cessna 185 Cessna Stationair 6 Cessna Turbo 6 Cessna Stationair 7 Cessna Turbo 7 Cessna Skylane Cessna Turbo Skylane Cessna 310 Cessna 310 Turbo Cessna Golden Eagle 421C Cessna Titan 404

Beechcraft E18S Beechcraft B80 Beechcraft C90 Beechcraft 200

;ode

- 2 - 1A 1A 1A 1A 1A 1A 1A 1A 1A 1 A 1A 1A 1A 1A 1A 1A 1A 1A 1A 1A 1A 1A 1A - 1B 1B 1B 1B

1-45

Aeroplane Reference Field Length

(m>

3

381 427 603 670 430 45 7 793 579 353 408 381 367 416 543 500 600 567 479 479 518 507 708 721

753 42 7 488 579

Wing Span (m>

4

14.6 14.6 10 10.2 11.6 11.5 12.0 14.0 14.9 10.0 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 10.9 11.3 11.3 12.5 14.1

15.0 15.3 15.3 16.6

Outer Main Gear Wheel

Span (m>

5

3.3 3.3 3.9 2.9 3.3 2.9 3.4 4.3 4.0 - - - - - - - - - - - - - -

3.9 4.3 4.3 5.6

2 3 / 1 / 9 1 No. 1


Aeroplane Reference Outer Main Field Wing Gear Whee.1 Length Span Span

Aircraft Model Code (m> (m> (m>

1 2 3 4 5

Otter DHC-3 1 B 49 7 17.7 3.7 Short SC7-3/SC7-3A 1B 616 19.8 4.6 Twin Otter DH-6 1B 695 19.8 4.1

Dash 7 DHC-7 1c 689 28.4 7.8

Lear Jet 24F 2 A 1 005 10.9 2.5 Lear Jet 28/29 2A 912 13.4 2.5

Short SD3-30 2B 1 106 22.8 4.6

VAMC YS-11 2D

Xawker Siddley HS125-400 3A 1 646 14.3 3.3 Xawker Siddley HS125-600 3A 1 646 14.3 3.3 lawker Siddley HS125-700 3A 1 768 14.3 3.3 ;ear Jet 24D 3A 1 200 10.9 2.5 ;ear Jet 35A/36A 3A 1 28711 458 12.0 2.5 ;ear Jet 54 3A 1 217 13.4 2.5 ;ear Jet 55 3A 1 292 13.4 2.5

:anadair CL600 3B 1 310 18.8 3.6 :okker F28-1 000 3B 1 646 23.6 5.8

F28-2 000 3B 1 646 23.6 5.8 iord 262 3B 1 260 21.9 3.4

.

mtonov AN-24 3C 1 600 29.2 8.8 :onvair 240 3C 1 301 28.0 8.4 :onvair 440 3C 1 564 32.1 8.6 lonvair 580 3C 1 341 32.1 8.6 lonvair 600 3c 1 378 28.0 8.4 ionvair 640 3C 1 570 32.1 8.6 IC-3 3C 1 204 28.8 5.8 c-4 3C 1 542 35.8 8.5 C-6A/6B 3c 1 375 35.8 8.5

i

23/1/91 No. 1

ICAO 5157 P A R T 8 1 88 48414Lb 00L72BL 251 = Part 1.- Runways 1-47

Afrcraft Model

1

DC-9-20 Fokker F27-500 Fokker F27-600 Fokkor F28-3 000 Fokker F28-4 000 Fokker F28-6 000 Fokker 50 Fokker 160

Bae-ATP Buffalo DHC-5D Airbus A300 B2

BAC 1-11-200 BAC 1-11-300 BAC 1-11-400 BAC 1-11-475 BAC 1-11-500 B-727-100 B-727-200 B-737-100 B-737-200 B-737 Advanced-200 B-737-300 B-737-400 Caravelle 12 Concorde DC-9-10 DC-9-30 DC-9-40 DC-9-50 DC-9-80 rrident 1E rrident 2E Trident 3 Viscount 800

2

3c 3c 3c 3c 3c 3c 3c 3c - 3D 3D 3D

4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c 4c

Aeroplane Reference Field

Length (m>

3

1 551 1 670 1 670 1 640 1 640 1 400 1 355 1 840

1 540 1 471 1 676

1 884 2 484 2 420 2 286 2 40% 2 502 3 176 2 499 2 295 2 707 2 749 2 499 2 600 3 400 1 975 2 134 2 091 2 451 2 195 2 590 2 780 2 670 1 859

Wing Span (m>

4

28.5 29 . O 29 . O 25.1 25.1 25.1 29 .Q 28.1

30.6 29.3 44.8 -

27 .O 27 . O 27.0 28.5 28.5 32.9 32.9 28.4 28.4 28.4 28.9 28.9 34.3 25.5 27.2 28.5 28.5 28.5 32.9 29.0 29.9 29.0 28.6


Span (m>

5

6.0 7.9 7.9 5.8 5.8 5.8 8.0 6 . 0

9.3 10.2 10.9

5.2 5.2 5.2 5.4 5.2 6.9 6.9 6.4 6.4 6.4 6.4 6.4 5.9 8.8 5.9 6.0 5.9 5.9 6.2 7.3 7.3 7.3 7.9

23/1/91 No. 1


A i r c r a f t Model

1

Airbus A300 B4 Airbus A300-600 Airbus A310 Airbus A320-200 8-707-100 8-707 Advanced-100 8-707-200 8-707-300 B-707-400 B-720 8-757-200 8-767-200 Canadair CL-44D-4 Convair 880 Eonvair 880M Eonvair 990-30-5 Zonvair 990-30-6 DC-8-43 DC-8-55 DC-8-61 DC-8-63- DC-10-10 DC-10-30 DC-10-40 I lyushin 18V I lyushin 62M Lockheed L-100-20 Lockheed L-100-30 Lockheed L-188 Lockheed L-1011-1 Lockheed L-1011-100/200 Lockheed L-1011-500 t'U-134A TU-154

23/1/91 No. 1

2

4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D 4D

Aeroplane Reference

F i e l d Length

(m>

3

2 605 2 332 1 845 2 480 2 454 3 206 2 697 3 088 3 277 1 981 2 057 1 981 2 240 2 652 2 316 2 788 2 956 2 947 3 048 3 048 3 179 3 200 3 170

'3 124 1 980 3 280 1 829 1 829 2 066 2 426 2 459 2 844 2 400 2 160 1

Wing Span (m>

4

44.8 44.8 43.9 33.9 39.9 39.9 39.9 44.4 44.4 39.9 38.0 47.6 43.4 36.6 36.6 36.6 36.6 43.4 43.4 43.4 45.2 47.4 50.4 50.4 37.4 43.2 40.8 40 .4 30.2 47.3 47.3 47.3 29.0 37.6


Span (m>

5

10.9 10.9 10.9 8.7 7.9 7.9 7.9 7.9 7.9 7.5 8 .7

10 .8 10 .5 6 .6 6 .6 7 .1 7 . 1 7.5 7.5 7 . 5 7 .6

12 .6 12.6 12.6

9 .9 8 . 0 4.9 4.9

10 .5 12 .8 12 .8 12 .8 1 0 . 3 12 .4

I C A O 7157 P A R T * 1 ** m 4 8 4 1 4 1 b 0017213 024 m

Part 1 .- Runways 1-49

Aircraft Model

1

B-747-100 E-747-200 B-747-300 B-747-400 B-747-SR 49 747-SP MD-11 (Preliminary)

:ode

2

4E 4E 4E 4E 4E 4E 4E -

Aeroplane Reference

Field Length

(m)

3

3 060 3 150 3 292 3 383 1 860 2 710 2 926

Wing Span (m>

4

59.6 59.6 59.6 64.9 59.6 59.6 51.7


Span (m)

5

12.4 12.4 12.4 12.4 12.4 12.4 12.5

23/1/91 No. 1

APPENDIX 2

THE EFFECT OF VARIABLE RUNWAY SLOPES ON TAKE-OFF RUNWAY LENGTHS

1. In t roduc t ion

1.1 A s tudy by the Un ive r s i ty of Cal i forn ia , sponsored by I C A O , i n t o t h e e f f e c t of v a r i a b l e runway s l o p e s on take-off runway l e n g t h s was begun i n J u n e 1966 and completed i n August 1968. This Appendix provides a b r i e f summary of the scope and f i n d i n g s of t h a t s t u d y .

1.2 The purpose of the s tudy was t o :

a ) d e t e r m i n e t h e e f f e c t of n o n v n i f o r m s l o p e s on runway l e n g t h s f o r a r ep resen ta t ive g roup of p i s ton and jet t r anspor t ae rop lanes ;

b) examine the methods used t o c o r r e c t f o r slope; and

c ) develop a c o r r e c t i o n method t h a t b e s t r e f l e c t s t h e effects of non- uni form s lopes.

2. A i r c r a f t s e l e c t e d f o r s t u d y

2.1 T h e f o l l o w i n g a i r c r a f t were s e l e c t e d f o r a n a l y s i s as be ing r ep resen ta t ive o f t r a n s p o r t t y p e s b e i n g f l o w n i n c i v i l a v i a t i o n : DC-6B, Vanguard, DC-8 and DC-9. These a i r c r a f t encompass pis ton-engined propel ler , turboprop, turbojet and turbofan types, r e spec t ive ly .

3. Assumptions made for study purposes

Aerodrome e levat ion

3.1 Fl ight opera t ion aeroplane manuals relate runway l e n g t h t o p r e s s u r e a l t i t u d e r a t h e r t h a n to geographic e levat ion. Throughout the s tudy i t w a s assumed t h a t t h e two were equiva len t .

Aerodrome temperature

3.2 The temperatures used i n t h e s t u d y were s tandard t empera tures a t t h e s e l e c t e d e l e v a t i o n s of sea l eve l and 300 m, and a hot day temperature of 32OC w a s used a t both e leva t ions .

Wind - 3.3 C a l m cond i t ions were assumed t o p r e v a i l o n t h e s u r f a c e of t h e runway.

Runway s u r f a c e c o n d i t i o n s

3.4 Runway s u r f a c e i r r e g u l a r i t i e s a n d a low runway c o e f f i c i e n t of f r i c t i o n were not a c c o u n t e d f o r i n t h e s t u d y . Dry runway cond i t ions were assumed t o p r e v a i l .

1-51


Runway l o n g i t u d i n a l s l o p e

3.5 I n c o n s i d e r i n g runway l o n g i t u d i n a l p r o f i l e s t o b e a n a l y s e d , t h e c o n s t r a i n t s d e t a i l e d i n Annex 14 a t t h a t time, i.e. the Four th Ed i t ion , were adhered to. These were:

a) t h e s l o p e computed by d iv id ing the d i f fe rence be tween the maximum and minimum e l e v a t i o n a l o n g t h e runway c e n t r e l i n e by t h e runway l e n g t h should not exceed 1 pe r cen t ;

b) a long no p o r t i o n of a runway shou ld t he l ong i tud ina l s lope exceed : 1.25 per cen t where the runway bas i c l eng th* is 1 800 m o r above; 1.5 p e r cent where the runway b a s i c l e n g t h is up t o b u t n o t i n c l u d i n g 1 800 m;

c) a slope change between two consecut ive s lopes should not exceed 1.5 p e r cent ;

d) the s lope should not exceed 0.8 pe r cent f o r t h e f i r s t and las t q u a r t e r of the l e n g t h of t h e runway, f o r runways 1 800 m o r above;

e) where s lope changes cannot be avoided , they should be such tha t there w i l l be an unobs t ruc t ed l i ne of s igh t f rom any p o i n t 3 m above the runway t o a l l o t h e r p o i n t s 3 m above the runway w i t h i n a d i s t a n c e of a t least h a l f t h e l e n g t h of t h e runway;

f) t h e t r a n s i t i o n from one s lope to another should be accomplished by a curved sur face wi th a rate of change not exceeding:

- 0.1 p e r c e n t p e r 30 m where the runway b a s i c l e n g t h i s 1 800 m o r above;

- 0.2 p e r c e n t p e r 30 m where the runway b a s i c l e n g t h i s up t o but not i n c l u d i n g 1 800 m.

Vertical curves were n o t u s e d i n t h e s t u d y p r o f i l e s s i n c e t h e i r e f f e c t o n runway l e n g t h was considered to be negl ig ib le .

3.6 W i t h t h e s e c o n s t r a i n t s , s e v e r a l s t u d y p r o f i l e s were developed as shown i n F igu re A-1. The p r o f i l e s were g r o u p e d i n t o f o u r g e n e r a l t y p e s d e s i g n a t e d as "A", "B", "c" and , tD".

Type "C" convex prof i les (uphi l l -downhil l ) ; and Type I'D" concave prof i les (downhil l - u p h i l l ) . The major i ty of t h e p r o f i l e s shown i n F i g u r e A-1 are Type "A" ( u p h i l l ) w i t h t h e s l o p e s on t h e f i r s t and l as t q u a r t e r l i m i t e d t o 0.8 per cen t .

Type "A" p r o f i l e s c o n s i s t of u p h i l l s l o p e s ; Type "8" downhi l l s lopes ;

* Former aerodrome reference code i n Annex 14 was based on t h e runway bas i c l eng th , which w a s de f ined as t h e runway length selected €or aerodrome planning purposes which is requ i r ed fo r t ake -o f f o r l and ing unde r s t anda rd a tmosphe r i c cond i t ions fo r ze ro e l e v a t i o n , z e r o wind and z e r o runway s lopes .

I C A O 7157 P A R T * % t t 4841416 001921b 833

Part 1. - Runways 1-5 3

a. b.

d. C.

Figure A-1. Selected study profiles


4. Defin ing a s i n g l e e q u i v a l e n t s l o p e

4.1 A number o f s i n g l e s l o p e i n d i c e s f o r d e f i n i n g n o n - u n i f o r m p r o f i l e s were chosen fo r compar i son a s means o f desc r ib ing a v a r i a b l e s l o p e by a s i n g l e e q u i v a l e n t s l o p e . F o u r i n d i c e s , d e f i n e d a s f o l l o w s , were compared:

Index No. 1 Average s lope , def ined as t h e d i f f e r e n c e i n e l e v a t i o n b e t w e e n the end po in t s o f t he runway d iv ided by t h e l e n g t h of t h e runway ( r e f e r r e d t o a s Runway Slope Index No. 1 ) .

Index No. 2 The United States d e f i n i t i o n of e f f e c t i v e g r a d i e n t w h i c h i s the dis tance between the lowest and highest point on the runway d iv ided by t h e l e n g t h o f t h e runway ( r e f e r r e d t o as Runway Slope Index No. 2).

Index No. 3 E f f e c t i v e g r a d i e n t f o r t a k e - o f f , w h i c h d i v i d e s t h e runway i n t o fou r equa l s egmen t s ; de t e rmines t he ave rage s lope i n each segment; and the slopes as fo l lows:

Ge = G 1 + G 2 f 2G3 + 4G4 ( r e f e r r e d t o as Runway Slope

8 Index No, 3)

where G i s the average segment s lope .

Index No. 4 Modi f i ca t ion of Index No. 3 as f o l l o w s :

G, = G1 + 1 1/3(G2) + 2 1 / 3 ( G 3 ) -I- 3 1/3(G4) ( r e f e r r e d t o as

8 Runway Slope Index No. 4 )

It w i l l be no ted t ha t Ind ices No. 3 and No. 4 r e f l e c t t h e g r e a t e r i n f l u e n c e of t h e runway s l o p e a t t h e h i g h s p e e d p o r t i o n o f t h e t a k e o f f r u n .

5. Conclusions

5.1 From t h e s t u d y i t was c o n c l u d e d t h a t :

a> based on t he da t a ava i l ab le , Ind ices No. 1 and No. 4 d e s c r i b e t h e i n f l u e n c e o f v a r i a b l e runway p r o f i l e s b e t t e r t h a n I n d i c e s No. 2 and No. 3;

b ) f o r j e t a i r c r a f t , S l o p e I n d e x No. 1 i s a d e q u a t e f o r d e s c r i b i n g t h e e f f e c t of a v a r i a b l e s l o p e on runway length. For pis ton-engined a i r c r a f t , S l o p e I n d e x No. 4 i s s u p e r i o r t o t h e o t h e r i n d i c e s t e s t e d ;

c) the magnitude of t h e c o r r e c t i o n i s l a r g e r f o r p i s t o n - e n g i n e d a i r c r a f t t h a n f o r j e t a i r c r a f t ;

d ) t he magn i tude o f t he pos i t i ve co r rec t ion is g r e a t e r t h a n t h a t of t h e n e g a t i v e c o r r e c t i o n s ;

ICAO 9357 P A R T S 1 t t 48414Lb 0026873 330

Par t 1 .- Runways 1-55 ~. ~.

e ) t h e e f f e c t of an e l eva t ion d i f f e rence o f 300 m on runway c o r r e c t i o n w a s found t o b e n e g l i g i b l e f o r a l l a i r c r a f t i n c l u d e d i n t h i s s t u d y ; a n d

€1 the s tudy sugges ts tha t re f inement of t h e methods used i n 4.1 f o r c a l c u l a t i n g runway s lope index is not warran ted for the purpose of planning runway lengths .

6 . Recommendations

6 .1 I f t h e runway l e n g t h i s governed by j e t a i r c r a f t , i t is recommended t h a t Slope Index No. 1 be used , wi th the fo l lowing cor rec t ion appl ied to the requi red l eve l runway length:

Per cent runway c o r r e c t i o n = 1.0 + 6.0 (Slope Index No. 1 )

where the s lope index can be e i ther a p o s i t i v e o r a negat ive value. This would apply only t o runways t h a t are no t l eve l .

6.2 I f t h e runway l e n g t h is governed by p i s ton -eng ined a i r c ra f t , i t i s recommended tha t S lope Index No. 4 b e u s e d , w i t h t h e f o l l o w i n g c o r r e c t i o n s a p p l i e d t o the r equ i r ed l eve l runway length:

For pos i t ive index va lues :

P e r cen t runway c o r r e c t i o n = 12.0 (Slope Index No. 4 )

For nega t ive index va lues :

P e r cen t runway c o r r e c t i o n = 8.0 (Slope Index No. 4 )

6.3 I f i t is d e s i r e d t o u s e a s i n g l e i n d e x for a l l a i r c r a f t types., i t i s recommended tha t S lope Index No. 4 be used and the fo l lowing cor rec t ions appl ied :

For pos i t ive index va lues :

P e r cent runway c o r r e c t i o n ( je t a i r c r a f t ) = 7.0 (Slope Index No. 4 ) P e r cen t runway c o r r e c t i o n ( p i s t o n a i r c r a f t ) = 12.0 (Slope Index No. 4 )

For negative index values:

P e r cent runway co r rec t ion ( je t a i r c r a f t ) = 4.0 (Slope Index NO. 4 ) P e r cent runway c o r r e c t i o n ( p i s t o n a i r c r a f t ) = 8.0 (Slope Index No. 4 )

i I

ICAO 9 3 5 7 PART*lrL ** W 484L43b 0026874 057 W .

APPENDIX 3

AEROPLANE PERFORMANCE CURVES AND TABLES FOR RUNWAY PLANNING PURPOSES

1. Introduction

1.1 Runway length criteria for general airport planning information have been developed in the form of aeroplane performance curves and tables on landing and take-off operations. An aeroplane performance landing curve is a chart for a particular aeroplane, based on its performance capabilities, which relates aeroplane landing mass and aerodrome elevation to the runway length required for landing. An aeroplane performance take-off curve is a chart for a particular aeroplane based on its performance capabilities, which relates aeroplane take-off mass or flight distance, aerodrome elevation and temperature to the runway length required for take-off.

1.2 An aeroplane performance table serves a purpose similar to the aeroplane performance curve. Whereas in the performance curves the relationship between the operational factors and runway length required is expressed in a graphical form, in the performance tables the relationship is expressed in tabular form.

1.3 Advisory Circular AC 150/5325-4, Runway Length Requirements for Airport Design contains planning data for landing and take-off requirements of commonly used aeroplane. The data, developed by the Federal Aviation Administration (FAA), United States, are presented in the form of performance curves and tables. The circular includes examples with instructions on the use of the performance curves and tables, and a discussion of the factors considered fn their development. The relationship between elevation, temperature, aeroplane mass and runway length presented in the performance curves and tables is based on flight test and operational data except for those cases where preliminary performance data, based on estimated operational data, have been developed.

1.4 Aeroplane performance curves for runway planning purposes can also be found in the aircraft characteristics documents for airport planners. These documents contain basic planning Fnformation on aircraft and are made available in a standardized format by aircraft manufacturers with the assistance of airlines and aerodrome authorities. The documents include data for those existing aeroplane types which are expected to constitute the bulk of the international fleet for the next few years.

2. Parameters taken into account in the performance curves and tables

General

2.1 Besides the basic design features including aerodynamic and powerplant characteristics of the aeroplanes, the factors which affect the runway length requirements include, aeroplane configuration, aeroplane mass, atmosphere (ambient air pressure, temperature and relative humidity), runway slope, runway state, and wind. However in the construction of take-off and landing performance curves and tables, it is a usual practice to relate these factors to a standard relative humidity and zero runway slope.

1-57

1-58 - - Aerodrome Design Manual

Aeroplane types

2.2 The d i f f e rences i n t he ce r t i f i ca t ion and ope ra t iona l r equ i r emen t s be tween types of present day aeroplanes demand ind iv idua l cons ide ra t ion of t h e runway l e n g t h required by each aeroplane a t each aerodrome. Both the landing and take-off runway length requirements must be cons idered in o rder to de te rmine which i s g rea t e r .

Aeroplane Configuration

2.3 Aerop lane conf igu ra t ion r e fe r s t o t he pos i t i on of the var ious e lements o f t h e a e r o p l a n e a f f e c t i n g i t s aerodynamic character is t ics . The fo l lowing e lements a f fec t aeroplane performance:

a) Wing f l a p s and o t h e r l i f t i n c r e a s i n g d e v i c e s . I n the cons t ruc t ion of t h e FAA aeroplane performance curves and tables ( re la t ing to the take- off and l and ing d i s t ance ) t he pos i t i on of the wing f laps (and of o t h e r l i f t i n c r e a s i n g d e v i c e s as s l a t s , droop leading edges, etc., i f applicable) normally used for the combination of aeroplane mass, temperature and altitude has been chosen.

b) Air brakes and other drag increasing devices . In the construct ion of t h e FAA aeroplane per formance landing curves and tab les the pos i t ion of t h e a i r brakes and the o ther d rag increas ing devices , i f appl icable , normally used for the combinat ion of aeroplane mass and a l t i t ude has been chosen.

c ) Other systems. The u s e of an ant i - ic ing system and windshield wipers , t he pos i t i on o f cowl ing f l aps , etc. a l s o a f f e c t runway length requi red . In developing the FAA aeroplane performance curves and tables these systems have been assumed t o be i n t h e p o s i t i o n r e q u i r i n g t h e s h o r t e r runway .

Atmosphere

2.4 The atmosphere plays an important part i n t h e runway length requi red . The atmosphere is a related combinat ion of pressure, temperature and density.

a) Alt i tude. General ly , as height above sea l e v e l i n c r e a s e s , t h e a i r pressure and dens i ty become less. The consequence of t h e s e f a c t o r s upon aeroplane operat ions i s a reduct ion of l i f t f o r a g iven t rue a i r speed , a reduct ion of power and a reduct ion of p r o p e l l e r e f f i c i e n c y , i f appl icable . The combined r e s u l t of these reduct ions is t h a t i t t akes longe r t o a t t a in t he fo rward speed necessary to p roduce the requi red l i f t , t h u s t h e runway l e n g t h r e q u i r e d f o r t a k e - o f f f o r a given aeroplane becomes progressively longer as i t i s operated from aerodromes a t h i g h e r a l t i t u d e s . S i m i l a r l y , a t h ighe r a l t i t udes , t rue l and ing speeds are g r e a t e r , and less dense a i r r e d u c e s t h e d r a g a v a i l a b l e t o a s s i s t i n dece le ra t ing du r ing t he l and ing ro l l . I n the aeroplane performance curves and tab les the runway length requi red i s g iven for vary ing p r e s s u r e a l t i t u d e s ( d e f i n e d by t h e ICAO Standard Atmosphere) as i s a l s o done i n t h e a e r o p l a n e f l i g h t m a n u a l s , b u t t h e p r e s s u r e a l t i t u d e l i n e s are labe l led as aerodrome e leva t ion . This subs t i tu t ion i s warranted because of the degree of s i m i l a r i t y between the average pressure a l t i t u d e and the e leva t ion of a loca t ion . S ince , t he l i ke l ihood of simultaneous occurrence of both maximum p r e s s u r e a l t i t u d e (minimum

P a r t 1 . - Runways 1-59

pressure) and mean maximum temperature (aerodrome reference temperature) i s v e r y s l i g h t , t h e u s e of both maximum a l t i t u d e and temperature may r e s u l t i n an uneconomical runway length.

b) Temperature. The performance of an aeroplane depends on s e v e r a l f a c t o r s among which temperature i s important. A t a given pressure, h igher t empera tu re r e su l t s i n l ower a i r densi ty and so has an adve r se e f f ec t o n both piston-engined and j e t aeroplanes . This e f fec t i s u s u a l l y g r e a t e s t when t ak ing o f f , e spec ia l ly fo r ae rop lanes equ ipped w i th t u rbo - j e t engines. The e f f i c i e n c y of a turbo- je t engine depends in par t on t h e d i f fe rence be tween the ou ts ide a i r temperature and the maximum tempera tu re a t t a inab le i n t he combus t ion chamber. A s t h e o u t s i d e temperature increases above a cer ta in va lue depending on t h e a l t i t u d e , eng ine e f f i c i ency i s decreased and , therefore , the aeroplane ' s performance i s reduced. A temperature not lower than the aerodrome reference t empera ture , as d e f i n e d i n Annex 14, Chapter 2 , should be used. The e f f e c t of temperature i s cons ide rab ly g rea t e r on the take-off dis tance (and take-off run) than on t he l and ing d i s t ance . Moreover t h e landing d i s tance g iven in t h e f l i g h t manual u s u a l l y i s m u l t i p l i e d by an o p e r a t i o n a l f a c t o r of t h e order of 1.b7. Since the in f luence o f the temperature a lone on the l and ing d i s t ance is cons iderably smal le r , on ly t h e i n f l u e n c e of the ambient a i r pressure (wi th the t empera tures corresponding to the Standard Atmosphere) on the l and ing d i s t ance i s usua l ly t aken in to account . However, the take-off dis tances (and take- off runs) are de termined tak ing in to account the in f luence of t h e ambient a i r temperature.

- Wind

2.5 The aerodrome must be designed t o accommodate aeroplane operat ions under most normal wind conditions. A t a i l wind on one runway is a head wind on a runway wi th a reciprocal heading. Runway l eng ths i nc rease w i th tail wind, so when using the bi- d i r e c t i o n a l runway concept (i.e. t h e o r e t i c a l l y u t i l i z i n g a head wind f o r - a l l c o n d i t i o n s i n e s t a b l i s h i n g runway length) , the zero-wind condi t ion i s c r i t i ca l for both take-off and landing. This requires, however, a change i n o p e r a t i o n a l d i r e c t i o n on t h e runway each time the wind changes direction and does not provide adequate length when t a i l wind operat ions are conducted because of preferent ia l runway use. T h e problem i s f u r t h e r compounded by t h e f a c t t h a t w i n d s up t o 9.2 km/h ( 5 k t ) are r epor t ed as "calm". The FAA landing performance curves and tables are usually based on a 9.2 km/h ( 5 k t ) t a i l wind t o r e c o g n i z e t h e f l e x i b i l i t y r e q u i r e d i n a e r o p l a n e l a n d i n g o p e r a t i o n s . The FAA take-off performance curves and tables, however, are developed for zero wind. The take-off performance curves i n t h e a e r o p l a n e c h a r a c t e r i s t i c d o c u m e n t s f o r a i r p o r t p l a n n e r s are developed for zero wind and the landing performance curves are developed for zero wind a t 15 m ( 5 0 f t ) height.

Aeroplane mass

2.6 The g r e a t e r a n a e r o p l a n e ' s mass, the longer w i l l be i t s requ i r ed runway l eng th , bo th fo r l and ing and f o r t a k i n g o f f . The mass of an aeroplane is made up of three major items:

a ) a i r c r a f t p r e p a r e d f o r s e r v i c e (APS) mass ( o r o p e r a t i n g mass empty) which usua l ly inc ludes :


1) aircraft empty mass;

2) crew mass, crew's baggage, engine oil and removable emergency equipment mass;

3) unusable fuel mass;

b) payload; and

c) fuel load.

Items b) and c) are self-explanatory.

The total of the APS mass and payload will vary and may need to be considered on a local basis. This mass is often referred to, for operational purposes, as the "zero fuel mass" and the maximum value is given as a structural limitation in the flight manual.

2.7 In the FAA'aeroplane performance tables, the runway lengths required are related directly to the operating mass of the aeroplanes. However, in the FAA aeroplane performance curves, the runway lengths required may be related to flight stage lengths. In these curves it has been assumed that aeroplanes take off with the maximum payload permissible under the circumstances. If the take-off mass is not limited by any of the conditions enumerated in 2.11 b) below, the payload can be as much as the aeroplane structure permits, i.e. the maximum zero fuel mass minus the APS; on the other hand, if the take-off mass is limited by any of the conditions, the payload must be reduced. These curves make allowance for this.

2.8 Annex 6 , Part I, Chapter 4 , specifies the amount of fuel to be carried by aeroplanes for two cases:

a) when a destination alternate aerodrome is required; and

b) when a destination alternate aerodrome is not required.

In the FAA aeroplane performance only case b) has been taken into account. According to the Annex in this case a flight shall not be commenced unless, taking into account both the meteorological conditions and delays that are expected in flight, the aeroplane carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies and to enable the aircraft to reach an alternate aerodrome. In order to comply with this, the fuel shall be at least the amount sufficient to allow the aeroplane:

a) in the case of propeller-driven aeroplanes, to fly to the aerodrome to which the flight is planned, thence to the most critical (in terms of fuel consumption) alternate aerodrome specified in the operational flight plan and thereafter for a period of 45 minutes;

b) in the case of aeroplanes equipped with turbo-jet engines, to fly to and execute an approach and a missed approach at the aerodrome to which the flight is planned and thereafter:

23/1/91 No. 1

i I

I C A O 7357 PARTS3 ** M 4843436 002b878 7T2

Part 1 .- Runways 1-61 ._

1 ) t o f l y t o t h e a l t e r n a t e ae rodrome spec i f i ed i n t he f l i gh t p l an , and t h e n

2 ) t o f l y f o r 30 minutes a t holding speed a t 450 m (1 500 f t ) above the al ternate aerodrome under s tandard temperature condi t ions, and approach and land, and

3 ) t o have an addi t iona l amount of f u e l s u f f i c i e n t t o p r o v i d e f o r t h e increased consumption on the occurrence of any of t h e p o t e n t i a l con t ingenc ie s l i s t ed below and s p e c i f i e d by t h e o p e r a t o r t o t h e s a t i s f a c t i o n of t he S t a t e o f t he Opera to r :

a) meteoro logica l condi t ions forecas t ;

b) expected a i r t r a f f i c c o n t r o l r o u t i n g s a n d t r a f f i c d e l a y s ;

c) one instrument approach a t the des t ina t ion aerodrome, inc luding a missed approach;

d) t h e p r o c e d u r e s p r e s c r i b e d i n t h e o p e r a t i o n s manual f o r l o s s o f p r e s s u r i z a t i o n , o r faihre of one power uni t whi le en rou te ; and

e) any o t h e r c o n d i t i o n s t h a t may de€ay the landing of the aeroplane Qr increase f u e l a n d i o r ~ 2 % consumption.

Annex 6 also spectfies the amount af f u e l in a ease where the aeroplane f l ies d i r e c t l y to t h e alternate aeradrolne wL.thoutc over fzy ing Eke aercdrome t o w h i c h t h e f l i g h t is planned. This case fe not Ehe prtmary concern flcr aeroctrame engineers and was d f s r e g a r d d i n the FAA aeraplane performance curves,

2.9 fn order ea assess the r q u f r e d ecnorrnt of f u e l , t h e ’ a v e r a g e r e p r e s e n t a t i v e f u e l eonsumpEf~~z rate- has been s ta t i s t ica l ly obtained i n t h e FAA aeroplane performance carves f a r each type of aerapxane by averaging the amount o f f u e l consumed f o r a u n i t distance and for a unF t f l fgh t time. The use o f th i s average i s j u s t i f i e d f o r aerodrome des ign purposes as t h e rate is. a lmost cons tan t for each aeroplane type and there has been no s ign i f i can t d€ve rgeney fo r a wide r ange o f d i f f e ren t s t age d i s t ances . The d i s t a n c e scaIe fo r t he t ake -o f f pe r fo rmance cu rves has been s ca l ed t o t h i s ave rage r e p r e s e n t a t i v e fuel ccmsumption rate.

2.10 In t h e FAA aeroplane performance curves the distance from the aerodrome of d e s t i n a t i o n t a an al ternate aerodrome has uniformly been assumed t o be a 30-minute f l i g h t . I n a d d i t i o n , the amount of f u e l r e q u i r e d f o r a 45-minute f l i g h t a t an average a l t i t ude has been t aken i n to accoun t . T h e amount o f fue l r equ i r ed fo r a turbo-jet aeroplane to f l y f o r 45 minutes a t t h e a v e r a g e a l t i t u d e a t the average speed i s cons ide red t o be a lmos t equ iva len t t o t ha t r equ i r ed €o r a 30 -minu te f l i gh t a t holding speed a t 450 m (1 500 f t ) above an aerodrome. Fur ther , the average representa t ive fue l consumption rate has been obtained by d iv id ing t he ac tua l fue l consumpt ion by t h e dis tance f lown and by t h e f l i g h t time on a b lock t o block bas is and i t t h e r e f o r e inc ludes , on an average basis , t h e f a c t o r s e n u m e r a t e d i n 2.8 3 ) b) above.

2.11 Aeroplane landing and take-off masses ca lcu la ted should no t be g rea te r than the fo l lowing limits:


a) Landing mass. Aeroplanes land at a mass up to the maximum landing mass which falls into one of two types;

1 ) Structural limitation. Maximum landing mass based on structural limitation is constant regardless of the operational parameters such as temperature, and wind.

2) Climb performance. Maximum landing mass based on a climb limitation varies with pressure-altitude and temperature. An increase in pressure-altitude and/or temperature-decreases the maximm allowable landing mass.

b) Take-off mass. Aeroplanes take off at a mass up to maximum take-off mass which falls into one of five types:

Structural limitations. Maximum take-off mass based on climb structural limitations is constant regardless of pressure-altitude, temperature, wind and runway slope.

Climb performance. Maximum take-off mass based on climb limitations varies with pressure-altitude and aerodrome temperature. An increase in pressure-altitude and/or temperature decreases allowable take-off mass.

Tire speed. Maximum take-off mass based on tire speed limitations varies with pressure-altitude, temperature, and tail wind. An increase i n any of these factors, singly or i n combination, decreases maximm allowable take-off mass.

Maximum landing mass. Take-off mass less the fuel mass consumed to fly to the aerodrome to which the flight is planned should not exceed the maximum landing mass at that aerodrome to ensure safe landing azter a normal flight. (See Annex 6 , 5.2.)

Obstacle clearance. Maximum take-off mass based on obstacle clearance limitation is dependent on the location and height of obstacles in the vicinity of the runway end. In the development of the FAA aeroplane performance curves, it has been assumed that there are no obstacles that may adversely affect aeroplane operations.

Runway surface state

2.12 A snow, slush, ice or water covered runway surface will increase the length of runway required for take-off and for landing. In the FAA aeroplane performance curves a dry hard runway surface has been assumed unless otherwise stated; in the tables, however, the landing lengths assume a wet runway and no further correction to the length is necessary for a wet runway. The landing performance curves in the aeroplane characteristics documents for airport planners are developed for dry and wet runway surface conditions.

- END -

<

c

I C A O T E C H N I C A L P U B L I C A T I O N S -

m e following summary gives the status, and also describes in general terms the contents of the various serics of technical publications issued by the Inter- national Civil Aviation Organization. I t does not include specialized publications that do not fall specifically within one of the series, such as the Aeronautical Chart Catalogue or the Meteorological Tables for International Air Navigation.

International Standards and Recommended Rsc- tices are adopted by the Council in accordance with Articles 54, 37 and 90 of the Convention on International Civil Aviation and are designated, for convenience, as Annexes to the Convention. The uniform .application by Contracting States of the specifications contained in the International Stan- dards is recognized as necessary for the safety or regularity of international air navigation while the uniform application of the specifications in the Recommended Practices is regarded as desirable in the interest of safety, regularity or efficiency of international air navigation. Knowledge of any differences between the national regulations or practices of a State and those established by an International Standard is essential to the safety or regularity of international air navigation, In the event of non- compliance with an International Standard, a State has, in fact, an obligation, under Article 38 of the Convention, to notify the Council of any differences. Knowledge of differences from Recommended Prac- tices may also be important for the safety of air navigation and, although the Convention does not impose any obligation with regard thereto, the Council has invited Contracting States to notify such differences in addition to those relating to Interna- tional Standards.

Procedures for Air Navigation services (PANS) are approved by the Council for world-wide application. They contain, for the most part, operating procedures

regarded as not yet having attained a sufficient degree of maturity for adoption as International Standards and Recommended Practices, as well as material of a more permanent character which is considered too detailed for incorporation in an Annex, or is suscep- tible to frequent amendment, for which the processes of the Convention would be too.curnbersome.

Regional Supplementary procedures (SUPPs) have a status simiiar to that of PANS in that they are approved by the Council, but only for application in the respective regions. They are prepared in consoli- dated form, since certain of the procedures apply to overlapping regions or are common to two or more regions.

The following publications are prepared by author- i@ of the Secretw General in accordance with the principles and policies approved by the Council.

Tedrnical Manuals provide guidance and information in amplification of the International Standards, Recommended Practices and PANS, the implementation of which they are designed to facilitate.

Air Navigation Hans detail requirements for facilities and services for international air navigation in the respective ICAO Air Navigation Regions. They are prepared on the authority of the Secretary General on the basis of recommendations of regional air navigation meetings and of the Council action there- on. The plans are amended peri~dically to reflect changes in requirements and in the status of implementation of the recommended facilities and services.

ICAO Circulars make available specialized information of interest to Contracting States. This includes studies on technical subjects.

PRICE: U.S.$3.75 (or equivalent in other currencles)

@ ICAO 1984 4/84, E/P1/3000

Doc 9157-AN1901, Part 1 Order No. 801205

icao 9357 part83 ** 0019357 h - bird controlbirdcontrol.it/normative/doc 9157/doc 9157 part...

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