aerodrome standards and recommended practices

Air Navigation SystemRequirements Branch

AERODROME STANDARDSANDRECOMMENDED PRACTICES

4th Edition

TransportCanada

TransportsCanada

TP 312E*TP312E*

(revised 03/2005)

March 1993

Aerodrome Standards and Recommended Practices TP 312E

A ME N D ME N T S

R E C O R D of A ME NDME NT S A ND C O R R IG E NDA

No. Date issued Date Entered Entered by Organization

AMENDMENTS

No. Date issued Date Entered Entered by Organization

CORRIGENDA

Transport Canada (ii) 4th Edition Revised 2005

1 (04/ 1993) IncludedTransport Canada

2 (04/ 2005) IncludedTransport Canada

www.tc.gc.ca

March 2005 Mars 2005 Please find attached updated pages to TP 312 4th edition, which were affected by Corrigenda# 1 circulated as a pen and ink correction in March 1993. Also included is Corrigenda# 2 to the same document which corrects a misprint to Figure 5-22. The provision of these revised pages is part of our overall objective to have a current, electronic version of TP 312 4th edition available online.

Vous trouverez ci-joint les pages révisées du TP 312, 4e édition, visées par la série de rectificatifs no 1 qui vous ont été communiqués en mars 1993 et que vous deviez apporter à la main. Vous trouverez également ci-joint le rectificatif no 2 qui vient corriger une coquille relevée à la figure 5-22 du même document. Nous vous envoyons ces pages révisées afin d’atteindre notre objectif global, qui est d’afficher sur Internet une version électronique à jour du TP 312, 4e édition.

Directeur intérimaire Aérodromes et Navigation aérienne

Tom R. Fudakowski

Acting Director Aerodromes and Air Navigation

Enclosure pièce jointe

Your file Votre référence

Our file Notre référence

A 5110 – 1 U / RDIMS # 1115893

Ottawa, Ontario K1A 0N8

INTENTIONALLY LEFT BLANK

Transport Canada Corrigendum no. 1

01 March 1993

Aerodrome Standards and Recommended PracticesTP 312E

Corrigendum No. 1

The initial issue of TP 312E, Aerodrome Standards and Recommended Practices, contains some errorswhich require the following pen and ink corrections:

1. Page (iv) Table of contents Section 5.3; revise 5.2.8 to read 5.3.8.Section 5.4; revise “5.2.7” to read “5.4.7”

2. Page (vi) Table of contents Sub-section B.2.3; revise “15 m spacing” to read” 7.5 m spacing”.Sub-section B.2.4; revise “7.5 m spacing” toread “30 m, 60 m spacing”.Sub-section B.2.5; revise “7.5 m spacing “toread “30 m, 60 m spacing”.

3. Page 1-6 Para 1.2.1, last sentence; revise to read: “…shall rest with Transport CanadaAviation.”

4. Page 3-12 Figure 3-1, bottom para; revise referance from 3.9.1.6 to 3.4.1.6.

5. -6 Figure 5-4; add the symbol , as follows:- change “30m L1 L2” to read “30m L1 L2”.- change “7.5 m a 15.m” to read “7.5 m a 15.m”.

6. Page 5-15 Revise section number 5.2.14 to 5.2.15

7. Page 5-27 Table 5-3, Note (at bottom of table); revise “Figure 5-10” to read “Figure 5-14”

8. Page 5-31 Table 5-4, Note (at bottom of table); revise “Figure 5-10” to read “Figure 5-14”

9. Page 5-48 Revise paragraph number 5.3.12.2 to 5.3.12.3 Revise remaining paragraph numbers in each setion 5.3.12 consecutively to read paras 5.3.12.4 to 5.3.12.7

10. Page 7-3 Under “characteristics” revise paragraph number 7.3.1.5 to read 7.3.1.7.Revise paragraph number 7.3.1.6 to read 7.3.1.8

11. Page 8-3 Revise the second paragraph number 8.1.2.2 to read 8.1.2.3

12. Page 8-5 Revise paragraph number 8.5.2.1 to read 8.4.2.1.In paragraph number 8.5.1.1: revise “section 8.9” to read “sub-section 8.5.2” andrevise paragraph number 8.5.1.17 to read 8.5.1.18.Paragraph 8.5.1.5; revise “Table 8-3” to read “Table 8-2”.

Transport Canada Corrigendum no. 1

01 March 1993

13. Page 8-6 Paragraph 8.5.1.14; replace “runway guard lights” with “stop bars and runway guard lights”.

14. Page C-1 Revise the second paragraph number C.1.1.3 to read C.1.1.4

15. Page C-6 Under “Frangibility and withstand” revise paragraph number C.1.3.3 to read C.1.3.4. Revise remaining paragraph numbers in section C.1.3 consecutively to read paras C.1.3.5 to C.1.3.10

16. Page C-7 Revise the second paragraph number C.3.2.8 to read C.3.2.9

17. Attachment A Page 4 Under “RUNWAY SURFACE EVENNESS”, second paragraph; revise 5.2 to read 4.2

18. Record entry of this corrigendum on page (ii)

- END -

Corrigendum no.2(03/2005)

TP 312EAerodrome Standards and Recommended Practices

Corrigendum No. 2

The initial issue of TP312E 4th edition, Aerodrome Standards and RecommendedPractices, contains the following errors, which have been corrected as part of thisCorrigendum:

1. Page 5-62 Pattern A taxi-holding position markings in Figure 5-22 werepreviously displayed in reverse.

2. Page 5-6 Figure 5-4, formula for spacing of displaced arrows amended toread 30m L1 L2

3. Page 8-5 8.6.1.10 has been renumbered to 8.5.1.10

TP 312E Aerodrome Standards and Recommended Practices

TABLE OF CONTENTS

Page Page

Abbreviations and Symbols, Manuals . . . . . . . . . . . (vii)Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (viii)

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (ix)

CHAPTER 1GENERAL

1.1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2 APPLICABILITY . . . . . . . . . . . . . . . . . . . . . . . . 1-6

1.3 REFERANCE CODE . . . . . . . . . . . . . . . . . . . . . . 1-7

CHAPTER 2AERODROME DATA

2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1.1 Units of Measurement . . . . . . . . . . . . . . 2-1

2.2 GEOGRAPHIC DATA . . . . . . . . . . . . . . . . . . . . . 2-1

2.2.1 Aerodrome Reference Point . . . . . . . . . 2-12.2.2 Geometric Centre . . . . . . . . . . . . . . . . . 2-12.2.3 Runway Threshold Coordinates . . . . . . 2-12.2.4 Aerodrome and Runway Elevations . . . 2-22.2.5 Aerodrome Magnetic Variation . . . . . . . 2-22.2.6 Aerodrome Reference Temperature . . . 2-22.2.7 Electronic Navigation Aids . . . . . . . . . . 2-2

2.3 AERODROME DIMENSIONS AND RELATEDINFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.3.2 Declared Distances . . . . . . . . . . . . . . . . 2-32.3.3 (not allocated)2.3.4 ICAO “Type A” Obstacle charts . . . . . . 2-4

2.4 STRENGTH OF PAVEMENTS . . . . . . . . . . . . . . 2-5

2.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 2-52.4.2 ACN-PCN Method of Reporting . . . . . . . 2-5

2.5 CONDITION OF THE MOVEMENT AREA ANDRELATED FACILITIES . . . . . . . . . . . . . . . . . . . . 2-7

2.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 2-72.5.2 Runway Surface Condition Reporting . . 2-72.5.3 Rescue and Fire Fighting . . . . . . . . . . . . 2-8

CHAPTER 3PHYSICAL CHARACTERISTICS

3.1 RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.2 Slopes on Runways . . . . . . . . . . . . . . . . 3-3

3.1.3 Strength of Runways . . . . . . . . . . . . . . . 3-43.1.4 Surface of Runways . . . . . . . . . . . . . . . . 3-43.1.5 Runway Shoulders . . . . . . . . . . . . . . . . . 3-53.1.6 Runway Strips . . . . . . . . . . . . . . . . . . . . 3-53.1.7 Runway End Safety Areas . . . . . . . . . . . 3-8

3.2 CLEARWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

3.2.1 Location of Clearways . . . . . . . . . . . . . . 3-83.2.2 Length of Clearways . . . . . . . . . . . . . . . 3-83.2.3 Width of Clearways . . . . . . . . . . . . . . . . 3-93.2.4 Slopes on Clearways . . . . . . . . . . . . . . . 3-93.2.5 Objects on Clearways . . . . . . . . . . . . . . 3-9

3.3 STOPWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

3.3.1 Width of Stopways . . . . . . . . . . . . . . . . . 3-93.3.2 Slopes on Stopways . . . . . . . . . . . . . . 3-103.3.3 Strength of Stopways . . . . . . . . . . . . . 3-103.3.4 Surface of Stopways . . . . . . . . . . . . . . 3-103.3.5 Objects on Stopways . . . . . . . . . . . . . . 3-10

3.4 TAXIWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . 3-113.4.2 Slopes on Taxiways . . . . . . . . . . . . . . . 3-133.4.3 Strength of Taxiways . . . . . . . . . . . . . . 3-143.4.4 Surface of Taxiways . . . . . . . . . . . . . . 3-143.4.5 Rapid Exit Taxiways . . . . . . . . . . . . . . . 3-143.4.6 Taxiways on Bridges . . . . . . . . . . . . . . 3-153.4.7 Taxiway Shoulders . . . . . . . . . . . . . . . . 3-153.4.8 Taxiway Strips . . . . . . . . . . . . . . . . . . . 3-16

3.5 HOLDING BAYS, TAXIHOLDING POSITIONS,AND ROAD-HOLDING POSITIONS . . . . . . . . . 3-16

3.5.1 Holding Bays . . . . . . . . . . . . . . . . . . . . 3-163.5.2 Taxi-Holding Positions . . . . . . . . . . . . . 3-173.5.3 Road-Holding Positions . . . . . . . . . . . . 3-17

3.6 APRONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

3.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . 3-183.6.2 Size of Aprons . . . . . . . . . . . . . . . . . . . 3-183.6.3 Strength of Aprons . . . . . . . . . . . . . . . . 3-183.6.4 Slopes on Aprons . . . . . . . . . . . . . . . . . 3-183.6.5 Clearance Distances on Aprons and

Aircraft Stands . . . . . . . . . . . . . . . . . . . 3-193.6.6 Aircraft Stand Taxilane Minimum

Clearance Distances . . . . . . . . . . . . . . 3-193.6.7 Isolated Aircraft Parking Position . . . . 3-19

CHAPTER 4OBSTACLE RESTRICTION AND REMOVAL

4.1 OBSTACLE LIMITATION SURFACES . . . . . . . . 4-1

4.1.1 Outer Surface . . . . . . . . . . . . . . . . . . . . 4-14.1.2 Take-Off/Approach Surface . . . . . . . . . 4-1

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Page Page

4.1.3 Transitional Surface . . . . . . . . . . . . . . . 4-2

4.2 OBSTACLE LIMITATION REQUIREMENTS . . . 4-4

4.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 4-44.2.2 Non-instrument Runways . . . . . . . . . . . 4-44.2.3 Non-precision Approach Runways . . . . 4-54.2.4 Precision Approach Runways . . . . . . . . 4-6

4.3 OTHER OBJECTS . . . . . . . . . . . . . . . . . . . . . . . 4-7

4.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 4-7

CHAPTER 5VISUAL AIDS FOR NAVIGATION

5.1 INDICATORS AND SIGNALLING DEVICES . . . 5-1

5.1.1 Wind Direction Indicators . . . . . . . . . . . 5-1

5.2 MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.2.2 Runway Designation Markings . . . . . . . 5-35.2.3 Runway Centre Line Marking . . . . . . . . . 5-45.2.4 Threshold Marking . . . . . . . . . . . . . . . . . 5-4

– transverse stripe . . . . . . . . . . . . . . . . 5-5– arrows . . . . . . . . . . . . . . . . . . . . . . . . 5-7

5.2.5 Aiming Point Marking . . . . . . . . . . . . . . . 5-75.2.6 Touchdown Zone Marking . . . . . . . . . . . 5-85.2.7 Runway Side Stripe Marking . . . . . . . . . 5-85.2.8 Taxiway Centreline Marking . . . . . . . . 5-105.2.9 Taxi-holding Position Marking . . . . . . . 5-105.2.10 Taxiway Intersection Marking . . . . . . . 5-125.2.11 Aircraft Stand Taxilane Marking . . . . . 5-125.2.12 Aircraft Stand Markings . . . . . . . . . . . 5-125.2.13 Apron Safety Lines . . . . . . . . . . . . . . . 5-135.2.14 Apron Passenger Path Lines . . . . . . . 5-145.2.15 Road-holding Position Marking . . . . . . 5-155.2.16 Information Marking . . . . . . . . . . . . . . 5-15

5.3 LIGHTS

5.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . 5-18– light fixtures and supporting

structures . . . . . . . . . . . . . . . . . . . . 5-18– light intensity and control . . . . . . . . . 5-19

5.3.2 Emergency Lighting . . . . . . . . . . . . . . 5-205.3.3 Aerodrome beacon . . . . . . . . . . . . . . . 5-205.3.4 (not allocated)5.3.5 Approach Lighting System . . . . . . . . . 5-21

– simple approach lighting system . . . 5-22– precision approach Category I

lighting system . . . . . . . . . . . . . . . . . 5-24– precision approach category II

and III lighting sysem . . . . . . . . . . . . 5-285.3.6 Visual Approach Slope Indicator

Systems . . . . . . . . . . . . . . . . . . . . . . . 5-33– PAPI and APAPI . . . . . . . . . . . . . . . 5-33– obstacle protection surface . . . . . . . 5-38

5.3.7 Aerodrome Flight Manoeuvring Area Hazard Beacons . . . . . . . . . . . . . 5-41

5.3.8 Runway Lead–in Lighting Systems . . . 5-425.3.9 Runway Identification Lights (RILS) . . 5-425.3.10 Runway Edge Lights . . . . . . . . . . . . . . 5-435.3.11 Runway Threshold and Wing Bar

Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 5-455.3.12 Runway End Lights . . . . . . . . . . . . . . . 5-475.3.13 Runway Centre Line Lights . . . . . . . . . 5-485.3.14 Runway Touchdown Zone Lights . . . . . 5-495.3.15 Stopway Lights . . . . . . . . . . . . . . . . . . 5-495.3.16 Taxiway Centre Line Lights . . . . . . . . . 5-50

– taxiway centre line lights ontaxiways . . . . . . . . . . . . . . . . . . . . . . 5-51

– taxiway centre line lights onrapid exit taxiways . . . . . . . . . . . . . . 5-51

– taxiway centre line lights onother exit taxiways . . . . . . . . . . . . . . 5-51

– taxiway centre line lights onrunways . . . . . . . . . . . . . . . . . . . . . . 5-53

5.3.17 Taxiway Edge Lights . . . . . . . . . . . . . . 5-535.3.18 Stop Bars . . . . . . . . . . . . . . . . . . . . . . . 5-545.3.19 Taxiway Intersection Lights . . . . . . . . . 5-555.3.20 Runway Guard Lights . . . . . . . . . . . . . . 5-555.3.21 Apron Floodlighting . . . . . . . . . . . . . . . 5-565.3.22 Visual Docking Guidance System . . . . 5-57

– azimuth guidance unit . . . . . . . . . . . . 5-57– stopping position indicator . . . . . . . . 5-58

5.3.23 Aircraft Stand Manoeuvring GuidanceLights . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58

5.3.24 Road-Holding Position Light . . . . . . . . . 5-59

5.4 SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59

5.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . 5-595.4.2 Mandatory Instruction Signs . . . . . . . . 5-615.4.3 Information Signs . . . . . . . . . . . . . . . . . 5-635.4.4 Mandatory Frequency/Aerodrome

Traffic Frequency Signs . . . . . . . . . . . . 5-685.4.5 Aerodrome Identification Sign . . . . . . . 5-695.4.6 Aircraft Stand Identification Signs . . . . 5-695.4.7 Road-Hold Position Signs . . . . . . . . . . 5-69

5.5 MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70

5.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . 5-705.5.2 Unpaved Runway Edge Markers . . . . . 5-705.5.3 Stopway Edge Markers . . . . . . . . . . . . 5-705.5.4 Edge Markers for Snow-Covered

Runways . . . . . . . . . . . . . . . . . . . . . . . 5-715.5.5 Taxiway Edge Markers . . . . . . . . . . . . . 5-715.5.6 Taxiway Centre Line Markers . . . . . . . . 5-715.5.7 Unpaved Taxiway Edge Markers . . . . . 5-725.5.8 Boundary Markers . . . . . . . . . . . . . . . . 5-72

Transport Canada (iv) 4th Edition Revised 2005


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CHAPTER 6VISUAL AIDS FOR DENOTING OBSTACLES

6.1 OBJECTS TO BE MARKED AND/OR LIGHTED . 6-1

6.1.1 Objects on Movement Areas . . . . . . . . . 6-16.1.2 Objects on Runway Strips . . . . . . . . . . . 6-16.1.3 Other Objects . . . . . . . . . . . . . . . . . . . . 6-1

6.2 MARKING OF OBJECTS . . . . . . . . . . . . . . . . . . 6-2

6.2.1 Fixed Objects . . . . . . . . . . . . . . . . . . . . 6-26.2.2 Mobile Objects . . . . . . . . . . . . . . . . . . . 6-3

6.3 LIGHTING OF OBJECTS . . . . . . . . . . . . . . . . . . 6-3

6.3.1 Fixed Objects . . . . . . . . . . . . . . . . . . . . 6-36.3.2 Mobile Objects . . . . . . . . . . . . . . . . . . . 6-3

CHAPTER 7VISUAL AIDS FOR DENOTING RESTRICTED

USE AREAS

7.1 CLOSED RUNWAYS AND TAXIWAYS ORPORTIONS THEREOF . . . . . . . . . . . . . . . . . . . . 7-1

7.1.1 Closed Markings . . . . . . . . . . . . . . . . . . 7-17.1.2 Lighting . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.2 NON LOAD-BEARING SURFACES . . . . . . . . . . 7-2

7.2.1 Taxi Side Stripe Marking . . . . . . . . . . . . 7-2

7.3 PRE-THRESHOLD AREAS . . . . . . . . . . . . . . . . 7-3

7.3.1 Chevron Marking . . . . . . . . . . . . . . . . . . 7-3

7.4 UNSERVICEABLE AREAS . . . . . . . . . . . . . . . . 7-4

7.4.1 Unserviceability Markers . . . . . . . . . . . 7-47.4.2 Unserviceability Lights . . . . . . . . . . . . . 7-4

CHAPTER 8EQUIPMENT INSTALLATIONS AND

OPERATIONS

8.1 ELECTRICAL SYSTEMS . . . . . . . . . . . . . . . . . . 8-1

8.1.1 Secondary Power Supply . . . . . . . . . . . 8-1– General . . . . . . . . . . . . . . . . . . . . . . 8-1– Visual Aids . . . . . . . . . . . . . . . . . . . . 8-1

8.1.2 Circuit Design . . . . . . . . . . . . . . . . . . . . 8-38.1.3 Standby Power Unit Operation . . . . . . . 8-3

8.2 (not allocated)

8.3 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

8.3.1 Visual Aids . . . . . . . . . . . . . . . . . . . . . . 8-3

8.4 SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

8.4.1 Fencing . . . . . . . . . . . . . . . . . . . . . . . . . 8-48.4.2 Security Lighting . . . . . . . . . . . . . . . . . . 8-5

8.5 OPERATION AND CONTROL OF AERODROME LIGHTING SYSTEMS . . . . . . . . . . . . . . . . . . . . 8-5

8.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 8.58.5.2 Aircraft Control of Aerodrome Lighting

(ARCAL) . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

8.6 SITING AND CONSTRUCTION OF EQUIPMENTAND INSTALLATIONS ON OPERATIONALAREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

8.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

8.7 AERODROME VEHICLE OPERATION . . . . . . . . 8-9

8.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

8.8 SURFACE MOVEMENT GUIDANCE ANDCONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . 8-10

8.8.1 General . . . . . . . . . . . . . . . . . . . . . . . . 8-108.8.2 Visual Aids . . . . . . . . . . . . . . . . . . . . . . 8-118.8.3 Non-visual Aids . . . . . . . . . . . . . . . . . . 8-11

8.9 SIMULTANEOUS INTERSECTING RUNWAYOPERATIONS (SIRO) . . . . . . . . . . . . . . . . . . . 8-12

8.9.1 General . . . . . . . . . . . . . . . . . . . . . . . . 8-12

CHAPTER 9EMERGENCY AND OTHER SERVICES

9.1 AERODROME EMERGENCY PLANNING . . . . . . 9-1

9.1.1 Emergency Response Plan . . . . . . . . . . 9-19.1.2 Emergency Operations and

Command Post . . . . . . . . . . . . . . . . . . . . 9-29.1.3 Aerodrome Emergency Exercise . . . . . . 9-2

9.2 (not allocated)

9.3 DISABLED AIRCRAFT REMOVAL . . . . . . . . . . . 9-3

9.3.1 Disabled Aircraft Removal Plan . . . . . . . 9-39.3.2 Removal of Disabled Aircraft from

Operational Areas . . . . . . . . . . . . . . . . . 9-3

9.4 MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . 9-4

9.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 9-49.4.2 Pavements . . . . . . . . . . . . . . . . . . . . . . . 9-49.4.3 Visual Aids . . . . . . . . . . . . . . . . . . . . . . . 9-5

9.5 WILDLIFE REDUCTION HAZARD . . . . . . . . . . . . 9-7

9.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 9-7

9.6 APRON MANAGEMENT SERVICE . . . . . . . . . . . 9-7

9.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 9-7

9.7 GROUND SERVICING OF AIRCRAFT . . . . . . . . 9.8

9.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . 9-8

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APPENDIX AAERONAUTICAL GROUND LIGHT AND

SURFACE MARKING COLOURS

A.1 (to be issued at a later date) . . . . . . . . . . . . . . . A-1

APPENDIX BAERONAUTICAL GROUND LIGHT

CHARACTERISTICS

B.1 APPROACH AND RUNWAYLIGHTS . . . . . . . . . B-1

B.1.1 Approach Centre Line Lights andCrossbars . . . . . . . . . . . . . . . . . . . . . . . B-1

B.1.2 Approacg Side Row Lights . . . . . . . . . . B-2B.1.3 Threshold Lights . . . . . . . . . . . . . . . . . . B-3B.1.4 Wing Bar lights . . . . . . . . . . . . . . . . . . . B-4B.1.5 Touchdown Zone Lights . . . . . . . . . . . . B-5B.1.6 Runway Centre line Lights

(30 m spacing) . . . . . . . . . . . . . . . . . . . . B-6B.1.7 Runway Centre line Lights

(15m spacing) . . . . . . . . . . . . . . . . . . . . B-7B.1.8 Runway Centre line Lights

(7.5 m spacing) . . . . . . . . . . . . . . . . . . . B-8B.1.9 Runway End Lights . . . . . . . . . . . . . . . . B-9B.1.10 Runway Edge Light

(45 m runway width) . . . . . . . . . . . . . . . B-10B.1.11 Runway Edge Lights

(60 m runway width) . . . . . . . . . . . . . . . B-11B.1.12 Common Requirements for approach

and Runway Lights . . . . . . . . . . . . . . . B-12

B.2 TAXIWAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . B-14

B.2.1 Taxiway Centre Line Lights(15 m spacing) and Stop Bar Lights inStraight Sections Intended For Usein RVR Conditions Less Than a Valueof 1400 ft (large offsets) . . . . . . . . . . . B-14

B.2.2 Taxiway Centre Line Lights(15 m spacing) and Stop Bar Lights inStraight Sections Intended For Usein RVR Conditions Less Than a Valueof 1400 ft . . . . . . . . . . . . . . . . . . . . . . . B-15

B.2.3 Taxiway Centre Line Lights(7.5 m spacing) and Stop Bar Lights inCurved Sections Intended For Usein RVR Conditions Less Than a Valueof 1400 ft . . . . . . . . . . . . . . . . . . . . . . . B-16

B.2.4 Taxiway Centre Line Lights(30 m, 60 m spacing) and Stop Bar Lightsin Straight Sections Intended For Usein RVR Conditionsfof1400 ft orgreater . . . . . . . . . . . . . . . . . . . . . . . . . B-17

B.2.5 Taxiway Centre Line Lights(30 m, 60 m spacing) and Stop Bar Lightsin Curved Sections Intended For Usein RVR Conditionsfof1400 ft or

greater . . . . . . . . . . . . . . . . . . . . . . . . B-18B.2.6 Runway Guard Lights

(configuration A) . . . . . . . . . . . . . . . . B-19B.2.7 Collective Requirements for

Taxiway Lights . . . . . . . . . . . . . . . . . . B-20

B.3 VISUAL APPROACH SLOPE INDICATORSYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . B-21

B.3.1 PAPI and APAPI . . . . . . . . . . . . . . . . B-21

APPENDIX CAIRSIDE GUIDANCE SIGN DESIGN

SPECIFICATIONS

C.1 GENERAL REQUIREMENTS . . . . . . . . . . . . . . C-1

C.1.1 Sign Face and InscriptionDimensions . . . . . . . . . . . . . . . . . . . . . C-1

C.1.2 Sign Character Size and Spacing . . . . C-1C.1.3 Sign Construction . . . . . . . . . . . . . . . . C-6

C.2 RETROREFLECTIVE SIGNS . . . . . . . . . . . . . . C-7

C.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . C-7

C.3 ILLUMINATED SIGNS . . . . . . . . . . . . . . . . . . . C-7

C.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . C-7C.3.2 Internally Illuminated Signs . . . . . . . . . C-7C.3.3 Fibreoptic Signs . . . . . . . . . . . . . . . . . . C-8

ATTACHMENTS

Transport Canada (vi) 4th Edition Revised 2005


ABBREVIATIONS and SYMBOLS(used in Aerodrome Standards and Recommended Practices)

Abbreviations Abbreviations

AAE Above aerodrome elevationAAS Airport Advisory ServiceACN Aircraft classification numberALR Aircraft loading ratingAPAPI Abbreviated precision approach path

indicatoraprx ApproximatelyARCAL Aircraft radio control of aerodrome lightingARP aerodrome reference pointASDA Accelerate stop distance availableATF Aerodrome traffic frequencyATS Air traffic servicesC Degrees CelsiusCAT I Category ICAT II Category IICAT III Category IIICBR California bearing ratiocd CandelaCIE Commission Internationale de l’Éclairagecm CentimetreDME Distance measuring equipmentE EastEWH Eye to wheel heightFAA Federal Aviation Administration (USA)FOD Foriegn object damagef t FootGNSS Global Navigation Satellite SystemGPS Global Positioning SystemGS GlideslopeHAA Height above aerodromeHIAL High intensity approach lightingICAO International Civil Aviation OrganizationIFR Instrument flight rulesILS Instrument landing systemIMC Instrument meteorological conditionsJBI James Brake IndexK Degree Kelvinkg Kilogramkm/h Kilometre per hourkm Kilometrekt KnotL LitreLDA Landing distance availablem MetreM MagneticMALSR Medium intensity approach lighting

system with runway alignment indicatorlights

max MaximumMF Mandatory frequency

min MinimumMLS Microwave landing systemmm MillimetreMN MeganewtonMPa MegapascalMSL Above mean sea levelN NorthNM Nautical mileNOTAM Notices to airmenNU Not usableOCA/H Obstacle clearance altitude/heightODALS Omni-directional lighting systemOFZ Obstacle free zoneOLS Obstacle limitation surfacePAPI Precision approach path indicatorPCN Pavement classification numberPLR Pavement load ratingRCR Runway condition reportRESA Runway end safety areaRILS Runway identification lightsRSC Runway surface conditionRVR Runway visual rangeS Southsecs SecondsSIRO Simultaneous intersecting runway

operationsT TrueTC Transport CanadaTDZ Touchdown zoneTDZE Touchdown zone elevationTDZL Touchdown zone lightingTODA Take-off distance availableTORA Take-off run availableTP Transport Canada publicationVFR Visual flight rulesVMC Visual meteorological conditionsVOR Very high frequency omnidirectional rangeW West

Symbols

° Degrees> Greater than< Less than- Minus´ Minute of arc% Percentage± Plus or minus+ Plus´´ Seconds of arc

4th EditionMarch 01, 1993 (vii) Transport Canada


MANUALS(related to the specifications of this document)

International Civil Aviation Organization (ICAO) Manuals

Aerodrome Design Manual (ICAO Doc 9157)Part 1 - RunwaysPart 2 - Taxiways, Aprons and Holding BaysPart 3 - PavementsPart 4 - Visual AidsPart 5 - Electrical Systems

Airport Planning Manual (ICAO Doc 9184)

Part 1 - Master PlanningPart 2 - Land Use and Environmental ControlPart 3 - Guidelines for Consultant/Construction Services

Airport Services Manual (ICAO Doc 9137)

Part 1 - Rescue and Fire FightingPart 2 - Pavement Surface ConditionsPart 3 - Bird Control and ReductionPart 4 - (withdrawn)Part 5 - Removal of Disabled AircraftPart 6 - Control of ObstaclesPart 7 - Airport Emergency PlanningPart 8 - Airport Operational ServicesPart 9 - Airport Maintenance Practices

Manual of Surface Movement Guidance and Control Systems (SMGCS) (ICAO Doc 9476)

Air Traffic Services Planning Manual (ICAO Doc 9426)

The International Civil Aviation Organization (ICAO) manuals may be obtained from the:

Document Sales Unit International Civil Aviation Organization1000 Sherbrooke St. WMontreal, QuebecH3A 2R2

Tel: (514)285-6304

Note.— ICAO Manuals are available in English and French versions. Specify whether you require the English orFrench volume.

Transport Canada (viii) 4th EditionMarch 01, 1993


Transport Canada (Aviation) Manuals

TP 382 – Standard Obstruction Markings

TP 973 – Canadian Class 1 NOTAM Procedures

TP 1247 – Land Use in the Vicinity of Airports

TP 1490 – Manual of All Weather Operations

TP 7775 – Procedures for the Certification of Aerodromes as Airports

The Transport Canada Aviation documents may be obtained from:

Transport Canada (AANDH)Aeronautical Information ServicesOttawa, OntarioK1A 0N8

Tel: (613)991-9970Fax: (613)998-7416

Note. — Specify whether you require the English (E) or French(F) volume.

Transport Canada (Airports) Manuals

TP 1801 – Airport Emergency Planning Manual

TP 11465 – Airport Safety Programs Manual

TP 779 - Operations and Maintenance Manual for Airport Pavements

TP 2633 - Manual of Airport Traffic Directives for the Operation of Vehicles on Airport Movement Areas

The above Transport Canada Airports manuals may be obtained from:

Transport Canada (AKPRS)Safety and Emergency Planning Ottawa, OntarioK1A 0N8

Tel: (613)990-3711Fax: (613)957-4260

TP 659 – Airports Winter Surface Maintenance Manual

The above Transport Canada Airports manual may be obtained from:

Transport Canada (AKPEM)Safety and Technical ServicesOttawa, OntarioK1A 0N8

Tel: (613)990-1341Fax: (613)957-4260

4th EditionMarch 01, 1993 (ix) Transport Canada



Transport Canada (x) 4th EditionMarch 01, 1993


FOREWORD PRÉFACE

Application

The specifications contained in this manual areapplicable to land airports which are certifiedpursuant to the Air Regulations Part III. Airportswhich were certified in accordance with theStandards and Recommended Practicescontained in previous editions of this manual may,except where otherwise specified, maintain theairport in accordance with the specificationsapplicable at the time of certification.

Where the airport, portions of the airport or itsfacilities are rehabilitated, replaced, refurbished orimproved, the specifications contained in thisedition of the manual shall apply.

Emploi

Les spécifications contenues dans ce manuels'appliquent aux aéroports certifiés selon la partieIII du Règlement de l'air. Les aéroports certifiéssuivant les Normes et pratique recommandéesmentionnées dans les éditions précédentes dumanuel peuvent, sauf indication contraire, êtreentretenus conformément aux spécifications envigueur au moment de la certification.

Lorsque l'aéroport, des portions de l'aéroport oudes installations sont remis en service, remplacés,remis à neuf ou améliorés, les spécifications duprésent manuel doivent être appliquées.

Status of manual components

This manual serves as the authoritative documentfor airport specifications, including physicalcharacteristics, obstacle limitations surfaces,lighting, markers, marking and signs. It uses theICAO phraseology of “standard” or “recommendedpractice” to identify specifications which areconsidered to have a direct impact on the safety offlight from those which effect only operationalefficiency. These terms are defined as:

État des composantes du manuel

Le présent manuel sert de référence pour lesspécifications d'aérodrome, y compris lescaractéristiques physiques, les surfaces delimitation d'obstacles, le balisage lumineux, lesbalises, les marques et les panneaux. Il utilise laphraséologie de l'OACI “normes” ou “pratiquerecommandée”, pour distinguer les spécificationsconsidérées comme ayant des conséquencesdirectes sur la sécurité de vol de celles quin'affectent que le rendement de l'exploitation. Lestermes en question sont définis comme suit:

Standard: A standard includes any specification forphysical characteristics, configuration, material,performance, personnel or procedure; the uniformapplication of which is recognized as necessary forthe safety or regularity of air navigation and towhich operators will conform. Standards. identifiedby the use of the verb “shall”, are mandatory forcertification unless a deviation has been approved.

Norme: Une norme comprend toute spécificationreliée aux caractéristiques physiques, à laconfiguration, au matériel, à la performance, aupersonnel ou à la procédure, dont l'applicationuniforme est considéré nécessaire à la sécurité ouà la régularité de la navigation aérienne, et àlaquelle les exploitants se conformeront. Lesnormes, reconnaissables à la mention “Norme” età l'emploi de “doit ou "doivent” ou du futur simple,sont obligatoires pour la certification, à moins dedérogation.

Recommended Practice: Any specification forphysical characteristics, configuration, material,performance, personnel or procedure; the uniformapplication of which is recognized as desirable inthe interest of safety, regularity or efficiency of airnavigation, and to which operators will endeavourto conform. Specifications designated as

Pratique recommandée: Il s'agit de toutespécification reliée aux caractéristiques physiques,à la configuration, au matériel, à la performance, aupersonnel ou à la procédure, dont l'applicationuniforme est considéré souhaitable dans l'intérêtde la sécurité, la régularité ou le rendement de lanavigation aérienne. et à laquelle les exploitants

4th EditionMarch 01, 1993 (xi) Transport Canada


recommended practices are identified by the verb“should”.

essaient de se conformer. Les specificationsdésignées comme pratiques recommandées sereconnaissent à l'emploi de “devrait” ou“devraient”.

Appendices, annexes, tables or figures, which areused to amplify or illustrate standards orrecommended practices, are considered to formpart of the main document and therefore have thesame status as the primary text.

Les appendices, les annexes, les tables et leschiffres utilisés pour développer ou illustrer lesnormes ou les pratiques recommandées sontconsidérés comme partie intégrante du documentprincipal. Ils ont, par conséquent, le même statutque le texte primordial.

Notes and attachments comprise materialsupplementary to the Standards andRecommended Practices or are included as aguide to their application.

Les notes et suppléments contiennent desdispositions complémentaires à celles des normeset pratiques recommandées, ou des indicationsrelatives à leur mise en application.

Some standards and recommended practices inthis document incorporate, by reference, otherspecifications, standards and recommendedpractices such as Airport Authority GroupDocuments. In such cases, the text of thesereferences becomes part of the TP 312,Standards and Recommended Practices.

Des normes et des pratiques recommandées duprésent document incluent, par référence,d’autres spécifications, normes et pratiquesrecommandées, comme les Documents duGroupe des Aéroports. Dans des cas pareils, letexte de ces références devient partie intégrantedu TP 312, Normes et pratiques recommandées.

Editorial practices

The following practices have been adhered to inorder to indicate at a glance the status of eachstatement; Standards have been printed in lightface gothic the status being indicated by the prefixStandard; Recommended Practices have beenprinted in light face gothic, the status beingindicated by the prefix Recommendation. Noteshave been printed in light face italics, the statusbeing indicated by the prefix Note.

Disposition typographique

Afin de mettre en relief le caractère de chaquespécification, il a eté décidé d'adopter ladisposition typographique suivante: les normessont imprimées en gothique et leur caractère estprécisé par la mention Norme ; les pratiquesrecommandées sont imprimées en gothique etleur caractère est précisé par la mentionRecommandation; les notes sont imprimées enitalique et leur caractère est précisé par la mentionNote.

The following editorial practice has been followedin the writing of specification for Standards, theoperative verb “shall” is used, and forRecommended Practices the operative verb“should” is used.

Il y a lieu de noter par ailleurs, que l'obligationexprimée par les normes a été rendue par l'emploide “doit” ou “doivent”, ou du futur simple. Lesrecommandations sont rendues par l'expression “Ilest recommandé” ou de l’emploi de “devrait” ou“devraient”.

In some cases it has been recognized during thedesign of a specification that uniform applicationmay not be possible. This has been recognizedwithin the specification by the use of “ifpracticable” ,“where physically practicable” or othersimilar wording. In such cases, the final authority asto the application of the specification concernedrests with the Certifying Authority.

Dans certains cas, il a été constaté durantl’élaboration des spécifications, qu’une applicationuniforme n’était pas toujours possible. Ceci futconsidéré dans ces spécifications par l’emploi de“si praticable”, “lorsque matérialement praticable”ou d’autres expressions équivalentes. Danspareils cas, l’autorité finale pour l’application desspécifications concernées demeure le détenteurdes pouvoirs de certification.

Transport Canada (xii) 4th EditionMarch 01, 1993


Manual procurement

This manual is published in separate Frenchlanguage and English language editions:

Aérodromes - Normes et Prat iquesRecommandées - TP 312F

Aerodrome Standards and RecommendedPractices - TP 312E

Copies of both editions are available from:

Transport CanadaAANDHDOttawa, Ontario CanadaK1A 0N8

Tel : (613) 991-9970Fax : (613) 998-7416

Acquisition du manuel

Ce manuel est publié en anglais et en français:

Aerodrome Standards and RecommendedPractices - TP 312E

Aérodromes - Normes et Prat iquesRecommandées - TP 312F

Des copies de ces deux éditions sont disponiblesde :

Transports CanadaAANDHDOttawa (Ontario) CanadaK1A 0N8

Tél : (613) 991-9970Fax : (613) 998-7416

4th EditionMarch 01, 1993 (xiii) Transport Canada

Aerodrome Standards and Recommended Practices Chapter 1

CHAPTER 1GENERAL

Introductory Note.— This manual containsStandards and Recommended Practices(specifications) that prescribe the physicalcharacteristics and obstacle limitation surfaces tobe provided for at aerodromes, and certain facilitiesand technical services normally provided at anaerodrome. It is not intended that thesespecifications limit or regulate the operation of anaircraft.

To a great extent, the specifications forindividual facilities detailed in this manual havebeen interrelated by a reference code system,described in this chapter, and by the designationof the type of runway for which they are to beprovided, as specified in the definitions.

Evolving technologies in the fields of aircraftavionics, communications, navigation andsurveillance may have a significant impact on futureaerodrome operations. The combination of flightmanagement systems, global navigation satellitesystems and automatic dependent surveillancesystems may be sufficiently accurate to permitinstrument approaches to precision approachcategory I minima independent of ground basedapproach aids. Accordingly, aerodrome operatorsmight wish to evaluate the impact of these evolvingtechnologies as part of the aerodrome planningactivities.

This document sets forth the minimumaerodrome specifications for aircraft which havethe characteristics of those which are currentlyoperating or for similar aircraft that are planned forintroduction. Accordingly, any additionalsafeguards that might be considered appropriateto provide for more demanding aircraft are nottaken into account. Such matters are left to theairport operator or the certifying authority toevaluate and take into account as necessary foreach particular aerodrome.

It is to be noted that the specifications forprecision approach runways categories II and III areonly applicable to runways intended to be used byaeroplanes in code numbers 3 and 4.

1.1 DEFINITIONS

When the following terms are used in this Manualthey have the following meanings:

Aerodrome. Any area of land, water (includingfrozen surface thereof) or other supporting surfaceused or designed, prepared, equipped or set apartfor use either in whole or in part for the arrival anddeparture, movement or servicing of aircraft andincludes any building, installations and equipmentin connection therewith.

Aerodrome beacon. Aeronautical beaconused to indicate the location of an aerodrome fromthe air.

Aerodrome elevation. The elevation of thehighest point of the landing area.

Aerodrome reference point. The designatedpoint or points on an aerodrome normally locatedat or near the geometric centre of the runwaycomplex that establishes the locus of the radius orradii of the outer surface (as defined in a ZoningRegulation).

Aerodrome reference temperature. Themonthly mean of the maximum daily temperaturefor the hottest month of the year (the hottestmonth being that which has the highest monthlymean temperature).

Aeronautical beacon. An aeronautical groundlight visible at all azimuths, either continuously orintermittently, to designate a particular point on thesurface of the earth.

Aeronautical ground light. Any light speciallyprovided as an aid to air navigation, other than alight displayed on an aircraft.

Aeronautical Study. An investigation of aproblem concerned with some phase of flight, andaimed at identifying possible solutions andselecting the one most acceptable from the pointof view of flight safety.

4th EditionMarch 01,1993 1–1 Transport Canada

GENERAL TP 312E

Aeroplane. A power-driven heavier-than-airaircraft deriving it’s lift in flight from aerodynamicreactions on surfaces that remain fixed undergiven conditions of flight.

Aeroplane reference field length. Theminimum field length required for take-off atmaximum certificated take-off mass, sea level,standard atmospheric conditions, still air and zerorunway slope, as shown in the appropriateaeroplane flight manual prescribed by thecertificating authority or equivalent data from theaeroplane manufacturer. Field length meansbalanced field length for aeroplanes, if applicable,or take-off distance in other cases.

Aircraft. A machine capable of deriving support inthe atmosphere from the reactions of the air

Aircraft stand. A designated area on an apronintended to be used for parking an aircraft.

Aircraft stand taxilane. A portion of an aprondesignated as a taxiway and intended to provideaccess to aircraft stands only.

Airport. An aerodrome for which, under Part III ofthe Air Regulations, an airport certificate has beenissued by the Minister.

Airport operator. The holder of an airportcertificate, or the person in charge of such airport,whether, an employee, agent or representative.

Airport zoning regulations. A regulationrespecting a given airport pursuant to section 5.4of the aeronautics Act made by the Governor inCouncil.

Airside. The movement area of an aerodrome,adjacent terrain and buildings or portions thereof,access to which is controlled.

Apron. That part of an aerodrome, other than themanoeuvring area, intended to accommodate theloading and unloading of passengers and cargo,the refuelling, servicing, maintenance and parkingof aircraft, and any movement of aircraft, vehiclesand pedestrians necessary for such purposes.

Apron management service. A serviceprovided to regulate the activities and themovement of aircraft and vehicles on an apron.

Arctic Airport. An airport located in the YukonTerritory or in the Northwest Territories.

Average Luminous Intensity. A theoreticalintensity calculated so that the luminous intensityproduced by a light unit, within the specified beamdimensions, nowhere falls to less than 50 per centor rises to more than 150 per cent of the averagevalue.

Balanced Field Length. A field length wherethe distance to accelerate and stop is equal to thetake-off distance of an aeroplane experiencing anengine failure at the critical engine failurerecognition speed (V1).

Barrette. Three or more aeronautical groundlights closely spaced in a transverse line so thatfrom a distance they appear as a short bar of light.

Bearing strength. The structural ability of asurface to support loads imposed by aircraft.

Candela. The luminous intensity as defined inthe International System of Units (SI).

Capacitor discharge light. A lamp in whichhigh-intensity flashes of extremely short durationare produced by the discharge of electricity at highvoltage through a gas enclosed in a tube.

Certifying authority. The Regional Director AirNavigation System Requirements.

Circling procedure. Visual manoeuvringrequired after completing an instrument approachprocedure.

Clearway. A defined rectangular area on theground or water under the control of theappropriate authority, selected or prepared as asuitable area over which an aeroplane may make aportion of its initial climb to a specified height.

Critical aeroplane. The aeroplane oraeroplanes identified from among the aeroplanesthe aerodrome is intended to serve as having themost demanding operational requirements withrespect to the determination of movement areadimensions, pavement bearing strength and otherphysical characteristics in the design ofaerodromes.

Transport Canada 1–2 4th EditionMarch 01,1993


Declared distances.

a) Take-off run available (TORA). The length ofrunway declared available and suitable for theground run of an aeroplane taking off.

b) Take-off distance available (TODA). Thelength of the take-off run available plus thelength of the clearway, if provided.

c) Accelerate-stop distance available (ASDA).The length of the take-off run available plusthe length of the stopway, if provided.

d) Landing distance available (LDA). The lengthof runway which is declared available andsuitable for the ground run of an aeroplanelanding.

D e pe n d en t p ara lle l a pp roac h e s.Simultaneous approaches to parallel or near-parallel instrument runways where radar separationminima between aircraft on adjacent extendedrunway centre lines are prescribed.

Displaced threshold. A threshold not locatedat the extremity of a runway. Displaced thresholdsare used when an obstacle in the final approacharea intrudes into the specific obstructionclearance surfaces. Displacing the thresholdprovides the required obstacle free slope. Thedeclared landing distance (LDA) which assumes aspecified obstacle clearance plane is thereforemeasured from the displaced threshold; howeverthere is no restriction to an aircraft actually landingon the usable runway prior to the displacedthreshold. This portion of the runway is alsoavailable for take-off or rollout.

Effective intensity. The effective intensity ofa flashing light is equal to the intensity of a fixedlight of the same colour which will produce thesame visual range under identical conditions ofobservation.

Elevation. The vertical distance of a point or alevel, on or affixed to the surface of the earth,measured from mean sea level.

Fixed light. A light having constant luminousintensity when observed from a fixed point.

Frangible object. An object of low massdesigned to break, distort or yield on impact so asto present the minimum hazard to aircraft.

Note.— Guidance on design for frangibility iscontained in the ICAO Aerodrome Design Manual,Part 6.

Geometr ic centre. The geographicalcoordinates of the centre of the runway complexthat locates the aerodrome for charting purposes.It is determined by the mean of the latitudes of thefurthest north runway threshold and furthest southrunway threshold and the mean of the longitudesof the furthest east runway threshold and furthestwest runway threshold.

Hazard beacon. An aeronautical beacon usedto designate danger to air navigation.

Holding bay. A defined area where aircraft canbe held, or bypassed, to facilitate efficient surfacemovement of aircraft.

In de p en d e nt paralle l ap pro ach e s.Simultaneous approaches to parallel or near-parallel instrument runways where radar separationminima between aircraft on adjacent extendedrunway centre lines are not prescribed.

In de p en d e nt paralle l de pa rt ure s.Simultaneous departures from parallel or near-parallel instrument runways.

Instrument Approach Procedure. A seriesof predetermined manoeuvres by reference toflight instruments for the orderly transfer of anaircraft from the beginning of the initial approach toa landing, or to a point from which a landing may bemade.

Instrument Meteorological Conditions(IMC). Meteorological conditions expressed interms of visibility, distance from cloud, and ceilingless than the minima specified for visualmeteorological conditions.

Instrument runway. One of the following typesof runways intended for the operation of aircraftusing instrument approach procedures:

a) Non-precision approach runway. Aninstrument runway served by visual aids and anon-visual aid providing at least directionalguidance adequate for a straight-in approach.

b) Precision approach runway, category I. Aninstrument runway served by ILS or MLS andvisual aids intended for operations down to


GENERAL TP 312E

200 ft (60 m) decision height and down to anRVR of the order of 2600 ft (800 m).

c) Precision approach runway, category II. Aninstrument runways served by ILS or MLS andvisual aids intended for operations down to100 ft (30 m) decision height and down to anRVR of the order of 1400 ft (400 m).

d) Precision approach runway, category III. Aninstrument runway served by ILS or MLS toand along the surface of the runway and:

A - intended for operations down to an RVRof the order of 600 ft (200 m) (no decisionheight being applicable) using visual aidsduring the final phase of landing;

B - intended for operations down to an RVRof the order of 150 ft (50 m) (no decisionheight being applicable) using visual aidsfor taxiing;

C - intended for operations without relianceon visual reference for landing or taxiing.

Note.— Visual aids need not necessarily bematched to the scale of non-visual aids provided.The criterion for the selection of visual aids is theconditions in which operations are intended to beconducted.

International Airport . An airport designated byTransport Canada to support internationalcommercial air transport and listed as such in theICAO Air Navigation Plan - North Atlantic, NorthAmerican, and Pacific Regions (ICAO Doc8755/13).

Landing area. That part of a movement areaintended for the landing or take-off of aircraft.

Light failure. A light shall be considered to havefailed when for any reason the average intensitydetermined using the specified angles of beamelevation, toe-in and spread falls below 50 per centof the specified average intensity.

Lighting system reliability. The probabilitythat the complete installation operates within thespecified tolerances and that the system isoperationally usable.

Manoeuvring area. That part of an aerodrometo be used for the take-off, landing and taxiing of

aircraft, excluding aprons.

Marker. An object displayed above ground levelin order to indicate an obstacle or delineate aboundary.

Marking. A symbol or group of symbols displayedon the surface of the movement area in order toconvey aeronautical information.

Movement area. That part of an aerodrome tobe used for the take-off, landing and taxiing ofaircraft, consisting of the manoeuvring area andthe apron(s).

Near-parallel runways. Non-intersectingrunways whose extended centre lines have anangle of convergence/divergence of 15 degreesor less.

Night. The period beginning one half-hour aftersunset and ending one half- hour before sunriseand, in respect of any place where the sun doesnot rise or set daily, the period during which thecentre of the sun’s disc is more than six degreesbelow the horizon.

Non-instrument runway. A runway intendedfor the operation of aircraft using visual approachprocedures.

Obstacle. All fixed (whether temporary orpermanent) and mobile objects, or parts thereof,that are located on an area intended for the surfacemovement of aircraft or that extend above adefined surface intended to protect aircraft inflight.

Obstacle free zone (OFZ). The airspaceabove the approach surface, inner transitionalsurfaces, and that portion of the strip bounded bythese surfaces, which is not penetrated by anyfixed obstacle other than a low-mass and frangiblymounted one required for air navigation purposes.

Obstacle Limitation Surface (OLS). Asurface that establishes the limit to which objectsmay project into the airspace associated with anaerodrome so that aircraft operations at theaerodrome may be conducted safely. Obstaclelimitation surfaces consist of the following:

a) Outer surface. A surface located in ahorizontal plane above an aerodrome and itsenvirons.



b) Take-off/Approach surface. An inclined planebeyond the end of a runway and precedingthe threshold of a runway.

c) Transitional surface. A complex surface alongthe side of the strip and part of the side of theapproach surface, that slopes upwards andoutwards to the outer surface, when provided.

Pavement classification number (PCN). Anumber expressing the bearing strength of apavement for unrestricted operations.

Precision approach runway, see Instrumentrunway.

Primary runway(s). Runway(s) used inpreference to others whenever conditions permit.

Road. An established surface route on themovement area meant for the exclusive use ofvehicles.

Road-holding position. A designated positionat which vehicles may be required to hold.

Runway. A defined rectangular area on a landaerodrome prepared for the landing and take-off ofaircraft.

Runway end safety area (RESA). An areasymmetrical about the extended runway centreline and adjacent to the end of the strip primarilyintended to reduce the risk of damage to anaeroplane undershooting or overrunning therunway.

Runway guard lights. A light system intendedto caution pilots or vehicle drivers that they areabout to enter an active runway.

Runway strip. A defined area including therunway and stopway, if provided, intended:

a) to reduce the risk of damage to aircraft runningoff a runway; and

b) to protect aircraft flying over it during take-off orlanding operations.

Runway visual range (RVR). The range overwhich the pilot of an aircraft on the centre line of arunway can see the runway surface markings or thelights delineating the runway or identifying itscentre line.

Secondary runway. The runway(s) designed toserve less critical aeroplanes and not necessarilysufficient for all aeroplanes which the primaryrunway is intended to serve and is provided to takeaccount of the effect of particular winds of highvelocity.

S e gre gat e d pa ral l el op eratio ns.Simultaneous operations on parallel or near-parallel instrument runways in which one runway isused exclusively for approaches and the otherrunway is used exclusively for departures.

Shielding. A situation which permits the practicewhereby an obstacle may be unmarked in spite ofother adjacent dominant marked obstacles ofequal height; it follows that an aircraft whose pathof flight would avoid the dominant obstacle wouldas a result fly over the shielded obstacle withoutrisk of collision.

Shoulder. An area adjacent to the edge of apavement so prepared as to provide a transitionbetween the pavement and the adjacent surface.

Sight distance. The maximum distance at aspecified height above the pavement an objectplaced above the pavement at the same or otherspecified height can be seen.

Slush. Water-saturated snow which with a heel-and-toe slapdown motion against the ground willbe displaced with a splatter; specific gravity: 0.5 upto 0.8.

Note.— Combinations of ice, snow and/orstanding water may, especially when rain, rain andsnow, or snow is falling, produce substances withspecific gravities in excess of 0.8. Thesesubstances, due to their high water/ice content,will have a transparent rather than a cloudyappearance and, at the higher specific gravities,will be readily distinguishable from slush.

Snow (on the ground).

a) Dry snow. Snow which can be blown if looseor, if compacted by hand, will fall apart againupon release; specific gravity: up to but notincluding 0.35.

b) Wet snow. Snow which, if compacted byhand, will stick together and tend to or form asnowball; specific gravity: 0.35 up to but notincluding 0.5.


GENERAL TP 312E

c) Compacted snow. Snow which has beencompressed into a solid mass that resistsfurther compression and will hold together orbreak up into lumps if picked up; specificgravity: 0.5 and over.

Stopway. A defined rectangular area on theground at the end of take-off run availableprepared as a suitable area in which an aircraft canbe stopped in the case of an abandoned take-off.

Take-off runway. A runway intended fortake-off only.

Taxi-holding position. A designated positionat which taxiing aircraft and vehicles may berequired to hold in order to provide adequateclearance from a runway.

Taxiway. A defined path on a land aerodromeestablished for the taxiing of aircraft and intendedto provide a link between one part of theaerodrome and another, including:

a) Apron taxiway. A portion of a taxiway systemlocated on an apron and intended to provide athrough taxi route across the apron.

b) Rapid exit taxiway. A taxiway connected to arunway at an acute angle and designed toallow landing aeroplanes to turn off at higherspeeds than are achieved on other exittaxiways thereby minimizing runwayoccupancy times.

Taxiway intersection. A junction of two ormore taxiways.

Taxiway strip . An area including a taxiwayintended to protect an aircraft operating on thetaxiway and to reduce the risk of damage to anaircraft accidentally running off the taxiway.

Threshold. The beginning of that portion of therunway usable for landing.

Touchdown zone. The portion of a runway,beyond the threshold, where it is intended landingaeroplanes first contact the runway.

Traffic density. The relative degree of aircraftmovements at an aerodrome determined from thenumber of movements per hour at the mean busyhour and classified as follows:

a) Light. Not greater than 15 movements perrunway or less than 20 total aerodromemovements;

b) Medium. 16 to 25 movements per runway orbetween 20 to 35 total aerodromemovements; and

c) Heavy. 26 or more movements per runway ormore than 35 total aerodrome movements.

Transverse slope. The slope of a runway or astrip measured perpendicular to the runway centreline.

Usability factor. The percentage of time duringwhich the use of a runway or system of runways isnot restricted because of the cross-windcomponent.

Note.— Cross-wind component means thesurface wind component at right angles to therunway centre line.

Visual meteorological conditions (VMC).Meteorological conditions expressed in terms ofvisibility, distance from cloud, and ceiling, equal toor better than specified minima.

1.2 APPLICABILITY

1 . 2 . 1 Standard.— The interpretation ofsome of the specifications in this manual expresslyrequires the exercising of discretion, the taking ofa decision or the performance of a function by theappropriate authority. In other specifications, theexpression appropriate authority does not actuallyappear although its inclusion is implied. In bothcases, the responsibil ity for whateverdetermination or action is necessary shall rest withTransport Canada Aviation.

1 . 2 . 2 Standard.— The specifications,unless otherwise indicated in a particular context,shall apply to all land airports certified inaccordance with Air Regulation Part III. Thespecifications of TP 312, Chapter 3 shall apply onlyto land aerodromes. The specifications in thisvolume shall apply, where appropriate, to heliportsbut shall not apply to stolports nor water airports.

Transport Canada 1–6 4th Edition Revised 2005


1 . 2 . 3 Standard.— Wherever a colour isreferred to in this Document, the specifications forthat colour given in Appendix 1 shall apply.

1.3 REFERENCE CODE

Introductory Note.— The intent of thereference code is to provide a simple method forinterrelating the numerous specificationsconcerning the characteristics of aerodromes so asto provide a series of aerodrome facilities that aresuitable for the aeroplanes that are intended tooperate at the aerodrome. The code is notintended to be used for determining runwaylength or pavement strength requirements. Thecode is composed of two elements which arerelated to the aeroplane performancecharacteristics and dimensions. Element 1 is anumber based on the aeroplane reference fieldlength and element 2 is a letter based on theaeroplane wing span and outer main gear wheelspan. A particular specification is related to themore appropriate of the two elements of the codeor to an appropriate combination of the two codeelements. The code letter or number within anelement selected for design proposes is related to

the critical aeroplane characteristics for which thefacility is provided. When applying TP 312, theaeroplanes which the aerodrome is intended toserve are first identified and then the two elementsof the code.

Table 1-1. Aerodrome reference code (see 1.3.2 to 1.3.4)

Code element I Code element 2

Codenumber Aeroplane reference field length

(1)

Codeletter Wing span

(2)

Outer main gear wheelspan a

(3)

1 Less than 800 m A Up to but not including15 m

up to but not including4.5 m

2 800 m up to but not including1200 m

B 15 m up to but notincluding 24 m

4.5 m up to but notincluding 6 m

3 1200 m up to but not including1800 m

C 24 m up to but notincluding 36 m

6 m up to but notincluding 9 m

4 1800 m and over D 36 m up to but notincluding 52 m


E 52 m up to but notincluding 65 m


a. Distance between the outside edges of the main gear wheels.

1 . 3 . 1 S t a n d a rd . — An ae ro d ro mereference code (code number and letter) which isselected for aerodrome planning purposes shallbe determined in accordance with thecharacteristics of the aeroplane for which anaerodrome facility is intended.

1 . 3 . 2 S t a n d a r d . — The aerodromereference code numbers and letters shall have themeanings assigned to them in Table 1-1.

1 . 3 . 3 Standard.— The code number forelement 1 shall be determined from Table 1-1,column 1, selecting the code numbercorresponding to the highest value of theaeroplane reference field lengths of theaeroplanes for which the runway is intended.

Note.— The determination of the aeroplanereference field length is solely for the selection of acode number and is not intended to influence theactual runway length provided.


GENERAL TP 312E

1 . 3 . 4 Standard.— The code letter forelement 2 shall be determined from Table 1-1,column 3, by selecting the code letter whichcorresponds to the greatest wing span, or thegreatest outer main gear wing span, whichevergives the more demanding code letter of theaeroplanes for which the facility is intended.

Note.— Guidance to assist the appropriateauthority in determining the aerodrome referencecode is given in the ICAO Aerodrome DesignManual, Part 1 and 2.



CHAPTER 2.AERODROME DATA

Introductory Note.— This chapter containsspecifications relating to the provision of dataabout aerodromes to be determined and recordedin the Aerodrome Operation Manual and wherespecified, reported to the regional AeronauticalInformation Service.

2.1 GENERAL

2.1.1 UNITS OFMEASUREMENT

2 . 1 . 1 . 1 Standard.— Except as specified,elevations shall be given to the nearest foot (0.5meter).

2 . 1 . 1 . 2 Standard.— Except as specified,linear dimensions shall be given to the nearestone-half metre.

2 . 1 . 1 . 3 Standard.— Except as specified,geographic coordinates shall be given in latitudeand longitude to the nearest second.

2 . 1 . 1 . 4 S tan dard .— Geographiccoordinates shall be measured in accordance withthe NAD 83 reference datum.

2 . 1 . 1 . 5 Standard.— Except as specified,bearings shall be given to the nearest degree.

2 . 1 . 1 . 6 Recommendation.— Wheneverpossible, bearings should be given to the nearest1/10 degree.

2.2 GEOGRAPHIC DATA

2.2.1 AERODROMEREFERENCE POINT

2 . 2 . 1 . 1 S t a n d a r d . — An aerodromereference point shall be established for anaerodrome where an outer surface is established .

2.2.1 .2 S t a n d a r d . — The aerodromereference point shall be located near the initial orplanned geometric centre of the aerodrome andshall normally remain where first established.

Note.— Large or complex aerodromes mayrequire more than one reference point toadequately define an outer surface.

2.2.2 GEOMETRIC CENTRE

2 . 2 . 2 . 1 Standard.— The geometric centreshall be determined for an aerodrome to thenearest1/10 second.

2 . 2 . 2 . 2 Standard.— The geometric centreshall be redetermined if an aerodrome changes itsphysical characteristics by new runwayconstruction, a runway closure, or altering thelength of an existing runway.

2.2.3 RUNWAY THRESHOLDCOORDINATES

2 . 2 . 3 . 1 Standard .— The geographiccoordinates of the runway threshold at the centreline shall be determined to the nearest 1/10th of asecond and given for each instrument runway.

2 . 2 . 3 . 2 Standard.— Where the thresholdof an instrument runway has been permanentlydisplaced, the coordinates of the displacedthreshold at the centre line as well as the thresholdat the runway extremity (defined by the beginningof the full strength pavement suitable for aircraftuse) shall be determined and given to the nearest1/10th of a second.

2 . 2 . 3 . 3 Recommendation.— T hegeographic coordinates of the runway threshold atthe centreline should be determined to thenearest 1/10th of a second and given for eachnon-instrument runway.

2 . 2 . 3 . 4 Recommendation.— Where thethreshold of a non-instrument runway has beenpermanently displaced, the coordinates of the


AERODROME DATA TP 312E

displaced threshold at the centre line as well as thethreshold at the runway extremity should bedetermined and given to the nearest 1/10th of asecond.

2 . 2 . 3 . 5 Standard .— The geographiccoordinates of the runway end at the centre lineshall be determined to the nearest 1/10th of asecond and given for each instrument runway.

2 . 2 . 3 . 6 Recommendation.— T hegeographic coordinates of the runway end at thecentreline should be determined to the nearest1/10th of a second and given for eachnon-instrument runway.

Note.— It is preferable that the runwaythreshold and end coordinates be measured andreported to the nearest 1/100 second.

2.2.4 AERODROME andRUNWAY ELEVATIONS

2 . 2 . 4 . 1 S t a n d a r d . — The aerodromeelevation shall be measured and given.

2 . 2 . 4 . 2 Standard.— For each instrumentrunway, the elevation of each threshold and anysignificant high or low points along the runway shallbe measured and given.

2 . 2 . 4 . 3 Standard.— For each precisionapproach runway, the highest elevation within 915m beyond the landing threshold shall be measuredand given.

2.2.5 AERODROMEMAGNETIC VARIATION

2 . 2 . 5 . 1 Standard .— The magneticvariation for the aerodrome geometric centre shallbe determined and given to the nearest degreefrom magnetic north.

2.2.6 AERODROMEREFERENCE TEMPERATURE

2 . 2 . 6 . 1 S t a n d a r d . — An aerodromereference temperature shall be determined for anaerodrome in degrees Celsius.

2 . 2 . 6 . 2 Recommendation.— T heaerodrome reference temperature should be themonthly mean of the daily maximum temperaturesfor the hottest month of the year (the hottestmonth being that which has the highest monthlymean temperature). This temperature should beaveraged over a period of at least eight years.

2.2.7 ELECTRONICNAVIGATION AIDS

2 . 2 . 7 . 1 Standard .— Where electronicnavigation aids are installed on an aerodrome, thefollowing information shall be determined andgiven:

a) The geographic coordinates of the antenna orradiating centre to the nearest 1/10 second;

b) the elevation of the antenna or radiatingcentre; and

c) the bearing of any unidirectional navigationsignal (eg. ILS localizer course).

2.3 AERODROMEDIMENSIONS AND RELATED

INFORMATION

2.3.1 GENERAL

2 . 3 . 1 . 1 Standard.— The following datashall be measured or described, as appropriate, foreach facility provided on an aerodrome:

a) runway - true bearing, designation number,length, width, displaced threshold location,slope, surface type, and type of runway;

b) runway strip, runway end safety area, andstopway length, width, and surface type.

c) taxiway - designation, width, surface type;

d) apron - surface type, aircraft stands;

e) clearway - length, ground profile;

f) significant obstacles on and in the vicinity ofthe aerodrome - location, top elevation to the



nearest (next higher) foot, type;

g) visual aids for approach procedures, markingand lighting of runways, taxiways and aprons,other visual guidance and control aids ontaxiways and aprons, including taxi-holdingpositions and stopbars;

h) location and radio frequency of any VORaerodrome checkpoint; and

i) location and designation of standard taxi-routes.

2 . 3 . 1 . 2 Standard.— The geographicalcoordinates of each aircraft stand shall bemeasured and given to at least one-tenth of aminute.

2.3.2 DECLAREDDISTANCES

Application

2 . 3 . 2 . 1 S t a n d a r d . — The followingdistances shall be calculated for each runwaywhere the code number is 3 or 4 and for eachinstrument runway where the code number is 1 or2:

a) take-off run available;

b) take-off distance available;

c) accelerate-stop distance available; and

d) landing distance available.

Figure 2-1. Illustration of Declared Distances

TORA

ASDA

TODA

TORA

ASDA

LDA

TODA

StopwayStopway *Clearway

Displaced threshold

* No clearway designated

Landing and Take -off in this direction

Landing and Take -off in this direction

LDA

2 . 3 . 2 . 2 Recommendation.— The followingdistances should be calculated for eachnon-instrument runway where the code number is1 or 2:

a) take-off run available;

b) take-off distance available;

c) accelerate-stop distance available; and

d) landing distance available.

Units of measurement

2 . 3 . 2 . 3 Standard.— The calculation andreporting of declared distances shall be to thenearest foot.

Calculation of declared distances

2 . 3 . 2 . 4 Standard.— The calculation ofdeclared distances shall be as illustrated in Figure2-1.



2 . 3 . 2 . 5 Recommendation.— Where arunway is not provided with a stopway or clearwayand the threshold is located at the extremity of therunway, the declared distances should be equal tothe length of the runway.

2 . 3 . 2 . 6 Standard.— Where a runway isprovided with a clearway, then the Take-offDistance Available shall include the length of theclearway as shown in Figure 2-1.

2 . 3 . 2 . 7 Standard.— Where a runway isprovided with a stopway, then the Accelerate-stopDistance Available shall include the length of thestopway as shown in Figure 2-1.

2 . 3 . 2 . 8 Standard.— Where a runway has adisplaced threshold, the Landing DistanceAvailable shall be reduced by the distancebetween the displace threshold and the extremityof the runway as shown in Figure 2-1.

Note.— A displaced threshold effects only theLDA for approaches made to that runway. Thedeclared distances for the reciprocal runwayremain unaffected.

2.3.3 NOT ALLOCATED

2.3.4 ICAO “TYPE A”OBSTACLE CHARTS

Application

2 . 3 . 4 . 1 Standard.— Information requiredto compile ICAO Type A obstacle charts shall beprovided to the Certifying Authority for all runwaysidentified in the ICAO Regional Air Navigation Planat an International Airport.

2 . 3 . 4 . 2 S t a n d a r d . — The followinginformation shall be provided for each runway:

a) runway designation, true bearing, length,width, and surface type;

b) length and width of the clearway, if provided;

c) dimensions of the take-off flight path area;

d) runway threshold and departure endelevations;

e) location, height above mean sea level, andnature of objects within the take-off flight patharea identified as obstacles;

f) the date the obstacle survey was completed.

Note.— Subsequent reports need onlycontain the results of the obstacle survey and anyother items of information which may havechanged.

2 . 3 . 4 . 3 Standard.— Any new activityresulting in a change to any of the items required in2.3.4.2 shall be reported to the CertifyingAuthority.

Requirement for obstacle survey

2 . 3 . 4 . 4 Standard.— Obstacle informationshall be determined by a survey of the take-offflight path area. Except as specified in 2.3.4.5, thesurvey shall be repeated at a frequency approvedby the Certifying Authority upon consideration ofthe level of building activity in the runwaydeparture area and shall not exceed 5 yearsbetween surveys.

2 . 3 . 4 . 5 Standard.— A survey shall not berequired if it can be ascertained that there are nonew obstacles in the take-off flight path area and areport is made to the Certifying Authority to thiseffect.

Take-off flight path area

2 . 3 . 4 . 6 Standard.— The take-off flightpath area shall consist of a quadrilateral area on thesurface of the earth lying directly below, andsymmetrically disposed about, the take-off flightpath. The area shall commence at the end of thearea declared suitable for take-off (ie. at the end ofthe runway or clearway as appropriate) and extendto the point beyond which no significant obstaclesexist or to a distance of 10.0 km whichever is thelesser. The width at the point of origin shall be 180m and increase at the rate of 0.25D to a maximumof 1800 m, where D is the distance from the pointof origin.

Obstacles

2 . 3 . 4 . 7 S t a n d a r d . — Objects in thetake-off flight path area which project above aplane surface having a 1.2% slope and having acommon origin with the take-off flight path area



shall be regarded as obstacles. Mobile obstaclessuch as boats, trains, trucks, etc. which may projectabove the 1.2% slope shall be consideredobstacles. As a minimum, 4.3 m shall be allowedabove the crown of a road and for a railway, 6 mabove the top of the rails. The height to beallowed above a waterway, river, canal, etc. shall beestablished by Aeronautical Study.

2.4 STRENGTH OFPAVEMENTS

2.4.1 GENERAL

Application

2 . 4 . 1 . 1 Standard.— The bearing strengthof a pavement shall be determined.

2 . 4 . 1 . 2 Standard.— The bearing strengthof a pavement at an International Airport intendedfor aircraft of apron (ramp) mass greater than 5700kg shall be made available using the aircraftclassification number - pavement classificationnumber (ACN-PCN) method by reporting all of thefollowing information:

a) the pavement classification number (PCN);

b) pavement type for ACN-PCN determination;

c) subgrade strength category;

d) maximum allowable tire pressure category ormaximum allowable tire pressure value; and

e) evaluation method.

2 . 4 . 1 . 3 Recommendation.— The bearingstrength of a pavement intended for aircraft ofapron (ramp) mass greater than 5700 kg should bemade available using the aircraft classificationnumber - pavement classification number(ACN-PCN) method by reporting all of the followinginformation:

a) the pavement classification number (PCN);

b) pavement type for ACN-PCN determination;

c) subgrade strength category;

d) maximum allowable tire pressure category ormaximum allowable tire pressure value; and

e) evaluation method.

Note. — If necessary, PCNs may be publishedto an accuracy of one-tenth of a whole number.

2 . 4 . 1 . 4 Recommendation.— The bearingstrength of a pavement intended for aircraft ofapron (ramp) mass equal to or less than 5700 kgshould be made available by reporting thefollowing information:

a) maximum allowable aircraft mass; and

b) maximum allowable tire pressure (eg. 4000kg/0.50 MPa).

2.4.2 ACN-PCN methodof reporting

Note.— The ACN-PCN method is meant onlyfor publication of pavement strength data. It is notintended for design or evaluation of pavements.

2 . 4 . 2 . 1 Standard.— The pavementclassification number (PCN) reported shall indicatethat an aircraft with an aircraft classification number(ACN) equal to or less than the reported PCN canoperate on the pavement subject to any limitationon the tire pressure, or aircraft all-up mass forspecified aircraft type(s).

Note 1.— Different PCNs may be reported ifthe strength of the pavement is subject tosignificant seasonal variation.

Note 2.— The ACN of an aircraft is determinedin accordance with the standard proceduresassociated with the ACN-PCN method.

Note 3.— The standard procedures fordetermining the ACN of an aircraft are given in theAerodrome Design Manual, Part 3. Forconvenience several aircraft types currently in usehave been evaluated on rigid and flexiblepavements founded on the four subgradecategories in Table 2-1 and the results tabulated inthat manual.



Table 2-1. Pavement Classification Number (PCN) Reporting codes

Pavement type for ACN-PCN determination: Codes

Rigid pavement R

Flexible pavement F

Note.— If the actual construction is composite or nonstandard, include a note to thateffect (see example 2 below).

Subgrade strength category:

High strength: characterized by K=150 MN/m3 and representing all K values above 120MN/m3 for rigid pavements, and by CBR=15 and representing all CBR values above13 forflexible pavements.

A

Medium strength: characterized by K= 80 MN/m3 and representing a range in K of 60 to120 MN/m3 for rigid pavements, and by CBR=10 and representing a range in CBR of 8 to13 for flexible pavements.

B

Low strength: characterized by K=40 MN/m3 and representing a range in K of 25 to 60MN/m3 for rigid pavements, and by CBR=6 and representing a range in CBR of 4 to 8 forflexible pavements.

C

Ultra low strength: characterized by K= 20 MN/m 3 and representing all K values below 25MN/m3 for rigid pavements, and by CBR=3 and representing all CBR values below 4 forflexible pavements.

D

Maximum allowable tire pressure category:

High: no pressure limit W

Medium: pressure limited to 1.50 MPa X

Low: pressure limited to 1.00 MPa Y

Very low: pressure limited to 0.50 MPa Z

Evaluation method:

Technical evaluation: representing a specific study of the pavement characteristics andapplication of pavement behaviour technology.

T

Using aircraft experience: representing a knowledge of the specific type and mass ofaircraft satisfactorily being supported under regular use.

U

Note.— The following examples illustrate how pavement strength data are reported under the ACN-PCN method.

Example 1. — If the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technicalevaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be:

PCN 80/ R / B / W / T

Example 2.— If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strengthsubgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is1.00 MPa, then the reported information would be:

PCN 50/ F/A/Y/U Note.— Composite construction.

Example 3.— If the bearing strength of a flexible pavement, resting on a medium strength subgrade, has been assessed by technicalevaluation to be PCN 40 and the maximum allowable tire pressure is 0.80 MPa, then the reported information would be:

PCN 40 / F / B / 0.80 MPa / T

Example 4.— If a pavement is subject to a B747-400 all-up mass limitation of 390000 kg, then the reported information would includethe following note.

Note.— The reported PCN is subject to a B747-400 all-up mass limitation of 390000 kg.



2 . 4 . 2 . 2 Standard.— For the purposes ofdetermining the ACN, the behaviour of apavement shall be classified as equivalent to a rigidor flexible construction.

2 . 4 . 2 . 3 S t a n d a r d . — Information onpavement type for ACN-PCN determination,subgrade strength category, maximum allowabletire pressure category and evaluation method shallbe reported using the codes specified in Table2-1.

2.4.2.4 Recommendation.— Proceduresshould be established to regulate the use of apavement by an aircraft with an ACN higher thanthe PCN reported for that pavement in accordancewith 2.4.2.2 and 2.4.2.3.

2.5 CONDITION OF THEMOVEMENT AREA ANDRELATED FACILITIES

2.5.1 GENERAL

2 . 5 . 1 . 1 Standard.— Information on thecondition of the movement area and theoperational status of related facilities shall beprovided to the appropriate aeronauticalinformation service units, and similar information ofoperational significance to the air traffic servicesunits, to enable those units to provide thenecessary information to arriving and departingaircraft. The information shall be kept up to dateand changes in conditions reported without delay.

2 . 5 . 1 . 2 Standard.— The condition of themovement area and the operational status ofrelated facilities shall be monitored and reports onmatters of operational significance or affectingaircraft performance given, particularly in respectof the following:

a) construction or maintenance work;

b) rough or broken surfaces on a runway, ataxiway or an apron;

c) snow, slush or ice on a runway, a taxiway or anapron;

d) standing - water on a runway, a taxiway or anapron;

e) snow banks or drifts adjacent to a runway, ataxiway or an apron;

f) anti-icing or de-icing liquid chemicals on arunway or a taxiway;

g) other temporary hazards, including parkedaircraft;

h) failure or irregular operation of part or all of theaerodrome visual aids; and

i) failure of the normal or secondary powersupply.

2 . 5 . 1 . 3 Recommendation.— To facilitatecompliance with 2.5.1.1 and 2.5.1.2 inspectionsof the movement area should be carried out eachday at least once where the code number is I or 2and at least twice where the code number is 3 or 4.

Note.— Guidance on carrying out dailyinspections of the movement area is given in;

a) the Airport Safety Programs Manual, TP11465;

b) the ICAO Airport Services Manual, Part 8 ; and

c) the ICAO Manual of Surface MovementGuidance and Control Systems (SMGCS).

2.5.2 RUNWAY SURFACECONDITION REPORTING

Water on a runway

2.5.2.1 Standard .— Information that arunway or portion thereof may be slippery whenwet shall be made available.

2 . 5 . 2 . 2 Recommendation.— A runway orportion thereof should be determined as beingslippery when wet when the measurementsspecified in 9.4.2 show that the runway surfacefriction characteristics as measured by acontinuous friction measuring device are belowthe specified minimum friction level.



2 . 5 . 2 . 3 Recommendation.— When it issuspected that a runway may become slipperyunder unusual conditions, then additionalmeasurements should be made when suchconditions occur, and information on the runwaysurface friction characteristics made available whenthese additional measurements show that therunway or a portion thereof has become slippery.

Snow, slush or ice on a runway

Note 1.—The intent of these specifications isto satisfy the RSC/JBI requirements contained inthe NOTAM Procedures Manual, TP 973.

Note 2.— Runway surface condition sensorsmay be used to detect and continuously displaycurrent or predicted information on surfaceconditions such as the presence of moisture, orimminent formation of ice on pavements.

2 . 5 . 2 . 4 Recommendation.— Whenever arunway is affected by snow, slush or ice, and it hasnot been possible to clear the precipitant fully, thecondition of the runway should be assessed, andthe friction coefficient measured.

2 . 5 . 2 . 5 Recommendation.— Whenever drysnow, wet snow or slush is present on a runway,an assessment of the mean depth over each third

of the runway should be made to an accuracy ofapproximately 2 cm for dry snow, I cm for wet snowand 0.3 cm for slush.

Table 2-2. Aerodrome category for rescue and fire fighting

Aerodrome category Aeroplane over all length Maximum fuselagewidth

(1) (2) (3)

1 0 up to but not including 9 m 2 m

2 9 m up to but not including 12 m 2 m

3 12m up to but not including 18 m 3 m







Note.— To categorize the aeroplanes using the aerodrome, first evaluate their over-all lengthand, second, their fuselage width. If, after selecting the category appropriate to an aeroplanesover-all length, That aeroplane’s fuselage width is greater than the maximum width in column 3 forthat category, then the category for that aeroplane is actually on category higher.

2.5.3 RESCUE ANDFIRE FIGHTING

2 . 5 . 3 . 1 S tan dard.— Informationconcerning the level of protection provided at anaerodrome for aircraft rescue and fire fightingpurposes shall be made available.

2 . 5 . 3 . 2 Recommendation.— The level ofprotection normally available at an aerodromeshould be expressed in terms of the category ofthe rescue and fire fighting services in accordancewith Table 2-2 and in accordance with the typesand amounts of extinguishing agents normallyavailable at the aerodrome.

2 . 5 . 3 . 3 Standard.— Significant changes inthe level of protection normally available at anaerodrome for rescue and fire fighting shall benotified to the appropriate air traffic services unitsand aeronautical information units to enable thoseunits to provide the necessary information toarriving and departing aircraft. When such achange has been corrected, the above units shallbe advised accordingly.



Note.— A significant change in the level ofprotection is considered to be a change in thecategory of the rescue and fire fighting servicefrom the category normally available at theaerodrome, resulting from a change in availability ofextinguishing agents, equipment to deliver theagents or personnel to operate the equipment,etc.

2 . 5 . 3 . 4 Recommendation.— A significantchange should be expressed in terms of the newcategory of the rescue and fire fighting serviceavailable at the aerodrome.



CHAPTER 3.PHYSICAL CHARACTERISTICS

3.1 RUNWAYS

3.1.1 GENERAL

Number and Orientation of Runways

Introductory Note.— Many factors affect thedetermination, siting and number of runways.

One important factor is the usability factor, asdetermined by the wind distribution, which isspecified hereunder. Another important factor isthe alignment of the runway to facilitate theprovision of approaches conforming to theapproach surface specifications of Chapter 4. InAttachment A, Section 1, information is givenconcerning these and other factors.

When a new instrument runway is beinglocated, particular attention needs to be given toareas over which aeroplanes will be required to flywhen following instrument approach and missedapproach procedures, so as to ensure thatobstacles in these areas or other factors will notrestrict the operation of the aeroplanes for whichthe runway is intended. Guidance on thedevelopment of instrument approach proceduresis given in the manual, Criteria for the Developmentof Instrument Procedures, TP 308.

3 . 1 . 1 . 1 Recommendation.— The numberand orientation of runways at an aerodrome shouldbe such that the usability factor of the aerodrome isnot less than 95 per cent for the aeroplanes thatthe aerodrome is intended to serve.

Choice of maximum permissib lecross–wind components

3 . 1 . 1 . 2 Re co mme n d at io n .— In th eapplication of 3.1.1.1 it should be assumed thatlanding or take–off of aeroplanes is, in normalcircumstances, precluded when the cross–windcomponent exceeds:

– 37 km/h (20 kts) in the case of aeroplaneswhose reference field length is 1500 m orover, except that when poor runway braking

action owing to an insufficient longitudinalcoefficient of friction is experienced with somefrequency, a cross–wind component notexceeding 24 km/h (13 kt) should beassumed;

– 24 km/h (13 kts) in the case of aeroplaneswhose reference field length is 1200 m or upto but not including 1500 m; and

– 19 km/h (10 kts) in the case of aeroplaneswhose reference field length is less than 1200m.

Note.— In Attachment A, Section 1, guidanceis given on factors affecting the calculation of theestimate of the usability factor and allowanceswhich may have to be made to take account of theeffect of unusual circumstances.

Data to be used

3 . 1 . 1 . 3 Recommendation.— The selectionof data to be used for the calculation of theusability factor should be based on reliable winddistribution statistics that extend over as long aperiod as possible, preferably of not less than fiveyears. The observations used should be made atleast eight times daily and spaced at equal intervalsof time.

Note.— These winds are mean winds.Reference to the need for some allowance forgusty conditions is made in Attachment A, Section1.

Location of Threshold

3 . 1 . 1 . 4 Recommendation.— A thresholdshould normally be located at the extremity of arunway unless operational considerations justifythe choice of another location.

3 . 1 . 1 . 5 Recommendation.— When it isnecessary to displace a threshold, eitherpermanently or temporarily, from its normallocation, account should be taken of the variousfactors which may have a bearing on the location ofthe threshold. Where this displacement is due to


PHYSICAL CHARACTERISTICS TP 312E

an unserviceable runway condition, a cleared andgraded area of at least 60 m in length should beavailable between the unserviceable area and thedisplaced threshold. Additional distance shouldalso be provided to meet the requirements of therunway end safety area as appropriate.

Actual Length of Runways

Primary runway

3 . 1 . 1 . 6 Recommendation.— Except asprovided in 3.1.1.8, the actual runway length to beprovided for a primary runway should be adequateto meet the operational requirements of theaeroplanes for which the runway is intended andshould be not less than the longest lengthdetermined by applying the corrections for localconditions to the operations and performancecharacteristics of the relevant aeroplanes.

Note 1.— This specification does notnecessarily mean providing for operations by thecritical aeroplane at its maximum mass.

N o t e 2.— Both take–off and landingrequirements need to be considered whendetermining the length of runway to be providedand the need for operations to be conducted inboth directions of the runway.

Note 3.— Local conditions that may need tobe considered include elevation, temperature,runway slope, humidity and the runway surfacecharacteristics.

Note 4.— When performance data onaeroplanes for which the runway is intended arenot known, guidance on the determination of theactual length of a primary runway by application ofgeneral correction factors is given in the ICAOAerodrome Design Manual, Part 1.

Secondary runway

3 . 1 . 1 . 7 Recommendation.— The length of asecondary runway should be determined similarlyto primary runways except that it needs only to beadequate for those aeroplanes which require touse that secondary runway in addition to the otherrunway or runways in order to obtain a usabilityfactor of at least 95 per cent.

Runways with stopways or clearways

3 . 1 . 1 . 8 Recommendation.— Where arunway is associated with a stopway or clearway, anactual runway length less than that resulting fromapplication of 3.1.1.6 or 3.1.1.7, as appropriate,may be considered satisfactory, but in such a caseany combination of runway, stopway and clearwayprovided should permit compliance with theoperational requirements for take–off and landingof the aeroplanes the runway is intended to serve.

Note.— Guidance on use of stopways andclearways is given in Attachment A, Section 2.

Width of Runways

3 . 1 . 1 . 9 Recommendation.— The width of arunway should be not less than the appropriatedimension specified in the following tabulation:

Code letterCode

number A B C D E

1 15 m 18 m 23 m – –2 23 m 23 m 30 m – –3 30 m 30 m 30 m 45 m –4 – – 45 m 45 m 60 m

3 . 1 . 1 . 1 0 Recommendation.— The width ofa precision approach runway should be not lessthan 30 m where the code number is 1 or 2.

Note.— The combinations of code numbersand letters for which widths are specified havebeen developed for typical aeroplanecharacteristics.

Separation of Parallel Runways

3 . 1 . 1 . 1 1 Standard .— Where parallelrunways are provided for simultaneous use undervisual meteorological conditions only, the minimumdistance between their centre lines shall 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 1.



3 . 1 . 1 . 1 2 Standard .— Where parallelrunways are provided for simultaneous operationsunder instrument meteorological conditions, theminimum separation distance between their centrelines shall be:

– 1300 m for independent parallel approaches;

– 760 m for dependent parallel approaches;

– 760 m for independent parallel departures;

– 760 m for segregated parallel operations;

except that for segregated parallel operations thespecified separation distance:

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

b) shall be increased by 30 m for each 150 m thatthe arrival runway is staggered away from thearriving aircraft.

Note.— Guidance on planning and conductingsimultaneous operations on parallel ornear–parallel instrument runways is contained inICAO Circular 207 – Simultaneous Operations onParallel or Near-Parallel Instrument Runways(SOIR).

3.1.2 SLOPES ON RUNWAYS

Longitudinal slopes

3 . 1 . 2 . 1 Standard.— The slope computedby dividing the difference between the maximumand minimum elevation along the runway centreline by the runway length shall not exceed:

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

– 2.5 per cent where the code number is 1 or 2.

3 . 1 . 2 . 2 Recommendation.— The slopecomputed in para 3.1.2.1 should be limited to 1.0per cent where the code number is 3 or 4 and 2.0per cent where the code number is 1 or 2.

3.1.2.3 Standard.— Along no portion of arunway shall the longitudinal slope exceed:

– 1.25 per cent where the code number is 4,except that for the first and last quarter of thelength of the runway the longitudinal slopeshould not exceed 0.8 per cent;

– 1.5 per cent where the code number is 3,except that for the first and last quarter of thelength of a precision approach runwaycategory II or III the longitudinal slope shouldnot exceed 0.8 per cent; and

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

Longitudinal slope changes

3 . 1 . 2 . 4 Recommendation.— Where slopechanges cannot be avoided, a slope changebetween two consecutive slopes should notexceed:



Note.— Guidance on slope changes before arunway is given in Attachment A, Section 3.

3 . 1 . 2 . 5 Recommendation.— The transitionfrom one slope to another should beaccomplished by a curved surface with a rate ofchange not exceeding:

– 0.1 per cent per 30 m (minimum radius ofcurvature of 30000 m) where the code numberis 4;

– 0.2 per cent per 30 m (minimum radius ofcurvature of 15000 m) where the code numberis 3; and

– 0.4 per cent per 30 m (minimum radius ofcurvature of 7500 m) where the code numberis 1 or 2.



Sight Distance

3 . 1 . 2 . 6 Recommendation.— Where slopechanges cannot be avoided, they should be suchthat there will be an unobstructed line of sightfrom:

– any point 3 m above a runway to all otherpoints 3 m above the runway within a distanceof at least half the length of the runway wherethe code letter is C, D or E;

– any point 2 m above a runway to all otherpoints 2 m above the runway within a distanceof at least half the length of the runway wherethe code letter is B; and

– any point 1.5 m above a runway to all otherpoints 1.5 m above the runway within adistance of at least half the length of therunway where the code letter is A.

Distance between slope changes

3 . 1 . 2 . 7 Recommendation.— Undulations orappreciable changes in slopes located closetogether along a runway should be avoided. Thedistance between the points of intersection of twosuccessive curves should not be less than:

a) the sum of the absolute numerical values ofthe corresponding slope changes multipliedby the appropriate value as follows:

– 30000 m where the code number is 4;

– 15000 m where the code number is 3; and

– 5000 m where the code number is 1 or 2;

or

b) 45 m;

whichever is greater.

Note.— Guidance on implementing thisspecification is given in Attachment A, Section 3.

Transverse Slopes

3 . 1 . 2 . 8 Recommendation.— To promotethe most rapid drainage of water, the runwaysurface should, if practicable, be cambered exceptwhere a single crossfall from high to low in thedirection of the wind most frequently associatedwith rain would ensure rapid drainage. The

transverse slope should not exceed:

– 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;

nor be less than 1 per cent except at runway ortaxiway intersections where flatter slopes may benecessary.

3 . 1 . 2 . 9 Re co mme n d a t io n .— Fo r acambered runway surface, the transverse slope oneach side of the centre line should be symmetrical.

Note.— On wet runways with cross–windconditions the problem of aquaplaning from poordrainage is apt to be accentuated.

3 . 1 . 2 . 1 0 Recommendation.— T hetransverse slope should be substantially the samethroughout the length of a runway except at anintersection with another runway or a taxiwaywhere an even transition should be providedtaking account of the need for adequate drainage.

Note.— Guidance on transverse slope is givenin the ICAO Aerodrome Design Manual, Part 3.

3.1.3 STRENGTH OFRUNWAYS

3 . 1 . 3 . 1 Recommendation.— A runwayshould be capable of withstanding the traffic ofaeroplanes the runway is intended to serve.

3.1.4 SURFACE OFRUNWAYS

3 . 1 . 4 . 1 Standard.— The surface of arunway shall be constructed without irregularitiesthat would result in loss in friction characteristics orotherwise adversely affect the take–off or landingof an aeroplane.

Note 1.— Surface irregularities may adverselyaffect the take–off or landing of an aeroplane bycausing excessive bouncing, pitching, vibration, orother difficulties in the control of an aeroplane.

Note 2.— Guidance on design tolerances andother information is given in Attachment A, Section



4. Additional guidance is included in the ICAOAerodrome Design Manual, Part 3.

3 . 1 . 4 . 2 Standard.— The surface of apaved runway shall be so constructed as toprovide good friction characteristics when therunway is wet.

3 . 1 . 4 . 3 Recommendation.— Measurementsof the friction characteristics of a new or resurfacedrunway should be made with a continuous frictionmeasuring device using self–wetting features inorder to assure that the design objectives withrespect to its friction characteristics have beenachieved.

Note.— Guidance on friction characteristics ofnew runway surfaces is given in the ICAO AirportServices Manual, Part 2.

3 . 1 . 4 . 4 Recommendation.— The averagesurface texture depth of a new surface should benot less than 1.0 mm.

Note 1.— This normally requires some form ofspecial surface treatment.

Note 2.— Guidance on methods used tomeasure surface texture is given in the ICAOAirport Services Manual, Part 2.

3 . 1 . 4 . 5 Recommendation.— When thesurface is grooved or scored, the grooves orscorings should be either perpendicular to therunway centre line or parallel to non–perpendiculartransverse joints, where applicable.

Note.— Guidance on methods for improvingthe runway surface texture is given in the ICAOAerodrome Design Manual, Part 3.

3.1.5 RUNWAY SHOULDERS

General

Note.— Guidance on characteristics andtreatment of runway shoulders is given inAttachment A, Section 5, and in the ICAOAerodrome Design Manual, Part 2.

3 . 1 . 5 . 1 Recommendation.— R unwayshoulders should be provided for a runway wherethe code letter is D and the runway is intended toserve large turbo–jet aeroplanes.

Width of runway shoulders

3 . 1 . 5 . 2 Recommendation.— The runwayshoulders should extend symmetrically on eachside of the runway so that the over–all width of therunway and its shoulders is not less than 60 m.

Slopes on runway shoulders

3 . 1 . 5 . 3 Recommendation.— The surface ofthe shoulder that abuts the runway should be flushwith the surface of the runway and its transverseslope should not exceed 2.5 per cent.

Strength of runway shoulders

3 . 1 . 5 . 4 Recommendation.— A runwayshoulder should be prepared or constructed so asto be capable, in the event of an aeroplanerunning off the runway, of supporting theaeroplane without inducing structural damage tothe aeroplane and of supporting ground vehicleswhich may operate on the shoulder.

3.1.6 RUNWAY STRIPS

General

3 . 1 . 6 . 1 Standard.— A runway and anyassociated stopways shall be included in a strip.

Length of runway strips

3 . 1 . 6 . 2 Standard.— A strip shall extendbefore the threshold and beyond the end of therunway or stopway for a distance of at least:

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

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

– 30 m where the code number is 1 and therunway is a non–instrument one.

Width of runway strips

3 . 1 . 6 . 3 Standard.— A strip including aprecision approach runway shall extend laterally toa distance of at least:

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




on each side of the centre line of the runway andits extended centre line throughout the length ofthe strip.

3 . 1 . 6 . 4 Standard.— A strip including anon–precision approach runway shall extendlaterally to a distance of at least:



– 45 m when the code number is 1 or 2;

on each side of the centre line of the runway andits extended centre line throughout the length ofthe strip.

3 . 1 . 6 . 5 Standard.— A strip including anon–instrument runway shall extend on each sideof the centre line of the runway and its extendedcentre line throughout the length of the strip, to adistance of at least:



– 30 m where the code number is 1 or 2.

Objects on runway strips

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on runway strips.

3 . 1 . 6 . 6 Recommendation.— An objectsituated on a runway strip which may endangeraeroplanes should be regarded as an obstacleand should , as far as practicable, be removed.

3 . 1 . 6 . 7 Standard.— No fixed object, otherthan visual aids required for air navigationpurposes and satisfying the relevant frangibilityrequirement in Chapter 5, shall be permitted on arunway strip:

a) within 60 m of the runway centre line of aprecision approach runway category I, II or IIIwhere the code number is 3 or 4; or

b) within 45 m of the runway centre line of aprecision approach runway category I wherethe code number is 1 or 2.

3 . 1 . 6 . 8 Standard.— No mobile object shallbe permitted on the part of the runway stripspecified in 3.1.6.7 during the use of the runwayfor landing or take–off except that equipment andradio equipped personnel associated with inflightinspections of navigation and landing aids arepermitted on a runway strip within graded areaswhile flight inspections are being carried out.

Grading of runway strips

Note.— Full compliance with the graded arearequirements may in many cases impose an undueburden and be economically unreasonable,particularly for aerodromes in remote and isolatedareas of sparse population. In such cases, anaeronautical study will be conducted to determineif a lesser graded area can be permitted.

3 . 1 . 6 . 9 Standard.— That portion of a stripof a precision approach runway within a distance ofat least:





from the centre line of the runway and its extendedcentre line shall provide a graded area foraeroplanes which the runway is intended to servein the event of an aeroplane running off therunway.

3 . 1 . 6 . 1 0 Standard.— That portion of astrip of a non–precision approach runway within adistance of at least:







3 . 1 . 6 . 1 1 Standard.— That portion of astrip of a non–instrument runway within a distanceof at least:






3 . 1 . 6 . 1 2 Standard.— The surface of thatportion of a strip that abuts a runway, shoulder orstopway shall be flush with the surface of therunway, shoulder or stopway.

3 . 1 . 6 . 1 3 Recommendation.— That portionof a strip to at least 30 m before a threshold shouldbe prepared against blast erosion in order toprotect a landing aeroplane from the danger of anexposed edge and should be capable ofsupporting snow removal and emergencyvehicles.

Slopes on runway strips

Longitudinal slopes

3 . 1 . 6 . 1 4 Reco mmend at ion.— Alongitudinal slope along that portion of a strip to begraded should not exceed:

– 1.5 per cent where the code number is 4;

– 1.75 per cent where the code number is 3;and



3 . 1 . 6 . 1 5 Recommendat ion.— Slopechanges on that portion of a strip to be gradedshould be as gradual as practicable and abruptchanges or sudden reversals of slopes avoided.

3 . 1 . 6 . 1 6 Recommendat ion.— Slopechanges before the threshold of a precisionapproach runway should be avoided or kept to aminimum on that portion of the strip within adistance of at least 30 m on each side of theextended centre line of the runway. Where slopechanges cannot be avoided on this portion, therate of change between two consecutive slopesshould not exceed 2 per cent per 30 m.

Transverse slopes

3 . 1 . 6 . 1 7 Recommendation.— Transverseslopes on that portion of a strip to be gradedshould be adequate to prevent the accumulationof water on the surface but should not exceed:


– 3 per cent where the code number is 1 or 2;

except that to facilitate drainage the slope for thefirst 3 m outward from the runway, shoulder orstopway edge should be negative as measured inthe direction away from the runway and may be asgreat as 5 per cent.

3 . 1 . 6 . 1 8 Recommendation.— T hetransverse slopes of any portion of a strip beyondthat to be graded should not exceed an upwardslope of 5 per cent as measured in the directionaway from the runway.

Drainage ditches

3 . 1 . 6 . 1 9 Standard.— Drainage ditches,shall not be located within the graded portion ofthe strip. Where drainage ditches are located at theedge of the graded area, they shall be contouredin order to reduce structural damage in the eventan aeroplane overruns the ditch.

3 . 1 . 6 . 2 0 Recommendat ion.— Earthdisplaced by contouring of ditch sides, particularlyon the side nearest the runway, should notsignificantly alter the transverse slopes.

3 . 1 . 6 . 2 1 Recommendat ion.— Openditches should have a side slope of 4 units ofhorizontal measure to 1 unit of vertical measure.Open ditches should be graded and sodded forerosion control and ease of maintenance.



Strength of runway strips

3 . 1 . 6 . 2 2 Recommendation.— That portionof the runway strip that is graded in accordancewith para 3.1.6.9, 3.1.6.10 and 3.1.6.11 should beso prepared or constructed as to minimize hazardsarising from differences in load bearing capacity toaeroplanes which the runway is intended to servein the event of an aeroplane running off therunway.

3.1.7 RUNWAY ENDSAFETY AREAS

General

3 . 1 . 7 . 1 Recommendation.— A runway endsafety area should be provided at each end of arunway strip where the code number is 3 or 4.

Dimensions of runway end safety areas

3 . 1 . 7 . 2 Recommendation.— A runway endsafety area should extend from the end of arunway strip for as great a distance as practicable,but at least 90 m.

3 . 1 . 7 . 3 Recommendation.— The width of arunway end safety area should be at least twicethat of the associated runway.

Objects on runway end safety areas

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on runway end safety areas.

3 . 1 . 7 . 4 Recommendation.— An objectsituated on a runway end safety area which mayendanger aeroplanes should be regarded as anobstacle and should, as far as practicable, beremoved.

Clearing and grading of runway endsafety areas

3 . 1 . 7 . 5 Recommendation.— A runway endsafety area should provide a cleared and gradedarea for aeroplanes which the runway is intendedto serve in the event of an aeroplaneundershooting or overrunning the runway.

Note.— The surface of the ground in therunway end safety area does not need to beprepared to the same quality as the runway strip.

See, however, 3.1.7.9

Slopes on runway end safety areas

General

3 . 1 . 7 . 6 Recommendation.— The slopes ofa runway end safety area should be such that nopart of the runway end safety area penetrates theapproach or take–off climb surface.

Longitudinal slopes

3 . 1 . 7 . 7 Recommendation.— T helongitudinal slopes of a runway end safety areashould not exceed a downward slope of 5 percent. Longitudinal slope changes should be asgradual as practicable and abrupt changes orsudden reversals of slopes avoided.

Transverse slopes

3 . 1 . 7 . 8 Recommendation.— The transverseslopes of a runway end safety area should notexceed an upward or downward slope of 5 percent. Transitions between differing slopes shouldbe as gradual as practicable.

Strength of runway end safety areas

3.1.7.9 Recommendation.— A runway endsafety area should be so prepared or constructedas to reduce the risk of damage to an aeroplaneundershooting or overrunning the runway andfacilitate the movement of rescue and fire fightingvehicles.



3.2 CLEARWAYS

Note.— The inclusion of detai ledspecifications for clearways in this section is notintended to imply that a clearway has to beprovided. Attachment A, Section 2 providesinformation on the use of clearways.

3.2.1 LOCATION OFCLEARWAYS

3 . 2 . 1 . 1 Recommendation.— The origin of aclearway should be at the end of the take–off runavailable.

3.2.2 LENGTH OFCLEARWAYS

3 . 2 . 2 . 1 S t a n d a r d .— The length of aclearway shall not exceed:

a) 300 m;

b) the distance to the first object other thanapproach lights or other light weight frangiblymounted objects such as radio signal monitorsthat project above the slope of the clearway; or

c) the distance to the point where the groundprojects above the slope of the clearway.

Note.— A clearway may extend outside theaerodrome boundary only if the aerodromeoperator has established control over theadditional land to ensure that it will be kept clear ofobstacles.

3.2.3 WIDTH OFCLEARWAYS

3 . 2 . 3 . 1 Standard.— A clearway shallextend laterally to a distance of at least 75 m oneach side of the extended centre line of therunway or the width of the strip whichever is less.

3.2.4 SLOPES ONCLEARWAYS

3 . 2 . 4 . 1 Standard .— The ground in aclearway shall not project above a plane having anupward slope of 1.25 per cent, the lower limit ofthis plane being a horizontal line which:

a) is perpendicular to the vertical planecontaining the runway centre line; and

b) passes through a point located on the runwaycentre line at the end of the take–off runavailable.

Note.— Because of transverse or longitudinalslopes on a runway, shoulder or strip, in certaincases the lower limit of the clearway planespecified above may be below the correspondingelevation of the runway, shoulder or strip. It is notintended that these surfaces be graded toconform with the lower limit of the clearway planenor is it intended that terrain or objects which areabove the clearway plane beyond the end of thestrip but below the level of the strip be removedunless it is considered they may endangeraeroplanes.

3 . 2 . 4 . 2 Recommendation.— Abrupt upwardchanges in slope should be avoided when theslope on the ground in a clearway is relatively smallor when the mean slope is upward. In suchsituations, in that portion of the clearway within adistance of 22.5 m on each side of the extendedcentre line, the slopes, slope changes and thetransition from runway to clearway should generallyconform with those of the runway with which theclearway is associated except that isolateddepressions such as ditches running across theclearway may be permitted.

3.2.5 OBJECTS ONCLEARWAYS

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on clearways.

3 . 2 . 5 . 1 Standard.— The take–off distanceavailable (TODA) shall be recalculated when anestablished clearway is infringed by a new objectother than one specified in para 3.2.2.1(b).



3 . 2 . 5 . 2 Recommendation.— An objectsituated on a clearway which may endangeraeroplanes in the air should be regarded as anobstacle and should be removed.

3.3 STOPWAYS

Note.— The inclusion of detai ledspecifications for stopways in this section is notintended to imply that a stopway has to beprovided. Attachment A, Section 2 providesinformation on the use of stopways.

3.3.1 WIDTH OFSTOPWAYS

3 . 3 . 1 . 1 Standard.— A stopway shall havethe same width as the runway with which it isassociated.

3.3.2 SLOPES ONSTOPWAYS

3.3.2.1 Standard.— Slopes and changesin slope on a stopway, and the transition from arunway to a stopway, shall comply with thespecifications of 3.1.2.1 to 3.1.2.8 for the runwaywith which the stopway is associated except that:

a) the limitation in 3.1.2.3 of a 0.8 per cent slopefor the first and last quarter of the length of arunway need not be applied to the stopway;and

b) at the junction of the stopway and runway andalong the stopway the maximum rate of slopechange may be 0.3 per cent 30 m (minimumradius of curvature of 10 000 m) for a runwaywhere the code number is 3 or 4.

3.3.3 STRENGTH OFSTOPWAYS

3 . 3 . 3 . 1 Standard.— A stopway shall beprepared or constructed so as to be capable, in theevent of an abandoned take–off, of supporting theaircraft which the stopway is intended to serve

without inducing structural damage to the aircraft.Note.— Attachment A, Section 2 presents

guidance relative to the support capability of astopway.

3.3.4 SURFACE OFSTOPWAYS

3 . 3 . 4 . 1 Recommendation.— The surface ofa paved stopway should be so constructed as toprovide a good coefficient of friction when thestopway is wet.

3 . 3 . 4 . 2 Recommendation.— The frictioncharacteristics of an unpaved stopway should notbe substantially less than that of the runway withwhich the stopway is associated.

3.3.5 OBJECTS ONSTOPWAYS

3 . 3 . 5 . 1 S t a n d a r d . — Equipment orinstallations shall not be located on a stopway if itwould endanger an aircraft unless it’s functionrequires it to be there for air navigation purposes.

3 . 3 . 5 . 2 S t a n d a r d . — Equipment orinstallations located on a stopway shall meet therequirements of para 3.2.5.1.



3.4 TAXIWAYS

Note.— Unless otherwise indicated therequirements in this section are applicable to alltypes of taxiways.

3.4.1 GENERAL

3 . 4 . 1 . 1 Recommendat ion.— Taxiwaysshould be provided to permit the safe andexpeditious surface movement of aircraft.

Note.— Guidance on layout of taxiways isgiven in the ICAO Aerodrome Design Manual, Part2.

3 . 4 . 1 . 2 Recommendation.— Suffic iententrance and exit taxiways for a runway should beprovided to expedite the movement of aeroplanesto and from the runway and provision of rapid exittaxiways considered when traffic volumes are high.To reduce the risk of runway incursions, thenumber of taxiway entrances having direct accessto a runway should be kept to the minimumrequired for efficient runway use.

Note.— Where the end of a runway is notserved by a taxiway, it may be necessary to provideadditional pavement at the end of the runway forthe turning of aeroplanes. Such areas may also beuseful along the runway to reduce taxiing time anddistance for some aeroplanes.

3.4.1.3 Recommendation.— The design ofa taxiway should be such that, when the cockpit ofthe aeroplane for which the taxiway is intendedremains over the taxiway centre line markings, theclearance distance between the outer main wheelof the aeroplane and the edge of the taxiwayshould be not less than that given by the followingtabulation:

Code letter Clearance

A 1.5 m

B 2.25 m

C 3 m if the taxiway is intendedto be used by aeroplanes witha wheel base less than 18 m;or

4.5 m if the taxiway is intendedto be used by aeroplanes witha wheel base equal to orgreater than 18 m.

D 4.5 m

E 4.5 m

Note.— Wheel base means the distance fromthe nose gear to the geometric centre of the maingear.

Private taxiways

3 . 4 . 1 . 4 Recommendat ion.— Taxiwayswhich are privately owned and are used exclusivelyto serve private interests should connect to anapron or taxiway which is part of the airport taxiwaynetwork. They should not connect directly to arunway.

Width of taxiways

3 . 4 . 1 . 5 Recommendation.— A straightportion of a taxiway should have a width of not lessthan that given by the following tabulation:

Code letter Taxiway width

A 7.5 m

B 10.5 m

C 15 m if the taxiway is intendedto be used by aeroplanes witha wheel base less than 18 m;

18 m if the taxiway is intendedto be used by aeroplanes witha wheel base equal to orgreater than 18 m.

D 18 m if the taxiway is intendedto be used by aeroplanes withan outer main gear wheel spanof less than 9 m;

23 m if the taxiway is intendedto be used by aeroplanes withan outer main gear wheel spanequal to or greater than 9 m.

E 23 m



Taxiway curves

3 . 4 . 1 . 6 Recommendation.— Changes indirection of taxiways should be as few and small aspossible. The radii of the curves should becompatible with the manoeuvring capability andnormal taxiing speeds of the aeroplanes for whichthe taxiway is intended. The design of the curveshould be such that, when the cockpit of theaeroplane remains over the taxiway centre linemarkings, the clearance distance between theouter main wheels of the aeroplane and the edgeof the taxiway should not be less than thosespecified in 3.4.1.3.

Figure 3-1. Taxiway Curve

Extrataxiwaywidth

Minimum wheel clearance (see 3.4.1.6)

Location of taxiway centre linemarkings (see 5.2.8.4)Location of taxiway centrelinelights (see 5.3.16.9 to 5.3.16.12)

X

X/2 X/2

TA

XIW

AY

Taxiway width(see 3.4.1.5)

The figure shows an example of taxiway widening to achieve the specified wheel clearances on taxiway curves see(3.4.1.6). Guidance material on suitable dimensions is given in the Aerodrome Design manual, Part 2.

Note 1.— An example of widening taxiways toachieve the wheel clearance specified is illustratedin Figure 3–1. Guidance on the values of suitabledimensions is given in the ICAO AerodromeDesign Manual, Part 2.

Note 2.— The location of taxiway centre linemarkings and lights is specified in 5.2.8.4 and5.3.16.9 to 5.3.16.12.

Note 3.— Compound curves may reduce oreliminate the need for extra taxiway width.

Junctions and intersections

3 . 4 . 1 . 7 Recommendation.— To facilitate themovement of aeroplanes, fillets should beprovided at junctions and intersections of taxiwayswith runways, aprons and other taxiways. Thedesign of the fillets should ensure that theminimum wheel clearances specified in 3.4.1.3 aremaintained when aeroplanes are manoeuvringthrough the junctions or intersections.

Note.— Guidance on the design of fillets isgiven in the ICAO Aerodrome Design Manual, Part2.



Taxiway minimum separation distances

3 . 4 . 1 . 8 Recommendation.— The separationdistance between the centre line of a taxiway andthe centre line of a runway, the centre line of aparallel taxiway or an object should not be less thanthe appropriate dimension specified in Table 3–1,except that it may be permissible to operate withlower separation distances at an existingaerodrome if an aeronautical study indicates thatsuch lower separation distances would notadversely affect the safety or significantly affect theregularity of operations of aeroplanes.

Note 1.— Guidance on factors which may beconsidered in the aeronautical study is given in TP7775, Procedures for the Certification ofAerodrome as Airports, Chapter 5.

Note 2.— ILS installations may also influencethe location of taxiways due to interferences to ILSsignals by a taxiing or stopped aircraft. Informationon critical and sensitive areas surrounding ILSinstallation is contained in TP 1247, Land Use inthe Vicinity of Airports, Part 2

Note 3.— The separation distances of Table 3-1, column 4 do not necessarily provide thecapability of making a normal turn from one taxiwayto another parallel taxiway. Guidance for thiscondition is given in the ICAO Aerodrome DesignManual, Part 2.

3.4.2 SLOPES ON TAXIWAYS

Longitudinal slopes

3 . 4 . 2 . 1 Recommendation.— T helongitudinal slope of a taxiway should not exceed:


– 3 per cent where the code letter is A or B.

Table 3-1. Taxiway Minimum Separation Distances

Distance between taxiway centre line and runway centre line (metres)

Precision approach Non-precision approach Non-instrumentrunway runway runway

Taxiwaycentre lineto taxiwaycentre line(metres)

Taxiwaycentre lineto object(metres)

(1) (2) (3) (4) (5)CodeLetter Code number Code number Code number

1 2 3 4 1 2 3 4 1 2 3 4

A 82.5 82.5 ---- ---- 53.0 53.0 ---- ---- 37.5 37.5 ---- ---- 23.75 16.25

B 87.0 87.0 162.0 ---- 57.8 57.8 87.0 ---- 42.0 42.0 57.0 ---- 33.5 21.5

C ---- ---- 168.0 ---- ---- ---- 92.0 ---- ---- 48.0 63.0 ---- 44.0 26.0

D ---- ---- 176.0 176.0 ---- ---- 101.0 176.0 ---- ---- 71.0 101.0 66.5 40.5

E ---- ---- ---- 182.5 ---- ---- ---- 182.5 ---- ---- ---- 107.5 80.0 47.5


3 . 4 . 2 . 2 Recommendation.— Where slopechanges on a taxiway cannot be avoided, thetransition from one slope to another slope shouldbe accomplished by a curved surface with a rate ofchange not exceeding:

– 1 per cent per 30 m (minimum radius ofcurvature of 3000 m) where the code letteris C, D or E; and

– 1 per cent per 25 m (minimum radius ofcurvature of 2500 m) where the code letter is Aor B.

Sight distance

3 . 4 . 2 . 3 Recommendation.— Where achange in slope on a taxiway cannot be avoided,



the change should be such that, from any point:

– 3 m above the taxiway, it will be possible to seethe whole surface of the taxiway for a distanceof at least 300 m from that point, where thecode letter is C, D or E;

– 2 m above the taxiway, it will be possible to seethe whole surface of the taxiway for a distanceof at least 200 m from that point, where thecode letter is B; and

– 1.5 m above the taxiway, it will be possible tosee the whole surface of the taxiway for adistance of at least 150 m from that point,where the code letter is A.

Transverse slopes

3 . 4 . 2 . 4 Recommendation.— The transverseslopes of a taxiway should be sufficient to preventthe accumulation of water on the surface of thetaxiway but should not exceed:


– 2 per cent where the code letter is A or B.

Note.— See 3.6.4 regarding transverseslopes on an aircraft stand taxilane.

3.4.3 STRENGTH OFTAXIWAYS

3 . 4 . 3 . 1 Recommendation.— The strengthof a taxiway should be at least equal to that of therunway it serves, due consideration being given tothe fact that a taxiway will be subjected to a greaterdensity of traffic and , as a result of slow movingand stationary aeroplanes, to higher stresses thanthe runway it serves.

Note.— Guidance on the relation of thestrength of taxiways to the strength of runways isgiven in the ICAO Aerodrome Design Manual, Part3.

3.4.4 SURFACE OFTAXIWAYS

3 . 4 . 4 . 1 Standard.— The surface of ataxiway shall not have irregularities that may causedamage to aeroplane structures.

3 . 4 . 4 . 2 Recommendation.— The surface ofa paved taxiway should be so constructed as toprovide good friction characteristics when thetaxiway is wet.

3.4.5 RAPID EXIT TAXIWAYS

Note.— The following specifications detailrequirements particular to rapid exit taxiways. SeeFigure 3–2. General requirements for taxiwaysalso apply to this type of taxiway. Guidance on theprovision, location and design of rapid exit taxiwaysis included in the ICAO Aerodrome Design Manual,Part 2.

3 . 4 . 5 . 1 Recommendation.— A rapid exittaxiway should be designed with a radius of turn-off curve of at least:

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


to enable exit speeds under wet conditions of:

– 93 km/h (50 kts) where the code number is 3or 4; and

– 65 km/h (35 kts) where the code number is 1or 2.

Note.— The locations of rapid exit taxiwaysalong a runway are based on several criteriadescribed in the ICAO Aerodrome Design Manual,Part 2, in addition to different speed criteria.

3 . 4 . 5 . 2 Recommendation.— The radius ofthe fillet on the inside of the curve at a rapid exittaxiway should be sufficient to provide a widenedtaxiway throat in order to facilitate early recognitionof the entrance and turn–off onto the taxiway.



3 . 4 . 5 . 3 Recommendation.— A rapid exittaxiway should include a straight distance after theturn–off curve sufficient for an exiting aircraft tocome to a full stop clear of any intersecting taxiway.

3 . 4 . 5 . 4 Recommendation.— T heintersection angle of a rapid exit taxiway with therunway should not be greater than 45° nor lessthan 25° and preferably should be 30°.

Figure 3-2. Rapid Exit Taxiways

Radius of turn-offcurve

Intersection angle

Straight distanceRapid-exit taxiway

RUNWAY

TAXIWAY

3.4.6 TAXIWAYS ON BRIDGES

3 . 4 . 6 . 1 Standard.— The width of thatportion of a taxiway bridge capable of supportingaeroplanes, as measured perpendicularly to thetaxiway centre line, shall not be less than the widthof the graded area of the strip provided for thattaxiway, unless a method of lateral restraint isprovided which shall not be hazardous foraeroplanes for which the taxiway is intended.

Note 1.— When a width less than the width ofthe graded area of the strip is provided,consideration will have to be given to access byrescue and fire fighting vehicles.

Note 2.— If aeroplane engines overhang thebridge structure, protection of adjacent areasbelow the bridge from engine blast may berequired.

3 . 4 . 6 . 2 Recommendation.— A bridgeshould be constructed on a straight section of thetaxiway with a straight section on both ends of thebridge to facilitate the alignment of aeroplanesapproaching the bridge.

3.4.7 TAXIWAY SHOULDERS

General

Note.— Guidance on characteristics of taxiwayshoulders and on shoulder treatment is given inthe ICAO Aerodrome Design Manual, Part 2.

3 . 4 . 7 . 1 Recommendat ion.— S traightportions of a taxiway where the code letter is C, Dor E should be provided with shoulders whichextend symmetrically on each side of the taxiwayso that the over–all width of the taxiway and itsshoulders on straight portions is not less than:

– 44 m where the code letter is E;

– 38 m where the code letter is D; and

– 25 m where the code letter is C.

3 . 4 . 7 . 2 Recommendation.— On taxiwaycurves and on junctions or intersections whereincreased pavement is provided, the shoulder



width should be not less than that on the adjacentstraight portions of the taxiway.

3 . 4 . 7 . 3 Standard.— When a taxiway isintended to be used by turbine–enginedaeroplanes, the surface of the taxiway shouldershall be so prepared as to resist erosion and theingestion of the surface material by aeroplaneengines.

3.4.8 TAXIWAY STRIPS

Note.— Guidance on characteristics of taxiwaystrips is given in the ICAO Aerodrome DesignManual, Part 2.

General

3 . 4 . 8 . 1 Standard.— A taxiway shall beincluded in a strip.

Width of taxiway strips

3 . 4 . 8 . 2 Recommendation.— A taxiway stripshould extend symmetrically on each side of thecentre line of the taxiway throughout the length ofthe taxiway to at least the distance from the centreline given in Table 3–1, column 5.

Objects on taxiway strips

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on taxiway strips.

3 . 4 . 8 . 3 Recommendation.— The taxiwaystrip should provide an area clear of objects whichmay endanger taxiing aeroplanes.

Grading of taxiway strips

3 . 4 . 8 . 4 Recommendation.— The centreportion of a taxiway strip should provide a gradedarea to a distance from the centre line of thetaxiway of at least:

– 11 m where the code letter is A;

– 12.5 m where the code letter is B or C;

– 19 m where the code letter is D; and

– 22 m where the code letter is E.

Slopes on taxiway strips

3 . 4 . 8 . 5 Recommendation.— The surface ofthe strip should be flush at the edge of the taxiwayor shoulder, if provided, and the graded portionshould not have an upward transverse slopeexceeding:

– 2.5 per cent for strips of taxiways where thecode letter is C, D or E; and

– 3 per cent for strips of taxiways where the codeletter is A or B;

the upward slope being measured with referenceto the transverse slope of the adjacent taxiwaysurface and not the horizontal. The downwardstransverse slope should not exceed 5 per centmeasured with reference to the horizontal.

3 . 4 . 8 . 6 Recommendation.— The transverseslopes on any portion of a taxiway strip beyond thatto be graded should not exceed an upward slopeof 5 per cent as measured in the direction awayfrom the taxiway.

3.5 HOLDING BAYS,TAXI–HOLDING POSITIONS,

AND ROAD–HOLDINGPOSITIONS

3.5.1 HOLDING BAYS

Application

3 . 5 . 1 . 1 Recommendation.— Holding bay(s)should be provided when the traffic volume ishigh.

Location

3 . 5 . 1 . 2 S t a n d a r d . — The distancebetween the nearest edge of a holding bay andthe centre line of a runway shall be not less thanthe appropriate dimension specified in Table 3–2,and in the case of a precision approach runway,such that a holding aircraft will not interfere with theoperation of radio navigation aids.



3.5.2 TAXI–HOLDINGPOSITIONS

Application

3 . 5 . 2 . 1 S t a n d a r d . — A taxi–holdingposition or positions shall be established:

a) at an intersection of a taxiway with a runway;

b) at an intersection of a runway with anotherrunway when the former runway is part of astandard taxi–route; and

c) at an intersection of a runway with a runwaywhere the runway is used for simultaneousintersecting runway operations.

Location

3 . 5 . 2 . 2 Standard.— Except as specifiedin para 3.5.2.3, the distance between a taxi-holding position established at a taxiway/runwayintersection and the centre line of a runway shallbe not less than the appropriate dimensionspecified in Table 3–2, and in the case of aprecision approach runway, such that a holdingaircraft or vehicle will not interfere with theoperation of radio navigation aids.

3 . 5 . 2 . 3 Recommendation.— Where ataxiway/runway intersection occurs at other thanthe runway threshold and aircraft hold for thepurpose of crossing the runway on a frequent orrecurring basis, the distance between thetaxi-holding position and the centre line of therunway should be increased to be not less thanthe appropriate dimensions specified in Table 3–3.

Table 3-2 Minimum distance from the runway centre line to a holding bay, taxi-holding position, or road-holding position

CODE NUMBERType of Runway

1 2 3 4

Non-instrument approach 30 m 40 m 75 m 75 m

Non precision approach 40 m 40 m 75 m 75 m

Precision approach Cat I 60 m (1) 60 m (1) 90 m (1) 90 m (1)

Precision approach Cat II and III ----- ----- 90 m (1) 90 m (1)

Take-off Runway 30 m 40 m 75 m 75 m

Note 1.—This distance shall not be closer than the ILS/MLS critical/sensitive area.

Note 2.— The distance of 90m where the code number is 4, is based on an aeroplane with a tail height of 20m, adistance from the nose to the highest part of the tail of 52.7m and a nose height of 10m holding at an angle of 45degrees or more with respect to the runway centre line, being clear of the obstacle free zone and not accountablefor the calculation of obstacle clearance for instrument approach procedures.

Note 3.— The distance of 60m where the code number 2 is based on an aeroplane with a tail height of 8m, adistance from the nose to the highest part of the tail of 24.6 and a nose height of 5.2m holding at an angle of 45degrees or more with respect to the runway centre line, being clear of the obstacle free zone.

3 . 5 . 2 . 4 S t a n d a r d . — A taxi–holdingposition at a runway/runway intersection shall belocated at a distance not less than 60 m from thenearest edge of the intersecting runway.

3.5.3 ROAD–HOLDINGPOSITIONS

Application

3 . 5 . 3 . 1 S t a n d a r d . — A road–holdingposition shall be established at an intersection of aroad with a runway.

Location

3 . 5 . 3 . 2 S t a n d a r d . — The distancebetween a road–holding position and the centreline of a runway shall be not less than the



appropriate dimension specified in Table 3–2, andin the case of a precision approach runway, suchthat a holding vehicle will not interfere with theoperation of radio navigation aids.

3 . 5 . 3 . 3 Recommendat ion.— Wherevehicles hold at other than a runway threshold on afrequent or recurring basis for the purpose ofcrossing runways, the distance between the road-holding position and the centre line of a runwayshould not be less than the appropriatedimensions specified in Table 3-3.

3.6 APRONS

3.6.1 GENERAL

3 . 6 . 1 . 1 Recommendation.— Aprons shouldbe provided where necessary to permit theon–and-off–loading of passengers, cargo or mailas well as the servicing of aircraft without interferingwith the aerodrome traffic.

Table 3-3. Minimum distance from the runway centre line to a frequently used taxi-holding position or road-holding position not located at the runway threshold

CODE NUMBERType of Runway

1 2 3 4

Non-instrument approach 75 m 75 m 115 m 115 m

Non precision approach 75 m 75 m 115 m 115 m

Precision approach Cat I 90 m (1) 90 m (1) 115 m (1) 115 m(1)

Precision approach Cat II and III ----- ----- 115 m (1) 115 m(1)

Take-off Runway: A 30 m 40 m 105 m 105 mB 75 m 75 m 115 m 115 m

A—For take-off runways only, taxi-holding positions or road-holding positions established beyond the runwaydeparture end up to and including the mid-point of the runway.

B—For take-off runways only, taxi-holding positions or road holding positions established beyond the departurerunway mid-point to the end of the runway.

Note 1.— This distance shall not be closer than the ILS/MLS critical/sensitive area.

3.6.2 SIZE OF APRONS

3 . 6 . 2 . 1 Recommendation.— The total apronarea should be adequate to permit expeditious

handling of the aerodrome traffic at its maximumanticipated density.

3.6.3 STRENGTH OFAPRONS

3 . 6 . 3 . 1 Standard.— Each part of an apronshall be capable of withstanding the traffic of theaircraft it is intended to serve, due considerationbeing given to the fact that some portions of theapron will be subjected to a higher density of trafficand, as a result of slow moving or stationaryaircraft, to higher stresses than a runway.

3.6.4 SLOPES ON APRONS

3 . 6 . 4 . 1 Recommendation.— Slopes on anapron, including those on an aircraft stand taxilane,should be sufficient to prevent accumulation ofwater on the surface of the apron but should bekept as level as drainage requirements permit.

3 . 6 . 4 . 2 Recommendation.— On an aircraftstand the maximum slope should not exceed 1 percent.

3 . 6 . 4 . 3 Recommendation.— Aprons shouldnot slope toward any building. If such a slope isunavoidable, special measures should be taken to



reduce the fire hazard posed by spilled flammableliquids.

3.6.5 CLEARANCEDISTANCES ON

APRONS AND AIRCRAFTSTANDS

3 . 6 . 5 . 1 Recommendation.— An aircraftstand should provide the following minimumclearances between an aircraft using the stand andany adjacent building, aircraft on another stand andother objects:


A 3.0 mB 3.0 mC 4.5 mD 7.5 mE 7.5 m

When special circumstances so warrant, theseclearances may be reduced at a nose–in aircraftstand, where the code letter is D or E:

a) between the terminal, including any fixedpassenger bridge, and the nose of an aircraft;and

b) over any portion of the stand provided withazimuth guidance by a visual dockingguidance system.

3 . 6 . 5 . 2 Recommendation.— The followingminimum clearances should be provided betweenthe apron edge and any adjacent building or otherobject:


A 7.5 mB 7.5 mC 15.0 mD 15.0 mE 15.0 m

Note.— On aprons, consideration also has tobe given to the provision of service roads and tomanoeuvring and storage area for groundequipment.

3.6.6 AIRCRAFT STANDTAXILANE MINIMUM

SEPARATION DISTANCES

3 . 6 . 6 . 1 Recommendation.— The followingminimum separation distances should be providedbetween the centre line of an aircraft stand taxilaneand an object :


A 12.0 mB 16.5 mC 24.5 mD 36.0 mE 42.5 m

Note.— The separation distance between thecentre line of an aircraft stand taxilane and anobject may need to be increased when jet exhaustwake velocity might cause hazardous conditionsfor ground servicing.

3.6.7 ISOLATED AIRCRAFTPARKING POSITION

Application

3 . 6 . 7 . 1 Standard.— At an InternationalAirport, an isolated aircraft parking position shall bedesignated or the aerodrome control tower shallbe advised of an area or areas suitable for theparking of an aircraft which is known or believed tobe the subject of unlawful interference, or whichfor other reasons needs isolation from normalaerodrome activities.

Location

3 . 6 . 7 . 2 Standard.— The isolated aircraftparking position shall be located at least 100 mfrom other parking positions, buldings, or publicuse areas.

3 . 6 . 7 . 3 Recommendation.— The isolatedaircraft parking position should be located at themaximum distance practicable from other parkingpositions, buildings, or public areas, etc. Careshould be taken to ensure that the position is notlocated over underground utilities such as gas andaviation fuel and, to the extent feasible, electricalor communication cables.



CHAPTER 4.OBSTACLE RESTRICTION AND REMOVAL

Introductory Note.— The objectives of thespecifications in this chapter are;

a) to define the airspace around aerodromes tobe maintained free from obstacles in order tominimize the dangers presented by obstaclesto an aircraft, either during an entirely visualapproach or during the visual segment of aninstrument approach; and

b) to prevent the aerodrome from becomingunusable by the growth of obstacles aroundthe aerodrome.

These objectives are achieved by establishing aseries of obstacle limitation surfaces that definethe limits to which objects may project into theairspace.

4.1 OBSTACLE LIMITATIONSURFACES

Note 1.— Obstacle limitation surfaces normallyextend beyond the boundary of the aerodromeSuch surfaces can be protected by the enactmentof Registered Zoning Regulations in accordancewith the Aeronautics Act. Enactment of such aregulation will prohibit the erection of any newstructure which would violate any of the definedsurfaces.

Note 2.— Objects which project into theobstacle limitation surfaces may in certaincircumstances cause an increase in the obstacleclearance altitude/height for an instrumentapproach procedure or any associated visualcircling procedure. Criteria for evaluating obstaclesare contained in, Criteria for the Development ofInstrument Procedures, TP 308. TP 308 alsoprovides further information on the distinctionbetween obstacle limitation surfaces and obstacleclearance surfaces.

Note 3.— The establishment of, andrequirements for, an obstacle protection surfacefor visual approach slope indicator systems arespecified in 5.3.6.23 to 5.3.6.27.

4.1.1 OUTER SURFACE

Characteristics

4 . 1 . 1 . 1 Standard.— The limits of anOuter Surface shall comprise a common planeestablished at a constant elevation above theassigned elevation of the aerodrome referencepoint and extending over a horizontal distance:

– of at least 4000 m where the code number is1, 2 or 3;

– to be determined by an aeronautical studywhere the code number is 4, but never lessthan 4000 m;

measured from the designated aerodromereference point or points and extending over anarea not less than 180° sector along the runwaycentre line

4 . 1 . 1 . 2 Recommendation.— An outersurface should extend horizontally 360° about theaerodrome.

4 . 1 . 1 . 3 Standard.— An outer surface shallbe established at 45 m above the assignedelevation of the aerodrome reference pointexcept, when the common plane is less than 9 mabove the ground, an imaginary surface shall beestablished 9 m above the surface of the ground.(see Figure 4-1)

Note.— The imaginary surface at 9 m isintended to allow for an isolated topographicalobstruction.

4.1.2 TAKE–OFF/APPROACH SURFACE

Characteristics

4 . 1 . 2 . 1 Standard .— The limits of thetake–off/approach surface shall comprise:

a) an inner edge of specified lengthperpendicular to and evenly divided on each


OBSTACLE RESTRICTION and REMOVAL TP 312E

side of the extended centre line of the runway,beginning at the end of the runway strip;

b) two sides originating at the ends of the inneredge, diverging uniformly at a specified rate inthe direction of take–off, terminating at theouter edge; and

c) an outer edge parallel to the inner edge at aspecified length from the inner edge.

Note.— The width of the take–off/approachsurface at any point can be found by summing theproducts of the length (ie. distance from inneredge) and the divergence (either side) with thelength of the inner edge.

4 . 1 . 2 . 2 Standard.— Where a thresholdhas been displaced, the inner edge shall belocated at the point of displacement. In this eventthe landing distance available will be reduced by anamount equal to the displacement and it will benecessary to recalculate the declared distanceinformation for the aerodrome.

Note.— See 2.3.2 on calculation of declareddistances.

4 . 1 . 2 . 3 Standard.— The elevation of theinner edge shall be equal to the elevation of thethreshold.

Note.— Because of transverse slopes on astrip, in certain cases portions of the inner edge ofthe take–off/approach surface may be below thecorresponding elevation of the strip. It is notintended that the strip be graded to conform to theinner edge.

4 . 1 . 2 . 4 Recommendat ion.— Wherepracticable, the inner edge should be located at aposition that will allow the take–off/approachsurface to clear the airport boundary by at least 9 mvertically.

4 . 1 . 2 . 5 Standard.— The slope(s) of thetake–off/approach surface shall be measured inthe vertical plane containing the centre line of therunway, and shall be of a constant gradient.

4 . 1 . 2 . 6 S tandard .— The widths andlengths of the take–off/approach surfaces shall bemeasured in the horizontal plane.

4.1.3 TRANSITIONALSURFACE

Characteristics

4 . 1 . 3 . 1 Standard .— The limits of thetransitional surface shall comprise:

(a) a lower edge beginning at the intersection ofthe side of the approach surface with the outersurface and extending down the side of theapproach surface to the inner edge of theapproach surface and from there along theedge of the strip; and

(b) an upper edge located in the plane of theouter surface or 45 m above airport assignedelevation if no outer surface has beenestablished.

Note.— A transitional surface is a combinationof three planar surfaces. The first is a trapezoidalsurface that rises from the edge of the runway stripat the specified slope till reaches the upper edge.Joining this surface on either end are triangularsurfaces that are completed by the lower edgealong the take–off/approach surface and theupper edge (see Figure 4–1).

4 . 1 . 3 . 2 Standard.— The elevation of apoint on the lower edge shall be:

(a) along the side of the take–off/approachsurface prescribed in this chapter; equal to theelevation of the take–off/approach surface atthat point; and,

(b) along the runway strip; equal to the elevationof the nearest point on the centre line of therunway or its extension, to the edge of thegraded area.

4 . 1 . 3 . 3 Recommendation.— The slopes ofany portion of the strip beyond the graded areashould not exceed an upward slope of 5% asmeasured from the edge of the graded areaperpendicular to the runway. This upward slopewill extend to intersect with the transitional surface.

4 . 1 . 3 . 4 S t a n d a r d . — The slope of atransitional surface shall be measured in a verticalplane perpendicular to the extended centre line ofeach runway.



PLAN VIEW:

PROFILE VIEWS:

SECTION A-A

SECTION B-B

OUTER SURFACE TRANSITIONAL SURFACE

HIGH GROUND

OUTER SURFACETAKE-OFF / APPROACH SURFACE

TAKE-OFF / APPROACH SURFACE

TRANSITIONAL SURFACE

OUTER SURFACE

A

B

RADIUS 4000 m (typical)

from aerodrome reference point

B

A

45 m9 m

(see 4.1.1.3)

RUNWAY STRIP

TRANSITIONAL SURFACE

Figure 4-1. Obstacle Limitation Surfaces



4.2 OBSTACLE LIMITATIONREQUIREMENTS

Note. 1.— The requirements for obstaclelimitation surfaces are specified on the basis of theintended use of a runway, i.e. type of approachand take–off or landing, and are intended to beapplied when such use is made of the runway.

Note 2.— A runway is categorized by thefollowing types of approach:

– non–instrument,

– non–precision,

– precision.

4.2.1 GENERAL

4 . 2 . 1 . 1 Standard.— An outer surfaceshall be established where required for theprotection of airspace for aircraft conducting acircling procedure or manoeuvring in the vicinity ofan aerodrome.

4.2.2 NON–INSTRUMENTRUNWAYS

4 . 2 . 2 . 1 S t a n d a r d . — The followingobstacle limitation surfaces shall be established forall non–instrument runways:

– take–off/approach surfaces; and

– transitional surfaces, except as specified in 4.2.2.4 (c).

4 . 2 . 2 . 2 Standard.— An outer surface shallbe established for a runway which does not havean straight–in instrument approach but wherethere is a published circling approach procedure tothat runway or where it is necessary, in the view ofthe certifying authority, to protect airspace foraircraft manoeuvring in the vicinity of the airport.

4 . 2 . 2 . 3 Standard.— The heights of thesesurfaces shall not be greater than, and their otherdimensions not less than, those specified in Table4–1, except in the case of the outer surface.

Note.— It may not be necessary to protect theairspace from obstacles in all sectors of the outersurface at certain airports. In these cases, it ispossible to establish an outer surface withnon–uniform dimensions, provided proceduresare established to ensure that aircraft do not fly inthese sectors.

4 . 2 . 2 . 4 Standard.— The slope of thetransitional surface where the code number is 1 or2 shall not exceed the appropriate value shown inTable 4-1 except where:

a) the slope cannot be established due totopographic or unavoidable naturalobstructions;

b) the aerodrome is used only in VMC; and

c) one of the following measures is undertakenand approved by the certifying authority:

i) the width of the runway strip is increasedto at least 45 m from the centre line of therunway and a transitional surface isestablished with a slope not exceeding33% (1:3); or

ii) the width of the runway strip is increasedto at least 60 m from the centre line of therunway where the code number is 2 and atransitional surface is established with aslope not exceeding 50% (1:2); or

iii) the width of the runway strip is increasedto at least:

– 60 m from the centre line of therunway where the code number is 1;

– 75 m from the centre line of therunway where the code number is 2.

4 . 2 . 2 . 5 Standard.— The slope of thetransitional surface where the code number is 3 or4 shall not exceed the appropriate value shown inTable 4-1.

4 . 2 . 2 . 6 S t a n d a r d . — New objects orextensions of existing objects shall not bepermitted above a take–off/approach or transitionalsurface except when, in the opinion of thecertifying authority, the new object or extensionwould be shielded by an existing immovableobject.



Note.— Circumstances in which the shieldingprinciple may reasonably be applied are describedin the ICAO Airport Services Manual, Part 6.

4 . 2 . 2 . 7 Recommendation.— New objects orextensions of existing objects should not bepermitted above the outer surface except when, inthe opinion of the certifying authority, the objectwould be shielded by an existing immovableobject, or after aeronautical study it is determinedthat the object would not adversely affect thesafety or significantly affect the regularity ofoperations of aircraft.

4 . 2 . 2 . 8 Recommendation.— In consideringproposed construction, account should be takenof the possible future development of aninstrument runway and consequent requirementfor more stringent obstacle limitation surfaces.

Table 4-1. Dimensions and Slopes of Obstacle Limitation Surfaces

RUNWAY TYPE / CODE NUMBER

SURFACE andDIMENSIONS

Non-instrument

(1)

Code number1 2 3 4

Non-precision approach

(2)

Code number1&2 3 4

Precision approachCat I

(3)

Code number1&2 3&4

OUTER SURFACE

- Height

- Radius

45m 45m 45m 45m

4000 m 4000 m 4000 m 4000 m

45m 45m 45m

4000 m 4000 m 4000 m

45m 45m

4000 m 4000 m

TAKE-OFF/APPROACHSURFACE

- Length of Inner Edge

- Distance fromthreshold

- Divergence (minimumeach side)

- Length (minimum)

- Slope (maximum)

30 m 30 m 45 m 75 m

30 m 60 m 60 m 60 m

10% 10% 10% 10%

2500 m 2500m 2500m 2500m

5% 4% 2.5% 2.5%(1:20) (1:25) (1:40) (1:40)

45 m 75 m 150 m

60 m 60 m 60 m

10% 15% 15%

2500 m 3000 m 3000 m

3.33% 2.5% 2.5%(1:30) (1:40) (1:40)

75 m 150 m

60 m 60 m

15% 15%

15000m 15000m

2.5% 2.0%(1:40) (1:50)

TRANSITION SURFACE

- Slope (maximum) 20.0% 20.0% 14.3% 14.3%(1:5) (1:5) (1:7) (1:7)

14.3% 14.3% 14.3%(1:7) (1:7) (1:7)

14.3% 14.3%(1:7) (1:7)

4.2.3 NON–PRECISIONAPPROACH RUNWAYS

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on operational areas.

4 . 2 . 3 . 1 S t a n d a r d . — The followingobstacle limitation surfaces shall be established fora non–precision approach runway:

– outer surface;

– take–off/approach surface; and

– transitional surfaces.

4 . 2 . 3 . 2 Standard.— The heights andslopes of the surfaces shall not be greater than,and their other dimensions not less than, thosespecified in Table 4–1.



4 . 2 . 3 . 3 Recommendat ion.— Wherepracticable, the slope of the take–off/approachsurface should be 2.0%.

4 . 2 . 3 . 4 S t a n d a r d . — New objects orextensions of existing objects shall not bepermitted above a take–off/approach surfacewithin 3000 m of the inner edge or above atransitional surface except when, in the opinion ofthe certifying authority, the new object orextension would be shielded by an existingimmovable object.


4 . 2 . 3 . 5 Recommendation.— New objects orextensions of existing objects should not bepermitted above the take–off/approach surfacebeyond 3000 m from the inner edge or above theouter surface except when, in the opinion of thecertifying authority, the object would be shieldedby an existing immovable object, or afteraeronautical study it is determined that the objectwould not adversely affect the safety orsignificantly affect the regularity of operations ofaircraft.

4 . 2 . 3 . 6 Recommendat ion.— E xistingobjects above any of the surfaces required by4.2.3.1 should as far as practicable be removedexcept when, in the opinion of the certifyingauthority, the object is shielded by an existingimmovable object, or after aeronautical study it isdetermined that the object would not adverselyaffect the safety or significantly affect the regularityof operations of aircraft.

Note.— Because of transverse or longitudinalslopes on a strip, in certain cases the inner edge orport ions of the inner edge of thetake–off/approach surface may be below thecorresponding elevation of the strip. It is notintended that the strip be graded to conform withthe inner edge of the take–off/approach surface,nor is it intended that terrain or objects which areabove the take–off/approach surface beyond theend of the strip, but below the level of the strip, beremoved unless it is considered they mayendanger aeroplanes.

4.2.4 PRECISION APPROACHRUNWAYS

Note 1.— See 8.6 for information regardingsiting and construction of equipment andinstallations on operational areas.

Note 2.— Guidance on obstacle limitationsurfaces for precision approach runways is given inthe ICAO Airport Services Manual, Part 6.

4 . 2 . 4 . 1 S t a n d a r d . — The followingobstacle limitation surfaces shall be established fora precision approach runway category I:

– outer surface;

– take–off/approach surface; and

– transitional surfaces.

Note.— Obstacle limitation surfaces forprecision approach runways categories II & III areestablished in accordance with specificationscontained in TP 1490, Manual of All WeatherOperations.

4 . 2 . 4 . 2 Standard.— The heights andslopes of the surfaces shall not be greater than,and their other dimensions not less than, thosespecified in Table 4–1.

4 . 2 . 4 . 3 Recommendation.— Wherepracticable, for new runways where the codenumber is 3 or 4, the slope of thetake–off/approach surface should be 1.66% forthe first 3000 m and 2.0% thereafter for a totallength of 15000 m.

4 . 2 . 4 . 4 Standard.— Fixed objects shallnot be permitted above the take–off/approachsurface, or the transitional surface, except forfrangibly mounted objects which because of theirfunction must be located on the strip. Mobileobjects shall not be permitted above thesesurfaces during the use of the runway for landing.



4 . 2 . 4 . 5 S t a n d a r d . — New objects orextensions of existing objects shall not bepermitted above a take–off/approach surface or atransitional surface except when, in the opinion ofthe certifying authority, the new object orextension would be shielded by an existingimmovable object.


4 . 2 . 4 . 6 Recommendation.— New objects orextensions of existing objects should not bepermitted above the outer surface except when, inthe opinion of the certifying authority, an objectwould be shielded by an existing immovableobject, or after aeronautical study it is determinedthat the object would not adversely affect thesafety or significantly affect the regularity ofoperations of aircraft.

4 . 2 . 4 . 7 Recommendat ion.— E xistingobjects above a take–off/approach surface, atransitional surface, and the outer surface shouldas far as practicable be removed except when, inthe opinion of the certifying authority, an object isshielded by an existing immovable object, or afteraeronautical study it is determined that the objectwould not adversely affect the safety orsignificantly affect the regularity of operations ofaircraft.

Note.— Because of transverse or longitudinalslopes on a strip, in certain cases the inner edge orport ions of the inner edge of thetake–off/approach surface may be below thecorresponding elevation of the strip. It is notintended that the strip be graded to conform withthe inner edge of the approach surface, nor is itintended that terrain or objects which are abovethe approach surface beyond the end of the strip,but below the level of the strip, be removed unlessit is considered they may endanger aircraft.

4.3 OTHER OBJECTS

4.3.1 GENERAL

4 . 3 . 1 . 1 Recommendation.— Objects whichdo not project through the take–off/approachsurface but which would nevertheless adverselyaffect the optimum siting or performance of visualor non–visual aids should, as far as practicable, beremoved.

4 . 3 . 1 . 2 Recommendat ion.— Anythingwhich in the opinion of the certifying authority afteraeronautical study, endanger aircraft on themovement area or in the air within the limits of theouter surface should be regarded as an obstacleand should be removed in so far as practicable.

Note.— In certain circumstances, objects thatdo not project above any of the surfacesenumerated in 4.1 may constitute a hazard toaircraft as, for example, where there are one ormore insolated isolated objects in the vicinity ofaerodrome.

4 . 3 . 1 . 3 Standard.— Any transportationcorridor underlying an Obstacle Limitation Surfaceshall be considered as an object. As a minimum,4.3 m shall be allowed above the crown of a roadand for a railway, 6 m above the top of the rails.The height to be allowed above a waterway, river,canal, etc. shall be established by AeronauticalStudy.



CHAPTER 5.VISUAL AIDS FOR NAVIGATION

5.1 INDICATORS ANDSIGNALLING DEVICES

5.1.1 WIND DIRECTIONINDICATORS

Application

5 . 1 . 1 . 1 Standard.— An aerodrome shallbe equipped with at least one wind directionindicator.

Location

5 . 1 . 1 . 2 Standard .— A wind directionindicator shall be located so as to be visible fromaircraft in flight or on the movement area and insuch a way as to be free from the effects of airdisturbances caused by nearby objects.

5 . 1 . 1 . 3 Recommendation.— Aerodromeswith runways greater than 1200 m should have awind direction indicator located at each end of therunway at a point approximately 60 m outwardsfrom the runway edge and approximately 150 minwards from the approach end.

OUTSIDE DIAMETER

.9 m

FABRIC

72 cm

NOT TO SCALE

17 cm

OUTSIDE DIAMETER

72 cm 72 cm 72 cm 72 cm

Figure 5-1. Wind Direction Indicator

Note.— Where runways intersect near thethreshold or where parallel runways are separatedby 180 m or less between centre lines, one winddirection indicator may be suitably located to serveboth runways.

5 . 1 . 1 . 4 Recommendation.— Aerodromeswith runways 1200 m or less in length should havea wind direction indicator centrally located on theaerodrome except that at aerodromes with onlyone runway the wind direction indicator should becentrally located along the runway andapproximately 60 m from the edge.

Note.— If a location near the apron would be ofgreater value to the pilot in selecting the runway fortakeoff at locations where airport advisory service isnot provided such a site may be selected in lieu ofthe centre of the aerodrome or runway complex. Insuch cases, the possible effects of buildingscausing false wind indications need to beconsidered.

Characteristics

5 . 1 . 1 . 5 Standard.— The height of winddirection indicators shall not exceed a height of 7.5m when located in the runway strip.


VISUAL AIDS for NAVIGATION TP 312E

5 . 1 . 1 . 6 Recommendation.— The winddirection indicator should be in the form of atruncated cone made of fabric and should have alength of not less than 3.6 m and a diameter, at thelarger end, of not less than 0.9 m. It should beconstructed so that it gives a clear indication of thedirection of the surface wind and a generalindication of the wind speed. The colour orcolours should be so selected as to make the winddirection indicator clearly visible andunderstandable from a height of at least 300 m,having regard to background. Where practicable, asingle colour, preferably white or orange, shouldbe used. Where a combination of two colours isrequired to give adequate conspicuity againstchanging backgrounds, they should preferably beorange and white, red and white, or black andwhite, and should be arranged in five alternatebands, the first and last bands being the darkercolour. (See Figure 5–1)

5 . 1 . 1 . 7 Standard.— Provision shall bemade for illuminating at least one wind indicator atan aerodrome intended for use at night.

5.2 MARKINGS

5.2.1 GENERAL

Interruption of runway markings

5 . 2 . 1 . 1 Standard.— At an intersection oftwo (or more) runways the marking of the moreimportant runway, except for the runway side stripemarking, shall be displayed and the markings of theother runway(s) shall be interrupted. The runwayside stripe marking of the more important runwaymay be either continued across the intersection orinterrupted.

5 . 2 . 1 . 2 S t a n d a r d . — The order ofimportance of runways for the display of runwaymarkings shall be as follows:

1st – precision approach runway;

2nd – non–precision approach runway; and

3rd – non–instrument runway.

5 . 2 . 1 . 3 Standard.— At an intersection of arunway and taxiway the markings of the runwayshall be displayed and the markings of the taxiwayinterrupted, except that runway side stripe

markings may be interrupted.

Note.— See 5.2.8.5 regarding the manner ofconnecting runway and taxiway centre linemarkings.

Colour

5 . 2 . 1 . 4 Standard.— Runway markingsshall be white.

5 . 2 . 1 . 5 Standard.— Taxiway markings,apron taxiway markings, and aircraft stand taxilanemarkings shall be yellow.

5 . 2 . 1 . 6 Recommendation.— Parking areaboundary lines, vehicle corridors, and apronpedestrian walkway markings should be white.

Note 1.— It has been found that on pavementsurfaces of light colour, the conspicuity of bothwhite and yellow markings can be improved byoutlining them in black.

Note 2.— Where it is necessary to increase thevisibility of a parking area boundary line, a red lineequal in width may be painted on the apron side ofthe white line, thus reinforcing that the parking ofvehicles and/or equipment beyond the line, isprohibited.

Note 3.— It is preferable that the risk ofuneven friction characteristics on markings bereduced in so far as practical by the use of asuitable kind of paint.

5 . 2 . 1 . 7 S t a n d a r d . — Markings aredescribed in this chapter as solid areas. They mayconsist of either solid colour or striated, employinga series of longitudinal painted lines. Wherestriated markings are used they shall cover thesame area as described for the solid marking andthe width of the paint lines and the spacingbetween them should be of approximately thesame size giving an overall effect of at least 50 %paint coverage.

Note.— It has been found that stripes ofapproximately 15 cm width are suitable.

Unpaved taxiways

5 . 2 . 1 . 8 Recommendation. – An unpavedtaxiway should be provided, so far as practicable,with the markings prescribed for paved taxiways.



5.2.2 RUNWAYDESIGNATION MARKINGS

Application

5 . 2 . 2 . 1 Standard.— A runway designationmarking shall be provided at the threshold of apaved runway.

5 . 2 . 2 . 2 Recommendation. – A runwaydesignation marking should be provided, so far aspracticable, at the threshold of an unpavedrunway.

Figure 5-2. Form and proportion of runway designation marking

3.0m3.0m 3.0m3.9m

3m 3.0m

3.0m3.0m

3.0m5.6m

9.0m

1.5m

0.3m

0.8m

1.5m

3.5m 3.0m 6.0m

3 m 2.3 m

3.8m

3.8m

9.0m

0.8m

9.0m

0.3m0.8m

5.5m

2.0

m 2

.0 m

.5m

2.4m

4.0m 0.

5m 1

.0m

2.6m

3.6m 2.

6m

5.4m

1.4m

2.9m

2.7m

2.9m

3.4m

1.5m

0.8m

4.8m

5.1m

3.9

m

1.1m

1.5m

4.0

m

4 .0

m 0.8m

2.0

m

4.8

m

2.1

m

2.1

m

0.8

m

0.8m

1.5m

1.5m

2.7m

1.5m

1.5m

1.5m

1.5m

0.5m

1.5m

9.0m

5.2m

1.5m

1.5m

1.5m

1.5m

1.5m

1.5m

1.5m

0.8m

1.5m

1.5m

1.5m

1.5m

1.5m

Location

5 . 2 . 2 . 3 Standard.— A runway designationmarking shall be located beyond the threshold asshown in Figure 5–5 as appropriate.

Note.— If the runway threshold is displacedfrom the extremity of the runway, a location signshowing the designation of the runway may beprovided for aeroplanes taking off (see 5.4.3).



Characteristics

5 . 2 . 2 . 4 Standard.— A runway designationmarking shall consist of a two–digit number and onparallel runways shall be supplemented with aletter. On a single runway, dual parallel runwaysand triple parallel runways the two–digit numbershall be the whole number nearest the one–tenthof the magnetic North when viewed from thedirection of approach. On four or more parallelrunways, one set of adjacent runways shall benumbered to the nearest one–tenth magneticazimuth and the other set of adjacent runwaysnumbered to the next nearest one–tenth of themagnetic azimuth. When the above rule wouldgive a single digit number, it shall be preceded by azero.

5 . 2 . 2 . 5 Standard.— In cases of airportslocated within the area of compass unreliability therunway designation requirements prescribed inpara. 5.2.2.4 shall apply except that TRUE azimuthrather than magnetic azimuth shall be used.

5 . 2 . 2 . 6 Standard.— In the case of parallelrunways, each runway designation number shallbe supplemented by a letter as follows, in theorder shown from left to right when viewed fromthe direction of approach:

– for two parallel runways: "L" "R";– for three parallel runways: "L" "C" "R";– for four parallel runways: "L" "R" "L" "R"

5 . 2 . 2 . 7 Standard.— The numbers andletters shall be in the form and proportion shown inFigure 5–2. The dimensions shall be not less thanthose shown in Figure 5–2.

5.2.3 RUNWAY CENTRELINE MARKING

Application

5 . 2 . 3 . 1 Standard.— A runway centre linemarking shall be provided on a paved runway.

Location

5 . 2 . 3 . 2 Standard.— A runway centre linemarking shall be located along the centre line ofthe runway between the runway designationmarkings as shown in Figure 5–5, except wheninterrupted in compliance with 5.2.1.1.

Characteristics

5 . 2 . 3 . 3 Standard.— A runway centre linemarking shall consist of a line of uniformly spacedstripes and gaps. The length of a stripe plus a gapshall be not less 50 m or more than 75 m. Thelength of each stripe shall be at least equal to thelength of the gap or 30 m, whichever is greater.

5 . 2 . 3 . 4 Recommendation.— The length of astripe plus gap should be 60 m.

5 . 2 . 3 . 5 Standard .— The width of thestripes shall be at least 0.9 m.

5 . 2 . 3 . 6 Recommendation.— The width ofthe centre line marking should be 2.3 m where therunway code number is 3 or 4.

5.2.4 THRESHOLD MARKING

Application

5 . 2 . 4 . 1 Standard.— A threshold markingshall be provided at the threshold of a pavedrunway where the width is 23 m or greater.

5 . 2 . 4 . 2 Recommendation.— A thresholdmarking should be provided at the threshold of apaved runway where the width is less than 23 m.

5 . 2 . 4 . 3 Recommendation.— A thresholdmarking should be provided, so far as practicable,at the thresholds of an unpaved runway.

Location

5 . 2 . 4 . 4 Standard.— The stripes of thethreshold marking shall commence 6 m from thethreshold.

5 . 2 . 4 . 5 Standard.— Where a runwaythreshold is located on another runway (forexample a "T" configuration), the thresholdmarking shall be located at a distance from thethreshold equal to the width of the other runway.

Characteristics

5 . 2 . 4 . 6 Standard.— A runway thresholdmarking shall consist of a pattern of longitudinalstripes of uniform dimensions disposedsymmetrically about the centre line of a runway asshown in Figure 5–3. The number of stripes shall



be in accordance with the runway width as follows:

Runway width Number of stripes

18 m 423 m 630 m 845 m 1260 m 16

5 . 2 . 4 . 7 Standard.— The stripes shallextend laterally to within 3 m of the edge therunway. The stripes shall be separated into two

groups separated by at least 3.6 m. The stripesshall be 30 m long and approximately 1.80 m widewith spacings of approximately 1.80 m betweenthem.

Figure 5-3. Threshold Markings

Note1.— depicted markings are striated as described in 5.2.1.7

Note 2.— the markings depicted above are for the standard runway widths described in para. 5.2.4.6. Forother widths, the limitations specified in para 5.2.4.7 may be met by increasing the center gap between the twosets of markings, adjusting the width of the stripes and spaces, or a combination of both.

30 m 30 m

30 m

6 m

30 m

6 m

22.5 m 22.5 m

30 m

6 m

11.5 m 11.5 m

30 m

6 m

30 m

6 m

9 m 9 m

15 m 15 m

3.6 m

3.6 m 3.6 m

3.6 m

1.8 m

1.8 m 1.8 m

1.8 m

1.8 m

1.8 m 1.8 m 1.8 m 1.8 m

1.8 m 1.8 m1.8 m 1.8 m

3.6 m

1.8 m1.8 m

TRANSVERSE STRIPE

5 . 2 . 4 . 8 Standard.— Where the extremityof a runway is not square with the runway centreline or where a runway threshold is permanentlydisplaced from the extremity of a runway, atransverse stripe as shown in Figure 5–4 shall beadded to the threshold marking.



Transport Canada 5–6 4th EditionRevised 2005

Figure 5-4. Displaced Runway Threshold Markings

6 m

1.8 m

1.8 m

a a aa2

a2

1.8 m

50 m min75 m max

30 m min

L2

30 m L2

L1

15 m min

3 m

3 m

85 cm

10 m

10 m

THRESHOLD MARKINGS(see Figure 5-3)


YAWNUR F

O NOI T R

OP DECA L P SI D

YRAROPMETTNENAMREP

3 Lines 15 cm wide

at 35 cmcentres

TRANSVERSE STRIPE

YAWNUR F

O NOI TR

OP DECALPS I D

OR

Arrow detail

≤7.5 m a 15 m

width of runwayno. of arrows

a =

(minimum 2 arrows)

≥L1


5 . 2 . 4 . 9 Recommendation.— Where arunway threshold is temporarily displaced from theextremity of a runway, a transverse stripe as shownin Figure 5–4 should be added to the thresholdmarking.

Note.— Where the threshold is displaced foronly a short period of time, it has been foundsatisfactory to use flags and/or cones of aconspicuous colour to mark the threshold locationwhen painting is not practicable.

5 . 2 . 4 . 1 0 Standard.— A transverse stripeshall be not less than 1.80 m wide.

ARROWS

5 . 2 . 4 . 1 1 Standard.— Where a runwaythreshold is permanently displaced arrowsconforming to Figure 5–4 shall be provided on theportion of the runway before the displacedthreshold except that:

a) when the portion of the runway is unfit for thesurface movement of aircraft, closed markingsas described in 7.1.1 shall be provided; or

b) when the portion of the runway is intended tobe maintained as a stopway, chevron markingsas described in 7.3.1 shall be provided.

Table 5-1. Location and Dimensions of the Aiming Point Marking

Location and DimensionsCode Number

1 2 3 4

Distance from threshold to beginning ofmarking 150 m 250 m 300 m 400 m

Length of stripe a 30 - 45 m 30 - 45 m 45 -60 m 45 - 60 m

Width of stripe 4 m 6 m 6 - 10 m b 6 - 10 m b

Lateral spacing between inner sides ofstripes 6 m 9 m 18 - 22.5 m 18 - 22.5 m

a. The greater dimensions of the specified ranges are intended to be used where increased conspicuity is required

b. The lateral spacing may be varied within these limits to minimize the contamination of the marking by rubber deposits.

5 . 2 . 4 . 1 2 Standard.— When a runwaythreshold is temporarily displaced from the normalposition, it shall be marked as shown in Figure 5–4.All markings prior to the displaced threshold shallbe obscured and the runway centre line marking

converted to arrows except that when the portionof the runway is unfit for the surface movement ofaircraft, closed markings as described in 7.1.1shallbe provided.

Note.— In the case where a threshold istemporarily displaced for only a short period oftime, markers in the form and colour of a of adisplaced threshold marking may be used, ratherthan attempting to paint this marking on therunway.

5.2.5 AIMING POINTMARKING

Note.— Aiming point markings were previouslydescribed as fixed distance markings.

Application

5 . 2 . 5 . 1 Standard .— An aiming pointmarking shall be provided at each end of a pavedrunway where the code number is 3 or 4.

5 . 2 . 5 . 2 Recommendation.— An aimingpoint marking should be provided at each end ofa paved instrument runway where the codenumber is 1 or 2.

Location

5 . 2 . 5 . 3 Standard.— The aiming pointmarking shall commence no closer to the thresholdthan the distance indicated in the appropriatecolumn of Table 5–1.



Characteristics

5 . 2 . 5 . 4 Standard .— An aiming pointmarking shall consist of two conspicuous stripes.The dimensions of the stripes and the lateralspacing between their inner sides should be inaccordance with the provisions of the appropriatecolumn of Table 5–1.

5.2.6 TOUCHDOWN ZONEMARKING

Application

5 . 2 . 6 . 1 Standard.— A touchdown zonemarking shall be provided at each end of a pavedrunway where the code number is 3 or 4.

5 . 2 . 6 . 2 Standard.— A touchdown zonemarking shall be provided at each end of a pavedprecision approach runway where the codenumber is 2.

Location and characteristics

5 . 2 . 6 . 3 Standard.— A touchdown zonemarking shall consist of pairs of rectangularmarkings symmetrically disposed about the runwaycentre line with the number of such pairs related tothe landing distance available and, where themarking is to be displayed at both the approachdirections of a runway, the distance between thethresholds, as follows:

Pair(s) ofRunway length markings

less than 900 m 1

900 m up to but notincluding 1200 m 2



2400 m or more 6

5 . 2 . 6 . 4 Standard.— A touchdown zonemarking shall conform to the pattern shown inFigure 5–5. The markings shall not be less than22.5 m long and 3 m wide. The lateral spacingbetween the inner sides of the rectangles shall be

equal to that of the aiming point marking whereprovided. Where an aiming point is not provided,the lateral spacing between the inner sides of therectangles shall correspond to the lateral spacingspecified for the aiming point marking in Table 5–1.The pairs of markings shall be provided atlongitudinal spacings of 150 m beginning from thethreshold except that pairs of touchdown zonemarkings coincident with or located within 50 m ofan aiming point marking shall be deleted from thepattern.

5 . 2 . 6 . 5 Recommendat ion.— Whereoperationally necessary, an additional pair oftouchdown zone marking stripes should beprovided on a code 2 runway, 150 m beyond thebeginning of the aiming point marking.

5.2.7 RUNWAY SIDESTRIPE MARKING

Application

5 . 2 . 7 . 1 Standard.— A runway side stripemarking shall be provided between the thresholdsof a paved runway where there is a lack of contrastbetween the runway edges and the shoulders orthe surrounding terrain.

Location

5 . 2 . 7 . 2 Standard.— A runway side stripemarking shall consist of a stripe placed along eachedge of the runway. For runways 60 m and less inwidth, the marking shall be placed with the outeredge of each stripe approximately on the edge ofthe runway.

5 . 2 . 7 . 3 Recommendation.— Where therunway is greater than 60 m in width, the stripesshould be located 30 m from the runway centreline.

Characteristics

5 . 2 . 7 . 4 Recommendation.— A runway sidestripe should have an over–all width of at least 0.9m on runways 30 m or more in width and at least0.45 m on narrower runways.



Figure 5-5. Runway Markings

150 m

300 m

450 m

600 m

750 m

900 m

1050 m

150 m

300 m

450 m

600 m

750 m

900 m

1050 m

12 m

12 m

150 m

30 m min

50 m min75 m max

6 m

18 m min22.5 m max

400 m


1-5 ELBAT R EP SA E

CN A TSI

D

Aiming pointmarking

Touchdownzone

marking

Runwaycentre linemarking

Code 3 Code 4(in excess of 2400 m)

Note: touchdown zone markings

omitted

Runwaydesignation

marking

Typical application on runwayswhere the code number is 3 or 4



5.2.8 TAXIWAY CENTRELINE MARKING

Application

5 . 2 . 8 . 1 Standard.— A taxiway centre linemarking shall be provided on a paved taxiwaywhere the code number is 3 or 4 in such a way asto provide guidance from the runway centre line toa point on the apron where aircraft stand markingscommence.

5 . 2 . 8 . 2 Recommendation.— Taxiway centreline markings should be provided on a pavedtaxiway where the code number is 1 or 2 in such away as to provide guidance from the runway centreline to the point on the apron where aircraft standmarkings commence.

5 . 2 . 8 . 3 Standard.— Taxiway centre linemarking shall be provided on a paved runway whenthe runway is part of a standard taxi route, andwhere the taxiway centre line is not coincident withthe runway centre line.

Location

5 . 2 . 8 . 4 Standard.— On a straight sectionof taxiway, the taxiway centre line marking shall belocated along the taxiway centre line. On a taxiwaycurve the marking shall continue from the straightportion of the taxiway at a constant distance fromthe outside edge of the curve.

Note. — See 3.4.1.6 and Figure 3–1.

5 . 2 . 8 . 5 Re co mme n d a t io n .— At anintersection of a taxiway with a runway where thetaxiway serves as an exit from the runway, thetaxiway centre line marking should be curved intothe runway centre line marking as shown in Figure5–6. The taxiway centre line marking should beextended parallel to the runway centre line markingfor a distance of at least 60 m beyond the point oftangency where the code number is 3 or 4, and fora distance of at least 30 m where the code numberis 1 or 2.

5 . 2 . 8 . 6 Recommendation.— Where ataxiway centre line marking is provided on a runwayin accordance with 5.2.8.3 the marking should belocated on the centre of the designated taxiway.

Characteristics

5 . 2 . 8 . 7 Standard.— A taxiway centre linemarking shall be at least 15 cm in width andcontinuous in length except where it intersects ataxi–holding position marking or taxiwayintersection marking as shown in Figure 5-6, orwhen interrupted by an information marking (see5.2.16.6).

5.2.9 TAXI–HOLDINGPOSITION MARKING

Application

5 . 2 . 9 . 1 S t a n d a r d . — A taxi–holdingposition marking shall be displayed along a taxi-holding position.

Note.— See 5.4.2 concerning the provision ofa holding position sign.

Location

5 . 2 . 9 . 2 S t a n d a r d . — A taxi holdingposition marking at a taxiway/runway intersectionshall be located at a distance from the runwaycentre line as specified in Table 3.2 or 3.3.

5 . 2 . 9 . 3 S t a n d a r d . — A taxi–holdingposition marking at a runway/runway intersectionshall be located at a distance from the runway edgeas specified in 3.5.2.4.

Characteristics

5 . 2 . 9 . 4 Standard.— At an intersection of ataxiway and a non–instrument, non–precisionapproach, precision approach category I ortake–off runway, the taxi–holding position markingshall be as shown in Figure 5–6, pattern A.

5 . 2 . 9 . 5 Standard.— Where a single taxi-holding position is provided at an intersection of ataxiway and a precision approach runway categoryII or III, the taxi–holding position marking shall be asshown in Figure 5–6, pattern A. Where two orthree taxi–holding positions are provided at suchan intersection, the taxi–holding position markingclosest to the runway shall be as shown in Figure5–6, pattern A and the markings furthest from therunway shall be as shown in Figure 5–6, pattern B.



Figure 5-6. Taxiway Markings

D

60 m

TAN

GEN

T

60 m

TAN

GEN

T

30 m R

30 m R

90 m R

D

30 m

R

60 m

TAN

GEN

T

1.8 m135° EXIT

45° EXIT

90° EXIT

RAPID-EXIT

60 m

TAN

GEN

T60

m T

ANG

ENT

1.8 m

1.8 m

1.8 m

1.8 m

.15 m

.15 m

.15 m

D

45 m R

60 m

R

90 m

300' R

.15 m

DISTANCE FROM CENTRE LINE OF RUNWAY TO HOLDING POSITION MARKINGS.SEE TABLE 3-2 AND TABLE 3-3

D -

TAXIWAY MARKING TURNING RADIISHALL ALWAYS BE LOCATED TO PROVIDESAFE CLEARANCE BETWEEN THE PAVEMENT EDGE AND THE MAIN GEAR.SEE PARA. 3.7.5

NOTE:

1.05 m

.9 m

.15 m

CENTRE LINE

D

RU

NW

AYC

ENTR

E LI

NE

.9 m

.9 m

4 lines and3 spaces at.15 m each

SEEPATTERN

A

SEEPATTERN

A

.15 m

CENTRE LINE

1.2 m

.9 m

3 m2 lines at.3 m each1 space at

.6 m

.3 m

.3 m

.3 m

.3 m.3 m.6 m

.3 m

.9 m

.9 m

.15 mCentreline

SEEPATTERN

A

SEEPATTERN

B

60 m

TAN

GEN

T

SEEPATTERN

B

SEEPATTERN

A

RUNWAY

TAXI-HOLDING POSITIONMARKING

PATTERN B

TAXI-HOLDING POSITIONMARKING

PATTERN A

TAXIWAY INTERSECTION

MARKINGS

Taxiway marking turning radii shall always belocated to provide safe clearance between thepavement edge and the main gear of aircraftusing the taxiway . (see 3.4.1.6)

D = the distance from the centre line of therunway to the holding-position markings.(see Tables 3-2 and 3-3)



5 . 2 . 9 . 6 Recommendation.— Where apattern B taxi–holding position marking is locatedon an area where it would exceed 60 m in length,the term "CAT II" or "CAT III" as appropriate shouldbe marked on the surface at the ends of the taxi-holding position marking and at equal intervals of45 m maximum between successive marks. Theletters should be not less than 1.8 m high andshould be placed not more than 0.9 m beyond theholding position marking.

5 . 2 . 9 . 7 Standard.— The taxi–holdingposition marking displayed at a runway/runwayintersection shall be as shown in Figure 5–6,pattern A.

5 . 2 . 9 . 8 Standard.— The taxi–holdingposition marking shall be at right angles to thetaxiway centre line.

5.2.10 TAXIWAYINTERSECTION MARKING

Application

5 . 2 . 1 0 . 1 Recommendation.— A taxiwayintersection marking should be displayed at anintersection of two paved taxiways where it isdesired to designate a specific holding limit.

Location

5 . 2 . 1 0 . 2 Recommendation.— A taxiwayintersection marking should be located across ataxiway at sufficient distance from the near edge ofan intersecting taxiway to ensure safe clearancebetween taxiing aircraft. It should be coincidentwith a stop bar or taxiway intersection lights, whereprovided.

Characteristics

5 . 2 . 1 0 . 3 S t a n d a rd . — A taxi wayintersection marking shall consist of a singlebroken line as shown in Figure 5–6.

5.2.11 AIRCRAFT STANDTAXILANE MARKING

Application

5 . 2 . 1 1 . 1 Standard .— An aircraft stand

taxilane marking shall be provided on an aircraftstand taxilane in such a way as to provide guidancefrom the taxiway centre line to a point on the apronwhere aircraft stand markings commence.

Location

5.2 .11.2 Standard.— On a straight sectionof aircraft stand taxilane, the marking shall belocated along the centre line of the aircraft standtaxilane. On a curved portion, the marking shallcontinue from the straight portion of the taxilane ata constant distance from the outside edge of thecurve.

Characteristics

5 . 2 . 1 1 . 3 Standard.— An aircraft standtaxilane marking shall be at least 15 cm in width andcontinuous in length except when interrupted byan information marking (see 5.2.16.6).

5.2.12 AIRCRAFT STANDMARKINGS

Application

5 . 2 . 1 2 . 1 Recommendation.— Aircraft standmarkings should be provided for designatedparking positions on a paved apron.

Location

5 . 2 . 1 2 . 2 Recommendation.— Aircraft standmarkings should be located so as to provide theclearances specified in 3.6.5.1 when the nosewheel follows the stand marking.

Characteristics

5 . 2 . 1 2 . 3 Recommendation.— Aircraft standmarkings should include such elements as standidentification, lead–in line, turn bar, turning line,alignment bar, stop line and lead–out line, as arerequired by the parking configuration and tocomplement other parking aids.

5 . 2 . 1 2 . 4 Recommendation.— An aircraftstand identification marking (letter and/or number)should be included in the lead–in line a shortdistance after the beginning of the lead–in line.The height of the identification should beadequate to be readable from the cockpit of aircraftusing the stand.



5 . 2 . 1 2 . 5 Recommendation.— Where twosets of aircraft stand markings are superimposedon each other in order to permit more flexible useof the apron and it is difficult to identify which standmarking should be followed, or safety would beimpaired if the wrong marking was followed, thenidentification of the aircraft for which each set ofmarkings is intended should be added to the standidentification.

Note. — Example: 2A – B747, 2B – F28

5 . 2 . 1 2 . 6 Recommendation.— Lead–in,turning and lead–out lines should normally becontinuous in length and have a width of not lessthan 15 cm. Where one or more sets of standmarkings are superimposed on a stand marking,the lines should be continuous for the mostdemanding aircraft and broken for other aircraft.

5 . 2 . 1 2 . 7 Recommendation.— The curvedportions of lead–in, turning and lead–out linesshould have radii appropriate to the mostdemanding aircraft type for which the markings areintended.

5 . 2 . 1 2 . 8 Recommendation.— Where it isintended that an aircraft proceed in one directiononly, arrows pointing in the direction to be followedshould be added as part of the lead–in andlead–out lines.

5 . 2 . 1 2 . 9 Recommendation.— A turn barshould be located at right angles to the lead–inline, abeam the left pilot position at the point ofinitiation of any intended turn. It should have alength and width of not less than 6 m and 15 cm,respectively, and include an arrowhead to indicatethe direction of turn.

Note.— The distances to be maintainedbetween the turn bar and the lead–in line may varyaccording to different aircraft types, taking intoaccount the pilot's field of view.

5 . 2 . 1 2 . 1 0 Recommendation.— If morethan one turn bar and/or stop line is required, theyshould be coded.

5 . 2 . 1 2 . 1 1 Recommendatio n.— Analignment bar should be placed so as to becoincident with the extended centre line of theaircraft in the specified parking position and visibleto the pilot during the final part of the parkingmanoeuvre. It should have a width of not less than

15 cm.

5 . 2 . 1 2 . 1 2 Recommendation.— A stopline should be located at right angles to thealignment bar, abeam the left pilot position at theintended point of stop. It should have a length andwidth of not less than 6 m and 15 cm, respectively.

Note.— The distances to be maintainedbetween the stop line and the lead–in line mayvary according to different aircraft types, taking intoaccount the pilot's field of view.

5.2.13 APRON SAFETYLINES

Application

5 . 2 . 1 3 . 1 Recommendation.— Apron safetylines should be provided on a paved apron asrequired by the parking configurations and groundfacilities.

Location

5 . 2 . 1 3 . 2 Standard.— Apron safety linesshall be located so as to define the areas intendedfor use by ground vehicles and other aircraftservicing equipment, etc., to provide safeseparation from aircraft.

Characteristics

5 . 2 . 1 3 . 3 Recommendation.— Apron safetylines should include such elements as wing tipclearance lines and service road boundary lines asrequired by the parking configurations and groundfacilities.

5 . 2 . 1 3 . 4 Recommendation.— An apronsafety line should be continuous in length and atleast 10 cm in width.

5 . 2 . 1 3 . 5 Standard.— An apron safety lineshall not be coloured red where an aicraft will crossthe line (eg. vehicle corridors).



5.2.14 APRON PASSENGER PATH LINES

Application

5 . 2 . 1 4 . 1 Recommendat ion.— Wherepassengers are required to walk on an apronbetween the aircraft stand and the passengerterminal, apron passenger path line markingsshould be provided.

Location

5 . 2 . 1 4 . 2 Recommendation.— The apronpassenger path line markings should be locatedsuch that they provide continuous guidance fromthe edge of the apron to the entry door position ofthe aircraft for which the aircraft stand is normallyintended to serve.

Figure 5-7. Examples of apron safety lines and passenger path lines

TERMINAL BUILDING

7.5 m min

7.5 m min

EquipmentStaging

Area

EquipmentStaging

Area

APRON SAFETYLINES

(equipmentrestraint line)

EquipmentRestraint

Area

APRONPASSENGERPATH LINES

APRON SAFETY LINES(equipment restraint line)

APRON SAFETY LINES(vehicle corridor )

Characteristics

5 . 2 . 1 4 . 3 Recommendat ion.— Apronpassenger path line markings should not crossaircraft stand markings, aircraft stand taxilanemarkings, or taxiway markings.

5 . 2 . 1 4 . 4 Recommendat ion.— Apronpassenger path line markings should consist oftwo parallel lines with diagonal hatching betweenthem giving a zebra stripe appearance.

Note.— It has been found acceptable to paintparallel lines spaced approximately 2 m apart withhatching at 45˚ angle to the parallel lines. Thehatching is spaced at 1 m intervals. The individuallines are 150 mm wide.



5.2.15 ROAD–HOLDINGPOSITION MARKING

Application

5 . 2 . 1 5 . 1 Standard.— A road–holdingposition marking shall be provided at all paved roadentrances to a runway.

5 . 2 . 1 5 . 2 Reco mmend at ion.— Aroad-holding position marking should be provided,as far as practicable, at all unpaved road entrancesto a runway.

Location

5 . 2 . 1 5 . 3 Standard.— The road–holdingposition marking shall be located across the road atthe holding position.

Characteristics

5 . 2 . 1 5 . 4 Standard.— The road–holdingposition marking shall be in accordance with thelocal traffic regulations.

5.2.16 INFORMATIONMARKING

Application

5 . 2 . 1 6 . 1 Recommendation.— Where it isimpracticable to install an information sign, theinformation should be conveyed through aninformation marking.

5 . 2 . 1 6 . 2 Recommendat ion.— Whereoperationally required an information sign shouldbe supplemented by an information marking.

Location

5 . 2 . 1 6 . 3 Recommendation.— T heinformation marking should be displayed acrossthe surface of the taxiway or apron wherenecessary and positioned so as to be legible fromthe cockpit of an approaching aircraft.

Characteristics

5 . 2 . 1 6 . 4 Standard.— The marking shallbe yellow.

5 . 2 . 1 6 . 5 Recommendation.— T hecharacter height should be 4 m. The inscriptionsshould be in the form and proportions shown inFigure 5–8.

Note.— It has been found that, on surfaces oflight colour, the conspicuity of the marking can beimproved by outlining it in black.

5 . 2 . 1 6 . 6 Recommendat ion.— Whencombinations of letters and numerals are arrayedvertically or when the information markinginterrupts an aircraft stand marking, aircraft standtaxilane marking, or taxiway centre line marking, aspace of 1 m should be allowed betweencharacters or between the character and aircraftstand marking, aircraft stand taxilane marking, ortaxiway centre line marking.

4th EditionRevised 2005 5–15 Transport Canada


Figure 5-8. Form and Proportion of Information markings (sheet 1)



16 c

m

4 m

16 c

m

Figure 5-8. Form and Proportion of Information Markings (Sheet 2)



5.3 LIGHTS

5.3.1 GENERAL

Lights which may endanger the safety ofaircraft

5 . 3 . 1 . 1 Standard.— A non–aeronauticalground light near an aerodrome which mightendanger the safety of aircraft shall beextinguished, screened or otherwise modified soas to eliminate the source of danger.

Lights which may cause confusion

5 . 3 . 1 . 2 Reco mmend at ion.— Anon-aeronautical ground light which, by reason ofits intensity, configuration or colour, might prevent,or cause confusion in, the clear interpretation ofaeronautical ground l ights should beextinguished, screened or otherwise modified soas to eliminate such a possibility. In particular,attention should be directed to a non–aeronauticalground light visible from the air within the approacharea.

Aeronautical ground lights which maycause confusion to mariners

Note.— In the case of aeronautical groundlights near navigable waters, consideration needsto be given to ensuring that the lights do not causeconfusion to mariners.

LIGHT FIXTURES AND SUPPORTINGSTRUCTURES

Note.— See 8.6 for information regardingsiting and construction of equipment andinstallations on operational areas, and the ICAOAerodrome Design Manual, Part 4 for guidance onfrangibility of light fixtures and supportingstructures.

Elevated approach lights

5 . 3 . 1 . 3 Standard.— Elevated approachlights and their supporting structures within 300 mfrom the threshold (but not including the 300 mcrossbar), or up to a distance from the runway endwhere the approach lights no longer constitute themajor hazard to an aircraft overrunning the runwayend to an airborne aircraft inadvertently strikingthem, whichever distance is less, shall be

frangible.

5 . 3 . 1 . 4 Recommendation.— To theextent that it is practicable all other elevatedapproach lights and supporting structures as far asthey constitute the critical hazard beyond the pointdefined in 5.3.1.3 should be frangible. In caseswhere it is not practicable to make such otherelevated approach lights and supportingstructures frangible, these characteristics shouldrelate to at least the top 1.8 m of the structure.

Note.— Consideration may be given tomounting the approach lights on supports that willkeep the fixtures above the snow level and, forfixtures outside the aerodrome boundary , at aheight that will preclude the interference from, orhazard to, livestock, etc.

5 . 3 . 1 . 5 S t a n d a r d . — An elevatedapproach light fixture shall not penetrate anobstacle limitation surface.

5 . 3 . 1 . 6 Standard.— When an approachlight fixture or supporting structure is not in itselfsufficiently conspicuous, it shall be suitably markedin accordance with Standards ObstructionMarkings, TP 382.

Elevated lights

5 . 3 . 1 . 7 Standard.— Elevated runway,stopway and taxiway lights shall be frangible. Theirheight shall be sufficiently low to preserveclearance for propellers and for the engine pods ofjet aircraft.

Surface lights

5 . 3 . 1 . 8 Standard.— Light fixtures insetin the surface of runways, stopways, taxiways andaprons shall be so designed and fitted as towithstand being run over by the wheels of anaircraft without damage either to the aircraft or tothe lights themselves.

5 . 3 . 1 . 9 Recommendation.— T hetemperature produced by conduction or radiationat the interface between an installed inset light andan aircraft tire should not exceed 160°C during a10 minute period of exposure.

Note.— Guidance on measuring thetemperature of inset lights is given in the ICAOAerodrome Design Manual, Part 4.



LIGHT INTENSITY AND CONTROL

Note.— In dusk or poor visibility conditions byday, lighting can be more effective than marking.For lights to be effective in such conditions or inpoor visibility by night, they must be of adequateintensity. To obtain the required intensity, it willusually be necessary to make the light directional,in which case the arcs over which the light showswill have to be adequate and so orientated as tomeet the operational requirements. The runwaylighting system will have to be considered as awhole, to ensure that the relative light intensitiesare suitably matched to the same end.

Table 5-2. Aerodrome light intensity settings

Lighting systemNumber ofrequiredintensitysettings

Intensity setting(%: percentage of required output or

cd: effective candelas)

(1) (2) (3)

1 2 3 4 5HIGH INTENSITY LIGHTING SYSTEMS:

Precision approach CAT II & III (ALSF-2):

- steady burning lamps

- capacitor discharge lights

5

5

0.2% 1% 5% 25% 100%

450 cd 450 cd 2000 cd 2000 cd 20000 cd

Precision approach CAT I (SSALR):



5

5

0.2% 1% 5% 25% 100%

450 cd 450 cd 2000 cd 2000 cd 20000 cd

Threshold and Wing bar lights 5 1% 5% 25% 100% 100%

Runway edge lights 5 0.2% 1% 5% 25% 100%

Runway end lights 5 0.2% 1% 5% 25% 100%

Runway centre line lights 5 0.2% 1% 5% 25% 100%

Taxiway centre line lights 5 0.2% 1% 5% 25% 100%

MEDIUM INTENSITY LIGHTING SYSTEMS

Precision approach CAT I (MALSR):



3

3

4% 20% 100%

450cd 2000cd 20000cd

Simple approach light system (ODALS) 3 300cd 1500cd 5000cd

Threshold lights 3 10% 30% 100%

Runway edge lights 3 10% 30% 100%

Runway end lights 3 10% 30% 100%

5 . 3 . 1 . 1 0 Standard.— The intensity ofrunway lighting shall be adequate for the minimumconditions of visibility and ambient light in whichuse of the runway is intended, and compatible withthat of the nearest section of the approach lightingsystem when provided.

Note.— While the lights of an approachlighting system may be of higher intensity than therunway lighting, it is good practice to avoid abruptchanges in intensity as these could give a pilot afalse impression that the visibility is changingduring approach.


1111111111111111111111111111111111111111111111111111111111111111111111

0000000000000000000000000000000000000000000000000000000000000000000000


5 . 3 . 1 . 1 1 Standard.— Where a medium orhigh–intensity lighting system is provided, asuitable intensity control shall be incorporated toallow for adjustment of the light intensity to meetthe prevailing conditions. Separate intensitycontrols or other suitable methods shall beprovided to ensure that the following systemswhen installed, can be operated at compatibleintensities:

– approach lighting system;– runway edge lights;– runway threshold and wing bar lights;– runway end lights;– runway centre line lights;– runway touchdown zone lights; and– taxiway centre line lights.

5 . 3 . 1 . 1 2 Standard.— On the perimeter ofand within the ellipse defining the main beam inAppendix B, Figures B-1 to B-11, the maximumlight intensity value shall not be greater than threetimes the minimum light intensity value measuredin accordance with Appendix B, section B.1.12.

5 . 3 . 1 . 1 3 Standard.— On the perimeter ofand within the rectangle defining the main beam inAppendix B, Figures B-13 to B-17, the maximumlight intensity value shall not be greater than threetimes the minimum light intensity value measuredin accordance with Appendix B, section B.2.7.

5.3.2 EMERGENCYLIGHTING

Application

5 . 3 . 2 . 1 Recommendation.— At anaerodrome provided with runway lighting andwithout a secondary power supply, sufficientemergency lights should be conveniently availablefor installation on at least the primary runway in theevent of failure of the normal lighting system.

Note.— Emergency lighting may also beuseful to mark obstacles or delineate taxiways andapron areas.

Location

5 . 3 . 2 . 2 Recommendat ion.— Wheninstalled on a runway the emergency lights should,as a minimum, conform to the configurationrequired for a non–instrument runway.

Characteristics

5 . 3 . 2 . 3 Recommendation.— The colourof the emergency lights should conform to thecolour requirements for runway lighting, exceptthat, where the provision of coloured lights at thethreshold and the runway end is not practicable, alllights may be variable white or as close to variablewhite as practicable.

5.3.3 AERODROMEBEACON

Application

5 . 3 . 3 . 1 Standard .— An aerodromebeacon shall be provided at each aerodromeintended for use at night, except when, in specialcircumstances, the beacon is considered by theCertifying Authority as unnecessary upondetermination that it is not required by one or moreof the following conditions:

a) the aerodrome is located on or near afrequently used night VFR route.

b) the aerodrome is frequently used by aircraftnavigating visually during periods of reducedvisibility.

c) it is difficult to locate the aerodrome from the airdue to surrounding lights or terrain.

Location

5 . 3 . 3 . 2 Standard.— The aerodromebeacon shall be located on or adjacent to theaerodrome in an area of low ambient backgroundlighting.

5 . 3 . 3 . 3 Recommendation.— The locationof the beacon should be such that the beacon isnot shielded by objects in significant directionsand does not dazzle a pilot approaching to land.

Note.— Care is required to ensure that anyelectrical disturbance generated from theswitching technique of the beacon light does notcause any radio interference.

Characteristics

5 . 3 . 3 . 4 Standard.— The aerodromebeacon shall show white flashes. The frequency



of total flashes shall be from 20 to 30 per minute.

5 . 3 . 3 . 5 Standard.— The light from thebeacon shall show at all angles of azimuth. Thevertical light distribution shall extend upwards froman elevation of not more than 1°. The effectiveintensity of the flash in white shall not be less than2000 cd.

Note 1.— Aerodrome beacon may be of twotypes, the rotating beacon or flashing capacitordischarge light.

Note 2.— At locations where a high ambientbackground lighting level cannot be avoided , theeffective intensity of the flash may be required tobe increased by a factor up to a value of 10

5.3.4 NOT ALLOCATED

5.3.5 APPROACH LIGHTINGSYSTEM

Note.— It is intended that existing approachlighting systems not conforming to thespecifications in 5.3.5 be replaced not later thanJanuary 1, 2005. Consequently, and taking intoaccount the average service life of approachlighting systems, airport operators are encouragedto install only systems conforming to thespecifications contained in 5.3.5.1 to 5.3.5.47inclusive. Specifications for non–conformingapproach light systems are contained in theprevious edition (3rd) of TP 312.

Application

5 . 3 . 5 . 1

Non–instrument runway

Recommendation.— A simple ApproachLighting System as specified in 5.3.5.2 to 5.3.5.13should be provided to serve a non-instrumentrunway where circling guidance is necessary orwhere the code number is 3 or 4 and intended foruse at night, except when the runway is used onlyin conditions of good visibility, and sufficientguidance is provided by other visual aids.

Note.— A simple Approach Light System canalso provide visual guidance by day.

Non precision approach runway

Recommendation.— A simple ApproachLighting System as specified in 5.3.5.2 to5.3.5.13 should be provided to serve anon-precision approach runway, except when therunway is used only in conditions of good visibilityor sufficient guidance is provided by other visualaids.

Note.— It may be advisable to giveconsideration to the installation of a precisionapproach category I lighting system.

Precision approach runway category I

Standard.— Where physically practicable, aprecision approach category I lighting system asspecified in 5.3.5.14 to 5.3.5.26 shall be providedto serve a precision approach runway category I.

Precision approach runwaycategory II and III

Standard.— Precision approach runwaycategory II and III lighting systems as specified in5.3.5.27 to 5.3.5.48 shall be provided to serve aprecision approach runway category II or III.



SIMPLE APPROACH LIGHTING SYSTEM

Note.— The simple approach lighting systemis referred to by the acronym ODALS.

Description

5 . 3 . 5 . 2 Standard.— A simple approachlighting system shall consist of a minimum of 5lights installed on the extended centre line of therunway extending over a distance of 450 m andtwo light units, one each abeam the runwaythreshold as shown in Figure 5–9.

Location

5 . 3 . 5 . 3 Standard.— The lights formingthe centre line shall be placed at longitudinalintervals of 90 m. The innermost light shall belocated 90 m from the threshold.

5 . 3 . 5 . 4 Standard .— The two lightsinstalled abeam the runway threshold shall beplaced at a lateral distance of 12 m from the runwayedge and a longitudinal distance not greater than30 m from the runway threshold.

5 . 3 . 5 . 5 Recommendation.— The twolights installed abeam the runway threshold shouldbe installed in line with the runway threshold lights.

Note.— A range up to 30 m from the thresholdhas been specified to allow for environmental andoperational factors.

5 . 3 . 5 . 6 Standard.— The system shall lieas nearly as practicable in the horizontal planepassing through the threshold, provided that:

a) no light shall be screened from an approachingaircraft; and

b) as far as possible, no object shall protrudethrough the plane of lights within a distance of60 m from the centre line of the system.Where this is unavoidable, as in the case of asingle isolated object protruding through theplane of lights the object shall be treated as anobstacle and marked and lighted accordingly.

5 . 3 . 5 . 7 S t a n d a r d . — Where it isnecessary, due to terrain features or to minimizethe height of supporting structures, to install thelight centres in a sloping plane, the maximum slopeshall not exceed +2˚ or -2˚.

5 . 3 . 5 . 8 Standard.— The lights formingthe centre line shall have a longitudinal installationtolerance of not more than ±7.5 m and a lateralinstallation tolerance of ±1 m from the runwaycentre line.

5 . 3 . 5 . 9 Standard.— The two runwaythreshold light units shall be installed within avertical tolerance of + 0.5 m to – 0.5 m from thecrown of the runway end elevation

Characteristics

5 . 3 . 5 . 1 0 Standard .— The lights of asimple approach lighting system shall consist ofsingle omni–directional variable white flashingcapacitor discharge light units.

5 . 3 . 5 . 1 1 Standard.— Each capacitordischarge light shall be flashed in sequence,beginning with the outermost light andprogressing toward the threshold to the innermostlight of the system. The centre line lights shall besequenced 1 though 5 with 1/15 second intervalbetween flashes. The 2 runway threshold unitsshall flash simultaneously 4/15 seconds after theinnermost centre line light. The cycle begins again7/15 secs after the flash of the two runwaythreshold lights giving an overall rate of 60 cyclesper minute ±10%.

5 . 3 . 5 . 1 2 Standard.— The intensity of thewhite lights shall be in accordance with thespecifications of Table 5–2.

5 . 3 . 5 . 1 3 Recommendation.— The lightsshould show at all angles of azimuth above 2° andbe visible from any direction. Shielding of lights toreduce the dazzling effect in specific directions ispermitted except that shielding of the lights is notpermitted in the straight in approach area.



Figure 5-9. Simple approach lighting system (ODALS)

��

THRESHOLD LIGHTS,RUNWAY END LIGHTS,(see 5.3.11 and 5.3.12)

90 m

90 m

450 m

12 m

30 m max

± 7.5 m

± 7.5 m

± 15 m

LEGEND

Omnidirectional capacitor discharge lights(flashing in sequence)


RUNWAY THRESHOLD

RUNWAYCENTRE

LINE


PRECISION APPROACH CATEGORY ILIGHTING SYSTEM

Note 1.— The precision approach category Ilighting system is referred to by the acronymMALSR where medium intensity light fixtures areinstalled and SSALR where high intensity lightfixtures are installed.

Note 2.— The intended application for SSALRis to allow operation of a precision approachcategory II & III lighting system in the configurationof a category I system during meteorologicalconditions that are at or above category I operatingminimums (see 5.3.5.47 and 5.3.5.48).Notwithstanding the foregoing, it may be useful toconsider installing SSALR as a stand alone systemwhen it is envisioned to later upgrade to aCategory II & III system or when rehabilitating anexisting high intensity approach light system.

Description and location

5 . 3 . 5 . 1 4 S t a n d a r d . — A precisionapproach category I lighting system shall beinstalled on the extended centre line of the runwayextending over a distance of 720 m as shown inFigure 5–10 and shall consist of:

a) seven centre line barrettes, placed atlongitudinal intervals of 60 m with theinnermost barrette located 60 m from thethreshold;

b) a cross bar located at 300 m from the runwaythreshold in line with the centre line barrette.The cross bar contains two side barrettescentred 7.5 m from the extended runwaycentre line; and

c) five sequenced flashing capacitor dischargelights placed at longitudinal intervals of 60 mwith the innermost light located 60 m beyondthe outermost centre line barrette (480 m fromthe threshold).

5 . 3 . 5 . 1 5 Standard.— The system lightcentres shall lie as nearly as practicable in thehorizontal plane passing through the threshold,provided that:

a) no lights shall be screened from anapproaching aircraft; and

b) as far as possible, no object shall protrudethrough the plane of the approach lights withina distance of 60 m from the centre line of thesystem. Where this is unavoidable, as in thecase of a single isolated object protrudingthrough the plane of the lights, the objectshall be treated as an obstacle and marked andlighted accordingly .

5 . 3 . 5 . 1 6 Standard.— Any transportationcorridor passing through the approach light areashall be considered as an object. As a minimum,4.3 m shall be allowed above the crown of a roadand for a railway, 6 m above the top of the rails.The height to be allowed above a waterway, river,canal, etc. shall be established by AeronauticalStudy.

5 . 3 . 5 . 1 7 S t a n d a r d . — Where it isnecessary for the system to deviate from thehorizontal plane due to terrain features, tominimize the height of supporting structures, or toachieve clearance over an object, slopingsegments shall be permitted provided that:

a) the slope starts not less than 90 m outwardsfrom the runway threshold;

b) only one rising gradient segment is permitted;

c) only three changes in profile gradient arepermitted;

d) the slope gradient is kept to a minimum anddoes not exceed a rising gradient of 2%, nor afalling gradient of 1.0% to a point 420 m fromthe threshold, and from this point, the fallinggradient shall not exceed 2.5%;

e) the slope segment extends over a minimum of3 light units and starts and ends at a light unit;and

f) the sloping segment continues to the end ofthe approach light system, reverts to thehorizontal, or begins a falling gradient providedthat the final segment extends over a distanceof three light units.

5 . 3 . 5 . 1 8 Standard.— The longitudinaltolerances for a precision approach category Ilighting system shall not exceed those shown inFigure 5–10.



Figure 5-10. Precision Approach Category I lighting system

RUNWAY THRESHOLD

RUNWAYCENTRE

LINE

300 m

THRESHOLD LIGHTS,RUNWAY END LIGHTS,(see 5.3.11 and 5.3.12)

1.0 m

6 m4.5 m

4.0 m

SEQUENCED FLASHING CAPACITOR DISCHARGE LIGHTS

LEGEND

WhiteCapacitor discharge lights(flashing in sequence)

420 m

1.5 m

– 15 m

– 15 m

720 m– 15 m

60 m– 7 m

60 m+ 7 m– 0 m

60 m– 7 m

4th EditionMarch 01,1993 5-25 Transport Canada


5 . 3 . 5 . 1 9 Recommendation.— Where abarrette must be displaced longitudinally from itsnormal position, the adjacent barrettes should,where practicable, be displaced by appropriateamounts in order to maintain essentially equalspacing.

Figure 5-11. Vertical installation limits - Precision Approach Category I lighting system

��420 m

90 m

720 m

THRESHOLD ELEVATION PLANERUNWAYTHRESHOLD

Angle of Approach surface (typical)

1.0% Slope

2.5% Slope

Outermostbarrette

2.0% Slope

UPPER LIMIT OFLIGHT CENTRES

LOWER LIMIT OFLIGHT CENTRES

5 . 3 . 5 . 2 0 Standard.— The transversetolerance for the installed position of an individualbarrette centre shall be ±15 cm.

Characteristics

5 . 3 . 5 . 2 1 Standard.— The centre linebarrettes and crossbar lights of a precisionapproach category I lighting system as describedin 5.3.5.14 a) and b) shall be fixed lights showingvariable white. Each centre line barrette shallconsist of 5 lights arranged 4 m in length. Eachcrossbar unit shall consist of a barrette 6 m inlength containing 5 lights.

5 . 3 . 5 . 2 2 Standard.— Each light within acentre line barrette shall be spaced at 1.0 m ± 3.0cm. Each light within a cross bar barrette shall bespaced at 1.5 m ±3.0 cm. The vertical and lateraltolerance with respect to an individual light centrewithin a barrette shall be ±3.0 cm.

5 . 3 . 5 . 2 3 Standard.— Each sequencedflashing capacitor discharge light described in5.3.5.14 c) shall be flashed twice in a second with atime interval between flashes of adjacent units of35 milli–seconds beginning with the outermostlight and progressing toward the threshold to theinnermost light of the system. The design of thetriggering circuit shall be such that failure of one ormore of the flash units does not effect operation ofthe remaining units. The design of the electricalcircuit shall be such that the capacitor dischargelights can be operated independently of the otherlights of the approach lighting system.

5 . 3 . 5 . 2 4 Standard.— The lights shall bein accordance with the specifications of AppendixB, section B.1.1.

5 . 3 . 5 . 2 5 Standard.— The lights shall bealigned laterally with their beam axis parallel to theextended runway centre line. The verticalalignment of lights shall be in accordance withTable 5-3 and Figure 5–14.

5 . 3 . 5 . 2 6 S t a n d a r d . — The precisionapproach category I lighting system shall have avariable intensity control, either medium (3intensity settings) or high (5 intensity settings) inaccordance with the specifications of Table 5–2.



Table 5-3 Angle of elevation settings for Precision Approach Cat I lighting systems

. Vertical setting angle (degrees) Vertical setting angle (degrees)

Station Steady burning lamps Flashinglamps

Station Steady burning lamps Flashinglamps

MALSR(PAR 38lamps)

SSALR &MALSR(PAR 56lamps)

MALSR(PAR 38lamps)

SSALR &MALSR(PAR 56lamps)

60

120

180

240

300

360

3.2

3.3

3.4

3.4

3.5

3.6

6.2

6.3

6.5

6.6

6.7

6.9

----

----

----

----

----

----

420

480

540

600

660

720

3.7

----

----

----

----

----

7.0

----

----

----

----

----

----

6.0

6.0

6.0

6.0

6.0

Note.— These angle settings are for lights installed in a horizontal plane passing through the runwaythreshold. Figure 5-14 provides guidance on ajustments to the vertical alignment for lights that are not installedin the horizontal plane.



PRECISION APPROACH CATEGORY IIAND III LIGHTING SYSTEM

Note.— The precision approach category IIand III lighting system is referred to by the acronymALSF–2.

Description and location

5 . 3 . 5 . 2 7 S t a n d a r d . — A precisionapproach category II or III lighting system shall beinstalled on the extended centre line of the runwayextending over a distance of 720 m as shown inFigure 5-12 and shall consist of:

a) 24 centre line barrettes placed at longitudinalintervals of 30 m with the innermost barrettelocated 30 m from the threshold;

b) 9 side row light barrettes placed on each sideof, and aligned with the first 9 centre linebarrettes described in (a). The lateral spacing(or gauge) between the innermost light of theside row shall be not less than 18 m nor morethan 22.5 m ,and preferably 18 m, but in anyevent shall be equal to that of the touchdownzone lighting.

c) crossbars located 150 m and 300 m from therunway threshold; and

d) 15 sequenced flashing capacitor dischargelights located on the extended runway centreline with each one mounted no greater than1.5 m in front of a centre line barrette asdescribed in (a), and with the innermostlocated with the barrette 300 m from thethreshold.

5 . 3 . 5 . 2 8 Standard .— The cross barbarrettes provided at 150 m from the thresholdshall be located equidistant between, andcoincident with, the centre line barrettes and siderow barrettes.

5 . 3 . 5 . 2 9 Standard .— The cross barbarrettes provided at 300 m shall extend on bothsides of, and coincident with, the centre linebarrette. They shall be positioned with theirinnermost lights centred 4.5 m from the extendedrunway centre line.

5 . 3 . 5 . 3 0 Standard.— The system lightcentres shall lie as nearly as practicable in thehorizontal plane passing through the threshold,provided that:

a) no lights shall be screened from anapproaching aeroplane; and

b) as far as possible, no object shall protrudethrough the plane of the approach lights withina distance of 60 m from the centre line of thesystem. Where this is unavoidable, as in thecase of a single isolated object protrudingthrough the plane of the lights, the objectshall be treated as an obstacle and marked andlighted accordingly .

5 . 3 . 5 . 3 1 Standard.— Any transportationcorridor passing through the approach light areashall be considered as an object. As a minimum,4.3 m shall be allowed above the crown of a roadand for a railway, 6 m above the top of the rails.The height to be allowed above a waterway, river,canal, etc. shall be established by AeronauticalStudy.

5 . 3 . 5 . 3 2 S t a n d a r d . — Where it isnecessary for the system to deviate from thehorizontal plane due to terrain features, tominimize the height of supporting structures, or toachieve clearance over an object, a slopingsegment shall be permitted provided that:

a) the slope starts not less than 90 m outwardsfrom the runway threshold;

b) only one sloping segment is permitted;

c) the slope gradient is kept to a minimum anddoes not exceed a rising gradient of 2%, nor afalling gradient of 1% except that a fallinggradient is not permitted in the inner 450 m;

d) the slope segment extends over a minimum of4 light units and starts and ends at a light unit;and

e) the sloping segment may continue to the endof the approach light system or may revert tothe horizontal provided that the horizontalsegment extends over a distance of three lightunits.



Figure 5-12. Precision Approach Category II and III lighting system

RUNWAY THRESHOLD

RUNWAYCENTRE

LINE

300 m

THRESHOLD LIGHTS,RUNWAY END LIGHTS,and WING BAR LIGHTS(see 5.3.11 and 5.3.12)

1.5 m

1.5 m

1.0 m

12 m4.5 m

4.0 m

SEQUENCED FLASHING CAPACITOR DISCHARGE LIGHTS

LEGEND

WhiteRedRed / WhiteCapacitor discharge lights(flashing in sequence)

450 m

1.5 m

30 m 3 m

30 m+ 3 m– 0 m

15 m

15 m

720 m 15 m

4th EditionMarch 01,1993 5-29 Transport Canada


5 . 3 . 5 . 3 3 Standard.— Each capacitordischarge light shall be mounted with the beamcentre no higher than the beam centres of thesteady burning lights of the associated centre linebarrette, and not lower than 1.2 m below the planeestablished by the beam centres of the steadyburning lights.

5 . 3 . 5 . 3 4 Standard.— The longitudinaltolerances for a precision approach category II andIII lighting system shall not exceed those shown inFigure 5–12.

5 . 3 . 5 . 3 5 Recommendation.— Where abarrette must be displaced longitudinally from itsnormal position, the adjacent barrettes should,where practicable, be displaced by appropriateamounts in order to maintain essentially equalspacing.

5 . 3 . 5 . 3 6 Standard.— The transversetolerance for the installed position of an individualbarrette centre shall be ±8 cm.

Characteristics

5 . 3 . 5 . 3 7 Standard.— Each centre linebarrette within a precision approach category II andIII lighting system shall contain 5 lights with centres1.0 m apart having an overall width of 4 m.

5 . 3 . 5 . 3 8 Standard .— Each side rowbarrette within a precision approach category II andIII lighting system shall contain 3 lights with centres1.5 m apart, having an overall width of 3 m.

Figure 5-13. Vertical installation limits - Precision Approach Category II & III lightingsystem

��90 m

720 m

RUNWAYTHRESHOLD

Angle of Approach surface (typical)

1.0% Slope

2.0% Slope

UPPER LIMIT OFLIGHT CENTRES

THRESHOLD ELEVATION PLANE

LOWER LIMIT OFLIGHT CENTRES 450 m

5 . 3 . 5 . 3 9 Standard .— The cross barbarrettes located 150 m from the runway thresholdshall each contain 4 lights with centres 1.5 m apart,having an overall width of 4.5 m.

5 . 3 . 5 . 4 0 Standard .— The cross barlocated 300 m from the runway threshold shallconsist of the centre line barrette and two sidebarrettes. Each side barrette shall contain 9 lightswith centres 1.5 m apart having an overall width of12 m.

5 . 3 . 5 . 4 1 Standard.— The vertical andlateral tolerance with respect to an individual lightcentre within a barrette shall be ±3.0 cm.

5 . 3 . 5 . 4 2 Standard.— The centre linebarrettes and cross bar lights of a precisionapproach category II and III lighting system asdescribed in 5.3.5.27 a) and c) shall be fixed whitelights showing variable white. The side row lightsas described in 5.3.5.27 b) shall be fixed lightsshowing variable red.



5 . 3 . 5 . 4 3 Standard.— Each sequencedflashing capacitor discharge light described in5.3.5.27 d) shall be flashed twice a second insequence, beginning with the outermost light inthe system progressing toward the threshold tothe innermost light of the system. The design ofthe triggering circuit shall be such that failure ofone or more of the flashed units does not affectoperation of the remaining units. The design ofthe electrical circuit shall be such that these lightscan be operated independently of the other lightsof the approach lighting system.

Table 5-4. Angle of elevation settings for Precision Approach Category II and IIIlighting systems

. Vertical setting angle (degrees) Vertical setting angle (degrees)

Station Steady burninglamps (PAR 56)

Flashing lamps Station Steady burninglamps (PAR 56)

Flashing lamps

30

60

90

120

150

180

210

240

270

300

330

360

6.2

6.2

6.3

6.3

6.4

6.5

6.5

6.6

6.7

6.7

6.8

6.9

----

----

----

----

----

----

----

----

----

6.0

6.0

6.0

390

420

450

480

510

540

570

600

630

660

690

720

6.9

7.0

7.0

7.1

7.2

7.2

7.3

7.4

7.4

7.5

7.6

7.6

6.0

6.0

6.0

6.0

6.0

6.0

6.0

6.0

6.0

6.0

6.0

6.0

Note.— These angle settings are for lights installed in a horizontal plane passing through the runwaythreshold. Figure 5-14 provides guidance on adjustments to the vertical alignment for lights that are notinstalled in the horizontal plane.

5 . 3 . 5 . 4 4 Standard.— The lights shall bein accordance with the specifications of AppendixB, Sections B.1.1 and B.1.2.

5 . 3 . 5 . 4 5 Standard.— The lights shall bealigned laterally with their beam axis parallel to theextended runway centre line. The verticalalignment of lights shall be in accordance withTable 5-4 and Figure 5–14.

5 . 3 . 5 . 4 6 S t a n d a r d . — The precisionapproach category II and III lighting system shallhave a variable intensity control with 5 settings inaccordance with the specifications of Table 5–2.

5 . 3 . 5 . 4 7 Recommendation.— The lightingcircuit should be designed such that the lightsspecified for a precision approach category II or IIIlighting system which are in addition to thosespecified for a precision approach category Ilighting system may be extinguished when thereported weather conditions are at or aboveprecision approach category I landing minima.

5 . 3 . 5 . 4 8 Standard.— Where the controlcircuit permits the configuration change specifiedin 5.3.5.47, the resulting light configuration shallconform to the specifications contained in5.3.5.14 to 5.3.5.26 for a precision approachcategory I lighting system.



��Runway

Threshold

Glideslopea

b

HorizontalPlane

LIGHTCENTRE h

dStation(Distance from threshold)

Light above horizontal plane: b = a – arctan (h/d)

Light below horizontal plane: b = a + arctan (h/d)

The elevation setting angle for the particular station taken from table 5-3 or 5-4 as appropriate.

Corrected elevation setting angle.

Designated distance: 4732 feet for MALSR (Par 38 lamps) or; 1246 feet for SSALR andMALSR (par 56 lamps).

Height of the light station above or below the horizontal plane passing through the threshold.

a =

b =

d =

h =

Note.— For systems utilizing PAR 56 lamps, the angle b shall always be 6 degrees or more and 9degrees or less.

Figure 5-14. Correction of angle ofelevation setting for Precision Approach Lightstations displaced vertically from the horizontal plane



5.3.6 VISUAL APPROACHSLOPE INDICATOR

SYSTEMS

Application

5 . 3 . 6 . 1 Standard.— A visual approachslope indicator system shall be provided to servethe approach to a runway where one or more of thefollowing conditions exits:

a) the runway is not served by an electronic glidepath and the runway is used by turbojet orother aircraft with similar approach guidancerequirements;

b) the pilot of any type of aircraft may havedifficulty in judging the approach due to:

i) inadequate visual guidance such as isexperienced during an approach overwater or featureless terrain by day or in theabsence of sufficient extraneous lights inthe approach area by night, or

ii) misleading information such as isproduced by deceptive surroundingterrain or runway slopes;

c) the presence of objects in the approach areamay involve serious hazard if an aircraftdescends below the normal approach path,particularly if there are no non–visual or othervisual aids to give warning of such objects;

d) physical conditions at either end of the runwaypresent a serious hazard in the event of anaircraft under shooting or overrunning therunway; and

e) terrain or prevalent meteorological conditionsare such that the aircraft may be subjected tounusual turbulence during approach.

5 . 3 . 6 . 2 Recommendation.— A visualapproach slope indicator system should beprovided to serve the approach to a runway wherethe runway threshold is temporarily displaced fromthe normal position and the runway is served byturbojet aeroplanes.

5 . 3 . 6 . 3 Standard.— The standard visualapproach slope indicator systems shall consist ofPAPI and APAPI systems conforming to thespecifications contained in 5.3.6.6 to 5.3.6.23inclusive; as shown in Figures 5–15 and 5-16.

Note.— It is intended that the specifications forPAPI and APAPI replace those for VASIS,AVASIS, 3–BAR VASIS and 3-BAR AVASIS, andthat these latter four systems will cease to bestandard visual approach slope indicator systemson 1 January 1995. Consequently, and taking intoaccount the average service life of approachlighting systems, airport operators are encouragedto install only systems conforming to thespecifications contained in 5.3.6.6 to 5.3.6.23inclusive. Specifications for visual approachsystems other than PAPI or APAPI are containedin TP 312 ,3rd edition.

5 . 3 . 6 . 4 Standard.— Visual approachslope indicator systems that do not conform to thespecifications in 5.3.6 shall not be described bythe abbreviations in 5.3.6.3.

5 . 3 . 6 . 5 Standard.— PAPI or APAPI shallbe provided when one or more of the conditionsspecified in 5.3.6.1 exist in accordance with thefollowing:

a) PAPI shall be installed where the code numberis 3 or 4.

b) PAPI or APAPI shall be installed where thecode number is 1 or 2.

Note.— APAPI systems require regularinspection or monitoring to detect a misalignmentwhich could lead to a dangerous approach path.

PAPI and APAPI

Description

PAPI

5 . 3 . 6 . 6 Standard.— The PAPI systemshall consist of a wing bar of 4 sharp transitionmulti–lamp (or paired single lamp) units equallyspaced. The system shall be located on the leftside of the runway unless it is physicallyimpracticable to do so.



��

15 m ± 1 m

9 m ± 1 m

D

A B C D

A

B

C

D

WHITE

RED

WHITE

RED

WHITE

RED

WHITERED

3°30´

3°10´

2°50´

2°30´

3°

THRESHOLDPAPI wing bar

A

B

C

DApproach

Slope9 m ± 1 m

9 m ± 1 m

Horizontal plane from light centres

D = Longitudinal distance between PAPI light centres and threshold h = Installed height of PAPI light centre above (+) or below (-) elevation of adjacent runway centre line

h

LOCATION OF WING BARS

a) PAPI light units shall be located at a distance "D" from the threshold that will provide the required wheel clearance over thethreshold as specified inTable 5-5 for the most demanding aircraft using the runway. "D" is found by determining the distance thatgives the minimum pilots eye height over threshold (MEHT) and correcting it for any longitudinal slope of the runway and installation elevation of the PAPI light units. Table 5-6 lists predetermined values of "D" corrected for runway gradient.

b) The difference in elevation between the installed height of the PAPI light units and the adjacent runway centre line may be compensated for by subtracting ( h/0.04891 ) from the value of "D" obtained from Table 5-6. Differences in elevation that are less than a value of 0.3 m need not be considered.

c) A wheel clearance greater than specified in Table 5-5 may be achieved by increasing the value of "D".

LATERAL TOLERANCES

a) To ensure that the light units are mounted as low as possible and to allow for any transverse slope, small height adjustments of up to 5 cm between units are acceptable. A lateral gradient not greater than 1.25 per cent is acceptable provided it is uniformlyapplied across units.

b) A spacing of 6 m ± 1 m may be used on runway code numbers 1 and 2. In such an event, the inner light unit shall be located notless than 10 m ± 1 m from the runway edge.

Note.— Reducing the spacing between the light units results in a reduction in the usable range of the system.

111111111111111111111111111111111111111111111111111111111111000000000000000000000000000000000000000000000000000000000000Figure 5-15. PAPI siting and angle of elevation settings



��

10 m ± 1 m

D

A B

A

B

WHITE

RED

3°15´

WHITE

RED2°45´

3°

THRESHOLDAPAPI wing bar

AB

Approach

Slope

6 m ± 1 m

Horizontal plane from light centres

D = Longitudinal distance between APAPI light centres and threshold h = Installed height of APAPI light centre above (+) or below (-) elevation of adjacent runway centre line

h

LOCATION OF WING BARS

a) APAPI light units shall be located at a distance "D" from the threshold that will provide the required wheel clearance over thethreshold as specified inTable 5-5 for the most demanding aircraft using the runway. "D" is found by determining the distance thatgives the minimum pilots eye height over threshold (MEHT) and correcting it for any longitudinal slope of the runway and installation elevation of the APAPI light units. Table 5-6 lists predetermined values of "D" corrected for runway gradient.

b) The difference in elevation between the installed height of the APAPI light units and the adjacent runway centre line may be compensated for by subtracting ( h/0.04745 ) from the value of "D" obtained from Table 5-6. Differences in elevation that are less than a value of 0.3 m need not be considered.

c) A wheel clearance greater than specified in Table 5-5 may be achieved by increasing the value of "D".

LATERAL TOLERANCES

a) To ensure that the light units are mounted as low as possible and to allow for any transverse slope, small height adjustments of up to 5 cm between units are acceptable. A lateral gradient not greater than 1.25 per cent is acceptable provided it is uniformlyapplied across units.

b) The lateral spacing between APAPI units may be increased to 9 m ± 1 m if greater range is required or later conversion to a fullPAPI is anticipated . In the later case, the inner APAPI light unit should be located 15 m ± 1 m from the runway edge.

111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111

000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000

Figure 5-16. APAPI siting and angle of elevation settings



5 . 3 . 6 . 7 Standard.— The wing bar of aPAPI shall be constructed and arranged in such amanner that a pilot making an approach will:

a) when on or close to the approach slope, seethe two units nearest the runway as red andthe two units farthest from the runway as white;

b) when above the approach slope, see the oneunit nearest the runway as red and the threeunits farthest from the runway as white; andwhen further above the approach slope, seeall units, as white; and

c) when below the approach slope, see the threeunits nearest the runway as red and the unitfarthest from the runway as white; and whenfurther below the approach slope, see all unitsas red.

APAPI

5 . 3 . 6 . 8 Standard.— The APAPI systemshall consist of a wing bar of 2 sharp transitionmulti–lamp (or paired single lamp) units. Thesystem shall be located on the left side of therunway unless it is physically impracticable to doso.

Table 5-5. Wheel clearance over threshold for PAPI and APAPI

Eye-to-wheel height of aeroplane inthe approach configurationa

Category Desired wheel clearance (metres) b,c

Minimum wheel clearance(metres) d

(1) (2) (3) (4)

up to but not including 3 m AP & P1 6 3e

3 m up to but not including 7.5 m P2 9 4.5

7.5 m up to but not including 14 m P3 9 6

a. In selecting the eye-to-wheel height group, only aeroplanes meant to use the system on a regular basis shall be considered. Themost demanding amongst such aeroplanes shall determine the eye-to-wheel height group.

b. Where practicable the desired wheel clearances shown in column (3) shall be provided.

c. the wheel clearances in column (3) may be reduced to no less than those in column (4) where an aeronautical study indicatesthat such reduced wheel clearances are acceptable.

d. When a reduced wheel clearance is provided at a displaced threshold, it shall be ensured that the corresponding desired wheelclearance specified in column (3) will be available when an aeroplane at the top end of the eye-to-wheel height group chosenoverflies the extremity of the runway.

e. This wheel clearance may be reduced to 1.5 m on runways used mainly by light-weight non turbo-jet aeroplanes.

5 . 3 . 6 . 9 Standard.— The wing bar of anAPAPI shall be constructed and arranged in such a

manner that a pilot marking an approach will:

a) when on or close to the approach slope, seethe unit nearer the runway as red and the unitfarther from the runway as white;

b) when above the approach slope, see both theunits as white; and

c) when below the approach slope, see both theunits as red.

Location

5 . 3 . 6 . 1 0 Standard.— The light units shallbe located as in the basic configuration illustratedin Figure 5–15 for PAPI and Figure 5-16 forAPAPI, subject to the installation tolerances giventherein. The units forming a wing bar shall bemounted so as to appear to the pilot of anapproaching aircraft to be substantially in ahorizontal line. The light units shall be mounted aslow as possible and shall be sufficiently light andfrangible not to constitute a hazard to aircraft.

5 . 3 . 6 . 1 1 Standard.— The light units shallbe located so as to provide the minimum wheelclearance over the threshold specified in Table 5-5for the most demanding aircraft using the runway.



Table 5-6. Location of PAPI and APAPI wing bars from threshold

Distance “D” to achieve minimum or desired wheel clearance over threshold (m)

Runwaygradient

APAPI

APEWH up to 3 m

P1EWH up to 3 m

PAPI

P2EWH up to 7.5 m

P3EWH up to 14.5 m

(1) (2) (3) (4) (5)

minimum desired minimum desired minimum desired minimum desired

2.0% 89.0 133.4 87.1 130.6 174.1 239.4 290.2 333.81.9% 90.3 135.4 88.4 132.5 176.7 243.0 294.5 338.71.8% 91.7 137.5 89.7 134.5 179.4 246.6 298.9 343.81.7% 93.1 139.6 91.0 136.6 182.1 250.3 303.5 349.01.6% 94.6 141.8 92.4 138.7 184.9 254.2 308.1 354.31.5% 96.1 144.1 93.9 140.8 187.8 258.2 312.9 359.91.4% 97.6 146.5 95.4 143.1 190.8 262.3 317.9 365.61.3% 99.3 148.9 96.9 145.4 193.8 266.5 323.1 371.51.2% 100.9 151.4 98.5 147.8 197.0 270.9 328.4 377.61.1% 102.7 154.0 100.2 150.2 200.3 275.4 333.8 383.91.0% 104.4 156.7 101.9 152.8 203.7 280.1 339.5 390.40.9% 106.3 159.4 103.6 155.4 207.2 284.9 345.4 397.20.8% 108.2 162.3 105.4 158.1 210.9 289.9 351.4 404.20.7% 110.2 165.3 107.3 161.0 214.6 295.1 357.7 411.40.6% 112.3 168.4 109.3 163.9 218.5 300.5 364.2 418.90.5% 114.4 171.6 111.3 167.0 222.6 306.1 371.0 426.70.4% 116.6 174.9 113.4 170.1 226.8 311.9 378.0 434.70.3% 118.9 178.4 115.6 173.4 231.2 317.9 385.3 443.10.2% 121.3 182.0 117.9 176.8 235.7 324.1 392.9 451.80.1% 123.8 185.8 120.2 180.3 240.4 330.6 400.7 460.8

0.0% 126.4 189.7 122.7 184.0 245.4 337.4 408.9 470.3

-0.1% 129.2 193.8 125.2 187.9 250.5 344.4 417.5 480.1-0.2% 132.0 198.0 127.9 191.9 255.8 351.8 426.4 490.3-0.3% 135.0 202.5 130.7 196.0 261.4 359.4 435.7 501.0-0.4% 138.1 207.1 133.6 200.4 267.2 367.4 445.4 512.2-0.5% 141.3 212.0 136.6 205.0 273.3 375.8 455.5 523.8-0.6% 144.8 217.1 139.8 209.8 279.7 384.5 466.1 536.0-0.7% 148.3 222.5 143.2 214.8 286.3 393.7 477.2 548.8-0.8% 152.1 228.1 146.7 220.0 293.3 403.3 488.9 562.2-0.9% 156.0 234.1 150.3 225.5 300.7 413.5 501.2 576.3-1.0% 160.2 240.3 154.2 231.3 308.4 424.1 514.0 591.1-1.1% 164.6 246.9 158.3 237.4 316.6 435.3 527.6 606.7-1.2% 169.3 253.9 162.6 243.8 325.1 447.1 541.9 623.2-1.3% 174.2 261.2 167.1 250.6 334.2 459.5 557.0 640.5-1.4% 179.4 269.1 171.9 257.8 343.8 472.7 572.9 658.9-1.5% 184.9 277.3 176.9 265.4 353.9 486.6 589.8 678.3-1.6% 190.8 286.2 182.3 273.5 364.7 501.4 607.8 698.9-1.7% 197.0 295.6 188.0 282.1 376.1 517.1 626.8 720.8-1.8% 203.7 305.6 194.1 291.2 388.2 533.8 647.1 744.1-1.9% 210.9 316.3 200.6 300.9 401.2 551.7 668.7 769.0-2.0% 218.6 327.9 207.6 311.3 415.1 570.8 691.9 795.6



Characteristics of the light units

5 . 3 . 6 . 1 2 Standard.— The system shall besuitable for both day and night operations.

5 . 3 . 6 . 1 3 S t a n d a r d . — The colourtransition from red to white in the vertical planeshall be such as to appear to an observer, at adistance of not less than 300 m, to occur within avertical angle of not more than 3 minutes of arc.

5 . 3 . 6 . 1 4 Standard.— The light intensitydistribution of the light units shall be as shown inAppendix B, section B.3.1.

5 . 3 . 6 . 1 5 Recommendat ion.— Suitableintensity control should be provided so as to allowadjustment to meet the prevailing conditions andto avoid dazzling the pilot during approach andlanding.

5 . 3 . 6 . 1 6 Standard.— Each light unit shallbe capable of adjustment in elevation so that thelower limit of the white part of the beam may befixed at any desired angle of elevation between1°30´ and at least 4°30´ above the horizontal.

5 . 3 . 6 . 1 7 Standard.— The light units shallbe so designed that deposits of condensation,snow, ice, dirt, etc., on optically transmitting orreflecting surfaces shall interfere to the leastpossible extent with the light signals and shall notaffect the contrast between the red and whitesignals and the elevation of the transition sector.

Approach slope and elevation setting oflight units

5 . 3 . 6 . 1 8 S t a n d a r d . — The standardapproach slope shall be 3.0 degrees.

5 . 3 . 6 . 1 9 Standard.— When the runway isequipped with an ILS, the siting and the angle ofelevation of the light units shall be such that thevisual approach slope conforms as closely aspossible with the glide path of the ILS.

Note.— Guidance on the harmonization ofPAPI and ILS signals is contained in the ICAOAerodrome Design Manual, Part 4.

5 . 3 . 6 . 2 0 S t a n d a r d . — The angle ofelevation settings of the light units in a PAPI wingbar shall be as depicted in Figure 5-15 and suchthat, during an approach, the pilot of an aircraft

observing a signal of one white and three reds willclear all objects in the approach area by a safemargin.

5 . 3 . 6 . 2 1 S t a n d a r d . — The angle ofelevation settings of the light units in an APAPIwing bar shall be as depicted in Figure 5-16 andsuch that, during an approach, the pilot of anaircraft observing the lowest on slope signal, i.e.one white and one red, will clear all objects in theapproach area by a safe margin.

Note.— See 8.3.1 for provision of anautomatic shut-off switch for unmonitored APAPIsystems.

5 . 3 . 6 . 2 2 Standard.— The azimuth spreadof the light beam shall be suitably restricted wherean object located outside the obstacle protectionsurface of the PAPI or APAPI system, but withinthe lateral limits of its light beam, is found to extendabove the plane of the obstacle protection surfaceand an aeronautical study indicates that the objectcould adversely affect the safety of operations.The extent of the restriction shall be such that theobject remains outside the confines of the lightbeam.

Note. – See 5.3.6.24 to 5.3.6.28 concerningthe related obstacle protection surface.

OBSTACLE PROTECTION SURFACE

5 . 3 . 6 . 2 3 S t a n d a r d . — An obstacleprotection surface shall be established when it isintended to provide a visual approach slopeindicator system.

5 . 3 . 6 . 2 4 Standard.— The characteristicsof the obstacle protection surface, i.e. origin,divergence, length and slope shall correspond tothose specified in the relevant column of Table5–7 and in Figure 5–17.

5 . 3 . 6 . 2 5 Standard.— New objects orextensions of existing objects shall not bepermitted above an obstacle protection surfaceexcept when, in the opinion of the certifyingauthority, the new object or extension would beshielded by an existing immovable object.

5 . 3 . 6 . 2 6 Standard.— Existing objectsabove an obstacle protection surface shall beremoved except when, in the opinion of the



certifying authority, the object is shielded by anexisting immovable object, or after aeronauticalstudy it is determined that the object would notadversely affect the safety of operations ofaeroplanes.

Figure 5-17. Obstacle protection surface for visual approach slope indicator systems

��

Obstacle protection surface

(Slope as in Table 5-7)

Obstacle protection surface(Dimensions as in Table 5-7)

Threshold

Approach surface inner edge

Approach surface inner edge

Divergence

5 . 3 . 6 . 2 7 S t a n d a rd . — Wh e r e anaeronautical study indicates that an existing objectextending above an obstacle protection surfacecould adversely affect the safety of operations ofaircraft one or more of the following measures shallbe taken:

a) suitably raise the approach slope of thesystem;

b) reduce the azimuth spread of the system sothat the object is outside the confines of thebeam;

c) displace the axis of the system and itsassociated obstacle protection surface by nomore than 5°;

d) suitably displace the threshold; and

e) where d) is found to be impracticable, suitablydisplace the system upwind of the threshold toprovide an increase in threshold crossingheight equal to the height of the objectpenetration.



Table 5-7. Dimensions and slopes of the Obstacle Protection Surfaces

RUNWAY TYPE / CODE NUMBER

Non-instrument Non-Precision Instrument PrecisionInstrument

(1) (2) (3)SURFACE DIMENSIONS

Code number1 2 3 4

Code number1 2 3 4

Code number1&2 3&4

Length of inner edge 30 m 30 m 45 m 75 m 45 m 45 m 75 m 150 m 75 m 150 m

Distance from threshold 30 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m

Divergence (each side) 10% 10% 10% 10% 15% 15% 15% 15% 15% 15%

Total length 7500 m 7500 m 15000 m 15000 m 7500 m 7500 m 15000 m 15000 m 15000 m 15000 m

Slope (3˚ Glideslope)

PAPI

APAPI

---- 1.93˚ 1.93˚ 1.93˚

1.85˚ 1.85˚ ---- ----

1.93˚ 1.93˚ 1.93˚ 1.93˚

1.85˚ 1.85˚ ---- ----

1.93˚ 1.93˚

---- ----

Note.— No slope has been specified if a system is unlikely to be used on runway type/code number indicated.


Aerodrome Standards and Recommended Practices� Chapter5

5 .3 .7 AERODROME FLIGH TMANOEUVRING AREA

HAZARD LIGHT S

Note 1 .— The inclusion of detaile dspecifications for aerodrome flight manoeuvrin garea hazard lights in this section does not implythat hazard lights are required to be provided.

Note 2.— Where there are no obstacle shigher than 100 m below the visual circuit altitud ewithin 6 nm radius of the airport, aerodrome flightmanoeuvring hazard lights are not required inorder for the airport to be certified for nigh toperations . Where the certifying authority ha sdetermined that an airport cannot be certified fo rnight operations due to hazardous terrain, th einstallation of terrain hazard lights is intended t odelineate the limits of a safe manoeuvring area to

permit the aircraft to safely arrive and depart fromthe airport at night under specified meteorologica lconditions.

Genera l

5 .3 .7 .1 Standard .— The dimensions ofthe flight manoeuvring area shall permit the critica laircraft arriving and departing the airport t omanoeuvre safely in both the all engine operatin gor one engine out configuration .

5 .3 .7 .2 Standard .— The obstacle freearea shall be determined by drawing arcs of aradius of 2 .3 NM centred on each runwaythreshold and joining those arcs with tangent linesand shall provide a minimum of 100 m vertica lobstacle clearance (see Figure 5—18) .

Figure 5-18. Flight manoeuvring area

4th Edition

�

5—4 1March 01, 1993

�

Transport Canada


5 . 3 . 7 . 3 Recommendation.— Where theobstacle free area is less than that prescribed in5.3.7.2 the airport should not normally beconsidered for night operations.

Location

5 . 3 . 7 . 4 Standard.— The lights shall belocated so as to be visible to aircraft operating inIMC at the highest authorized circling minimumdescent altitude and for aircraft operating in VMCfrom any position within the traffic pattern.

5 . 3 . 7 . 5 Recommendation.— The lightsshould be located at approximately the sameelevation.

5 . 3 . 7 . 6 Standard.— Each aerodromeflight manoeuvring area hazard beacon systemshall consist of a group of lights positioned so as todefine the extent of the safe manoeuvring areaand so that each light in the system can be seenfrom the preceding one. Where appropriate, thelights of cities, towns etc may be included foraiding in the determination of the safe flightmanoeuvring area.

Characteristics

5 . 3 . 7 . 7 Standard.— The aerodromeflight manoeuvring area hazard lights shall beomni–directional, medium intensity flashing redlight or white flashing capacitor discharge light withan effective intensity in white of 2000 cd for nightoperation.

5.3.8 RUNWAY LEAD–INLIGHTING SYSTEMS

Application

5 . 3 . 8 . 1 Recommendation.— A runwaylead–in lighting system should be provided whereit is desired to provide visual guidance along aspecific approach path, for reasons such asavoiding hazardous terrain or for purposes of noiseabatement.

Location

5 . 3 . 8 . 2 Recommendation.— A runwaylead–in lighting system should consist of groups oflights positioned so as to define the desiredapproach path and so that one group may be

sighted from the preceding group. The intervalbetween adjacent groups should not exceedapproximately 1600 m.

Note.— Runway lead–in lighting systems maybe curved, straight or a combination thereof.

5 . 3 . 8 . 3 Recommendation.— A runwaylead–in lighting system should extend from a pointas determined by the Certifying Authority, up to apoint where the approach lighting system, ifprovided, or the runway or the runway lightingsystem is in view.

Characteristics

5 . 3 . 8 . 4 Recommendation.— Each groupof lights of a runway lead–in lighting system shouldconsist of at least three flashing lights in a linear orcluster configuration. The system may beaugmented by steady burning lights where suchlights would assist in identifying the system.

5 . 3 . 8 . 5 Recommendation.— The flashinglights should be white, and the steady burninglights gaseous discharge lights.

5 . 3 . 8 . 6 Recommendat ion.— Wherepracticable, the flashing lights in each groupshould flash in sequence towards the runway.

5.3.9 RUNWAYIDENTIFICATION LIGHTS

(RILS)Application

5 . 3 . 9 . 1 Recommendation.— Runwayidentification lights should be provided:

a) at the threshold of a non–precision approachrunway where it is not practical to provide othervisual approach aids; or

b) where extraneous non–aeronautical lights orlack of daytime contrast detract from theeffectiveness of approach lights or where thethreshold is difficult to identify and enhancedconspicuity is necessary; and

c) where a runway threshold is permanentlydisplaced from the runway extremity ortemporarily displaced from the normal positionand additional threshold conspicuity isnecessary.



Location

5 . 3 . 9 . 2 S tan dard .— R un wayidentification lights shall be located symmetricallyabout the runway centre line at a lateral distance of12 m from the runway edge.

5 . 3 . 9 . 3 S t a n d a rd . — R u n w ayidentification lights shall be located at alongitudinal distance not greater than 30 m in frontof the runway threshold.

5 . 3 . 9 . 4 Recommendation.— The lightsshould be installed in line with the runwaythreshold lights.

Note.— Although the recommended positionis to place the lights in line with the runwaythreshold lights, a range up to 30 m from thethreshold has been specified to allow forenvironmental and operational factors.

5 . 3 . 9 . 5 Standard.— The top of the lightunits shall not exceed a height of 1 m above therunway threshold.

Characteristics

5 . 3 . 9 . 6 S tan dard .— R un wayidentification lights shall be flashing white lightswith a flash frequency between 80 and 120 perminute.

5 . 3 . 9 . 7 S tan dard .— R un wayidentification lights shall be aligned at an angle of20° outward from the longitudinal axis of therunway and at an angle of 7.5° above the horizontalso as to be visible only in the direction of approachto the runway.

5.3.10 RUNWAYEDGE LIGHTS

Application

5 . 3 . 1 0 . 1 S t a n d a r d . — Low intensityrunway edge lights shall be provided for a runwayintended for use at night where the code numberis 1 or 2.

5 . 3 . 1 0 . 2 Recommendation.— L owintensity runway edge lights should be providedfor a non–precision approach runway intended foruse by day when the code number is 1 or 2.

5 . 3 . 1 0 . 3 Standard.— Medium intensityrunway edge lights shall be provided for a runwayintended for use at night where the code numberis 3 or 4.

5 . 3 . 1 0 . 4 Recommendation.— Mediumintensity runway edge lights should be providedfor a non–precision approach runway intended foruse by day when the code number is 3 or 4.

5 . 3 . 1 0 . 5 S t a n d a r d . — High intensityrunway edge lights shall be provided for aprecision approach runway intended for use byday or night.

5 . 3 . 1 0 . 6 Recommendat ion.— Highintensity runway edge lights should be providedon a runway intended for take–off with anoperating minimum below an RVR of the order of2600 ft (800 m) by day.

Location

5 . 3 . 1 0 . 7 Standard.— Runway edge lightsshall be placed along the full length of the runwayand shall be in two parallel rows equidistant fromthe centre line.

5 . 3 . 1 0 . 8 Standard.— Runway edge lightsshall be placed along the edges of the areadeclared for use as the runway or outside theedges of the area at a distance of up to 1.5 m.Where the accumulation of snow at the runwayedge creates maintenance problems the lightsmay be located up to 3 m from the runway edge.

5 . 3 . 1 0 . 9 Recommendation.— Where thewidth of the area which could be declared asrunway exceeds 60 m, the distance between therows of lights should be determined taking intoaccount the nature of the operations, the lightdistribution characteristics of the runway edgelights, and other visual aids serving the runway.

5 . 3 . 1 0 . 1 0 Standard.— The lights shallbe uniformly spaced in rows at intervals of not morethan 60 m. The lights on opposite sides of therunway axis shall be on lines at right angles to thataxis. At intersections with runways or taxiways,lights may be spaced irregularly or omitted,provided that adequate guidance remains availableto the pilot and the spacing is not greater than 120m.



Characteristics

5 . 3 . 1 0 . 1 1 Standard.— Runway edgelights shall be fixed lights showing variable white,except that:

a) in the case of a displaced threshold, the lightsbetween the beginning of the runway and thedisplaced threshold shall show blue; and

b) a section of the lights 600 m or one–third ofthe runway length, whichever is the less, at theremote end of the runway from the end atwhich the take–off run is started, may showyellow.

Figure 5-19. Runway edge light mounting height

��

35 cm max

75 cm max

Lights installed between 1.5 m and 3.0 m from the runway edge may have the mounting height increased 1 cm for each 3.75 cm (slope 26.6%) beyond 1.5 m.

1.5 m

3 m

��

Pavement edge(or defined runway edge)

Runway edgeelevation

5 . 3 . 1 0 . 1 2 Standard.— The runway edgelights shall show at all angles in azimuth necessaryto provide guidance to a pilot landing or taking offin either direction. When the runway edge lightsare intended to provide circling guidance, theyshall show at all angles in azimuth.

Note.— Asymmetric or symmetric lenses maybe installed if there is no requirement for circlingguidance.

5 . 3 . 1 0 . 1 3 Standard.— In all angles ofazimuth required in 5.3.10.12, runway edge lightsshall show at angles up to 15° above the horizontalwith an intensity adequate for the conditions ofvisibility and ambient light in which use of the

runway for take–off or landing is intended. In anycase, the intensity shall be at least 50 cd exceptthat at an aerodrome without extraneous lightingthe intensity of the lights may be reduced to notless than 25 cd to avoid dazzling the pilot.

5 . 3 . 1 0 . 1 4 Standard.— Runway edgelights on a precision approach runway shall be inaccordance with the specifications of Appendix B,Sections B.1.10 or B.1.11.

5 . 3 . 1 0 . 1 5 Standard.— Runway edgelights shall be mounted to a maximum height of 35cm above the runway edge except they may beraised to a maximum height of 75 cm when located3 m from the runway edge using a ratio of 1 cm per3.75 cm as the light is moved out from the 1.5 m tothe 3 m position (see Figure 5–18). In areas withspecial maintenance problems, such as high snowfall, runway edge light mounting heights in excessof the values given shall require the approval of theCertifying Authority. In all cases a minimumclearance of 15 cm shall be provided between thelight and any overhanging part of the aircraftexpected to use the runway when it’s main landinggear is located at the edge of the pavement.

5 . 3 . 1 0 . 1 6 Standard.— Runway edgelight mountings shall be frangible.



5.3.11 RUNWAYTHRESHOLD and

WING BAR LIGHTS

Application of runway threshold lights

5 . 3 . 1 1 . 1 Standard.— Runway thresholdlights shall be provided for a runway equipped withrunway edge lights except on a non–instrument ornon–precision approach runway where thethreshold is displaced and wing bar lights areprovided.

Description of runway threshold lights

5 . 3 . 1 1 . 2 Standard.— Runway thresholdlights shall consist of:

a) on a runway less than 45 m in width, six lightsarranged in two groups, and on a runway 45 mand greater in width, eight lights arranged intwo groups;

b) in addition to those lights required by (a)above, when a precision approach runwaycategory I lighting system is installed,additional lights as required to achieve amaximum spacing of 3 m between individuallights; and

c) in addition to those lights required by (a) and(b) above, on a precision approach runwaycategory II or III, additional lights as required toachieve a maximum spacing of 1.5 m betweenindividual lights.

Location of runway threshold lights

Note.— Minor adjustments to thespecifications for the spacing distances betweenlights are permitted for the purposes of uniformityprovided that the intent as to the number of lightsprovided in a configuration is maintained.

5 . 3 . 1 1 . 3 Standard.— When a threshold isat the extremity of a runway, the threshold lightsshall be placed in a row at right angles to therunway axis as near to the extremity of the runwayas possible and, in any case, not more than 3 moutside the extremity.

5 . 3 . 1 1 . 4 Standard.— When a threshold isdisplaced from the extremity of a runway, thresholdlights shall be placed in a row at right angles to therunway axis at the displaced threshold.

5 . 3 . 1 1 . 5 S t a n d a r d . — The runwaythreshold lights described in 5.3.11.2 (a), shall beplaced in two groups symmetrically disposed aboutthe runway centre line with the outermost runwaythreshold lights positioned to align with the runwayedge lights and the remainder spaced at intervalsof 3 m.

5 . 3 . 1 1 . 6 Standard.— On a precisionapproach runway category I, those additional lightsdescribed in 5.3.11.2 (b), shall be placed betweenthe inner most lights described in 5.3.11.5 andspaced at uniform intervals not to exceed 3 m.

Note.— It is intended that the total number oflights positioned in 5.3.11.5 and 5.3.11.6 wouldbe spaced at uniform intervals.

5 . 3 . 1 1 . 7 Standard.— On a precisionapproach runway category II or III, those additionallights described in 5.3.11.2 (b), shall be placedbetween the lights described in 5.3.11.5 and5.3.11.6 so as to achieve a uniform spacing of 1.5m between individual lights.

Application of wing bar lights

5 . 3 . 1 1 . 8 Standard.— Wing bar lightsshall be provided on a runway where the thresholdis displaced to indicate the location of thedisplaced threshold.

5 . 3 . 1 1 . 9 Standard.— Wing bar lights shallbe provided on a precision approach runwaycategory II or III.

Description of wing bar lights

5 . 3 . 1 1 . 1 0 Standard.— Wing bar lightsshall consist of two groups of lights (ie. wing bars)each consisting of;

a) three lights when used to mark the location ofa displaced threshold for a runway 30 m or lessin width;

b) four lights when used to mark the location of adisplaced threshold for a runway greater than30 m in width but not greater than 45 m inwidth;

c) five lights when used to mark the location of adisplaced threshold for a runway greater than45 m in width; and



Figure 5-20 Examples of threshold and wing bar lights

RUNWAYCENTRE LINE

RUNWAY THRESHOLD

RUNWAYCENTRE LINE

RUNWAY THRESHOLD

RUNWAYCENTRE LINE

RUNWAY THRESHOLD

RUNWAYCENTRE LINE

RUNWAYCENTRE LINE

RUNWAY THRESHOLD RUNWAY THRESHOLD

23 m WIDE RUNWAY

45 m WIDE RUNWAY

Basic configuration

Basic configuration

Precision approach category I configuration

Precision approach category I configuration

Precision approach category II and III configuration

Lights configured to operate with runway edge lights

Lights configured to operate with Precision approach lighting category I

Lights configured to operate with precision approach lighting category II and III

LEGEND

in line with runway edge lights

3 m max

3 m max

3 m max

1.5 m max

1.5 m max

wing bar lightswing bar lights

13.5 m

3 m max

(Note.– reduction in spacing necessary to meet 3.0 m maximum between light centres)

2.9 m (3 m max)





d) seven or eight lights when provided on aprecision approach runway category II or III.

Location of wing bar lights

5 . 3 . 1 1 . 1 1 Standard.— To indicate thelocation of a displaced threshold, wing bar lightsshall be symmetrically disposed on each side ofthe runway at the displace threshold . Each wingbar shall be at right angles to the line of runwayedge lights with the innermost light located 3 moutside the line of runway edge lights and theremainder spaced at intervals of 3 m.

5 . 3 . 1 1 . 1 2 Recommendation.— Wherepracticable, a wing bar indicating the location of adisplaced threshold should be aligned with arunway edge light.

5.3 .11 .13 Standard.— For a precisionapproach runway category II or III, wing bar lightsshall be symmetrically disposed on each side ofthe runway threshold lights, extending to 13.5 mfrom the runway edge with uniform spacingbetween each light of 1.5 m .

Note.— On runways where the runway edgelighting is placed 3 m from the edge, seven lightsare required in each wing bar. On runways wherethe runway edge lighting is placed 1.5 m from theedge, eight lights are required in each wing bar.

Characteristics of runway threshold andwing bar lights

5 . 3 . 1 1 . 1 4 S tan dard .— R un waythreshold and wing bar lights shall be fixedunidirectional lights showing green in the directionof approach to the runway (see Figure 5–20). Theintensity and beam spread of the lights shall beadequate for the conditions of visibility andambient light in which use of the runway isintended.

Note.— Bidirectional fixtures are permissableto facilitate the requirements of 5.3.11 and 5.3.12.

5 . 3 . 1 1 . 1 5 S t a n d a r d . — The lightsrequired by 5.3.11.2 (a) and 5.3.11.8 shall beconfigured to be illuminated with the runway edgelights at a compatible intensity.

5 . 3 . 1 1 . 1 6 S t a n d a r d . — The lightsrequired by 5.3.11.2 (b) shall be configured to beilluminated with the precision approach category I

lighting system at a compatible intensity.

5 . 3 . 1 1 . 1 7 S t a n d a r d . — The lightsrequired by 5.3.11.2 (c) and 5.2.11.9 shall beconfigured to be illuminated with the precisionapproach category II and III lighting system at acompatible intensity.

5 . 3 . 1 1 . 1 8 S tan dard .— R un waythreshold lights on a precision approach runwayshall be in accordance with the specifications ofAppendix B, section B.1.3.

5 . 3 . 1 1 . 1 9 Standard.— Wing bar lights ona precision approach runway shall be inaccordance with the specifications of Appendix B,section B.1.4.

5 . 3 . 1 1 . 2 0 Standard.— T h r e s h o l dand wing bar lights using high intensity fixtures(PAR 56 lamps) shall be aligned vertically with anangle of elevation 6.1 degrees.

5 . 3 . 1 1 . 2 1 Standard.— T h r e s h o l dlights using medium intensity fixtures (PAR 38lamps) shall be aligned vertically with an angle ofelevation 3.1 degrees.

5 . 3 . 1 1 . 2 2 S tan dard .— R un waythreshold and wing bar light shall be alignedlaterally with their beam axis parallel to the runwaycentre line.

5 . 3 . 1 1 . 2 3 S tan dard .— R un waythreshold and wing bar light mountings shall befrangible.

5.3.12 RUNWAY ENDLIGHTS

Application

5 . 3 . 1 2 . 1 Standard.— Runway end lightsshall be provided for a runway equipped withrunway edge lights.

Description

5 . 3 . 1 2 . 2 Standard.— Runway end lightson a runway less than 45 m in width shall consist ofsix lights arranged in two groups, and on a runway45 m and greater in width, eight lights arranged intwo groups.



Location

5 . 3 . 1 2 . 3 Standard.— Runway end lightsshall be placed on a line at right angles to therunway axis as near to the end of the runway aspossible and, in any case, not more than 3 moutside of the end.

5 . 3 . 1 2 . 4 S t a n d a r d . — Runway endlighting shall be placed in two groups symmetricallydisposed about the runway centre line with theoutermost runway end lights positioned to alignwith the runway edge lights and the remainderspaced at intervals of 3 m.

Characteristics

5 . 3 . 1 2 . 5 Standard.— Runway end lightsshall be fixed unidirectional lights showing red inthe direction of the runway. The intensity andbeam spread of the lights shall be adequate for theconditions of visibility and ambient light in whichuse of the runway is intended.

Note.— When the threshold is at the runwayextremity, bidirectional fixtures are permissable tofacilitate the requirements of 5.3.11 and 5.3.12.

5 . 3 . 1 2 . 6 Standard.— Runway end lightson a precision approach runway shall be inaccordance with the specifications of Appendix B,section B.1.9.

5 . 3 . 1 2 . 7 Standard.— Runway end lightmountings shall be frangible.

5.3.13 RUNWAY CENTRELINE LIGHTS

Application

5 . 3 . 1 3 . 1 Standard.— Runway centre linelights shall be provided on a precision approachrunway category II or III.

5 . 3 . 1 3 . 2 Recommendation.— Runwaycentre line lights should be provided on aprecision approach runway category I, particularlywhen the runway is used by aircraft with highlanding speeds or where the width between therunway edge lights is greater than 50 m.

5 . 3 . 1 3 . 3 Standard.— Runway centre linelights shall be provided on a runway intended to beused for take–off with an operating minimum belowan RVR of the order of 1400 ft (400 m).

5 . 3 . 1 3 . 4 Recommendation.— Runwaycentre line lights should be provided on a runwayintended to be used for take–off with an operatingminimum of an RVR of the order of 1400 ft (400 m)or higher when used by aeroplanes with a veryhigh take–off speed, particularly where the widthbetween the runway edge lights is greater than 50m.

5 . 3 . 1 3 . 5 Recommendation.— Centre lineguidance for take–off from the beginning of arunway to a displaced threshold should beprovided by:

a) an approach lighting system if itscharacteristics and intensity settings afford theguidance required during take-off and it doesnot dazzle the pilot of an aircraft taking off; or

b) runway centre line lights; or

c) barrettes of at least 3 m length and spaced atuniform intervals of 30 m, designed so thattheir photometric characteristics and intensitysetting afford the guidance required duringtake–off without dazzling the pilot of an aircrafttaking off.

Location

5 . 3 . 1 3 . 6 Standard.— Runway centre linelights shall be located along the centre line of therunway, except that the lights may be uniformlyoffset to the same side of the runway centre line bynot more than 60 cm where it is not practicable tolocate them along the centre line. The lights shallbe located from the threshold to the end at alongitudinal spacing approximately:

– 7.5 m or 15 m on a precision approach runwaycategory III;

– 15 m on a precision approach runway categoryII or on runways intended to be used fortake–off with an operating minimum below anRVR of the order of 1400 ft (400 m); and

– 15 m or 30 m on a precision approach runwaycategory I or other runways on which lights areprovided.



Characteristics

5 . 3 . 1 3 . 7 Standard.— Runway centre linelights shall be fixed lights showing variable whitefrom the threshold to the point 900 m from therunway end; alternate red and variable white from900 m to 300 m from the runway end; and red from300 m to the runway end, except that:

a) where the runway centre line lights are spacedat 7.5 m intervals, alternate pairs of red andvariable white lights shall be used on thesection from 900 m to 300 m from the runwayend; and

b) for runways less than 1800 m in length, thealternate red and variable white lights shallextend from the mid point of the runwayusable for landing to 300 m from the runwayend.

Note 1.— Care is required in the design of theelectrical system to ensure that failure of part of theelectrical system will not result in a false indicationof the runway distance remaining.

Note 2.— Bidirectional lights may be used withthe appropriate filter in each direction to facilitatethe provision of runway centre line lighting on theopposite direction runway.

5 . 3 . 1 3 . 8 Standard.— Runway centre linelights shall be in accordance with the specificationsof Appendix B, Sections B.1.6, B.1.7, or B.1.8.

5.3.13.9 Standard.— Where necessary,provision shall be made to extinguish those centreline lights specified in 5.3.13.5 (b) or reset theintensity of the approach lighting system orbarrettes when the runway is being used forlanding.

5.3.14 RUNWAYTOUCHDOWNZONE LIGHTS

Application

5 . 3 . 1 4 . 1 Standard.— Touchdown zonelights shall be provided in the touchdown zone of aprecision approach runway category II or III.

Location

5 . 3 . 1 4 . 2 Standard.— Touchdown zonelights shall extend from the threshold for alongitudinal distance of 900 m, except that, onrunways less than 1800 m in length, the systemshall be shortened so that it does not extendbeyond the midpoint of the runway. The patternshall be formed by pairs of barrettes symmetricallylocated about the runway centre line. The lateralspacing between the innermost lights of a pair ofbarrettes shall be equal to the lateral spacingselected for the touchdown zone marking. Thelongitudinal spacing between pairs of barrettesshall be 30 m.

Characteristics

5 . 3 . 1 4 . 3 Standard.— A barrette shall becomposed of at least three lights with a spacingbetween the lights of not more than 1.5 m.

5 . 3 . 1 4 . 4 Recommendation.— A barretteshould be not less than 3 m nor more than 4.5 m inlength.

5 . 3 . 1 4 . 5 Standard.— Touchdown zonelights shall be fixed unidirectional lights showingvariable white.

5 . 3 . 1 4 . 6 Standard.— Touchdown zonelights shall be in accordance with the specificationsof Appendix B, section B.1.5.

5.3.15 STOPWAY LIGHTS

Application

5 . 3 . 1 5 . 1 Standard.— Stopway lights shallbe provided for a stopway intended for use atnight.

Location

5 . 3 . 1 5 . 2 Standard.— Stopway lights shallbe placed along the full length of the stopway andshall be in two parallel rows that are equidistantfrom the centre line and coincident with the rows ofthe runway edge lights. Stopway lights shall alsobe provided across the end of a stopway on a lineat right angles to the stopway axis as near to theend of the stopway as possible and, in any case,not more than 3 m outside the end.



Characteristics

5 . 3 . 1 5 . 3 Standard.— Stopway lightsshall be fixed unidirectional lights showing red inthe direction of the runway.

5 . 3 . 1 5 . 4 Standard.— Sto p way l ig h tmountings shall be frangible.

5.3.16 TAXIWAY CENTRELINE LIGHTS

Application

5 . 3 . 1 6 . 1 Standard.— Taxiway centre linelights shall be provided on an exit taxiway, taxiway,apron, and apron stand taxilane intended for use inrunway visual range conditions less than a value ofthe order of 1400 ft (400 m), in such a manner as toprovide continuous guidance between the runwaycentre line and the point on the apron whereaircraft commence manoeuvring for parking,except that these lights need not be providedwhere there is a low volume of traffic and taxiwayedge lights and centre line marking provideadequate guidance.

Note.—See 5.3.23 concerning the provisionof aircraft stand manoeuvring guidance lights.

5 . 3 . 1 6 . 2 Recommendation.— Taxiwaycentre line lights should be provided on a taxiwayintended for use at night in runway visual rangeconditions of the order of 1400 ft (400 m) orgreater, and particularly on complex taxiwayintersections and exit taxiways, except that theselights need not be provided where there is a lowvolume of traffic and taxiway edge lights and centreline marking provide adequate guidance.

Note 1.— Where there may be a need todelineate the edges of a taxiway, e.g. on a rapidexit taxiway, narrow taxiway or in snow conditions,this may be done with taxiway edge lights ormarkers.

Note 2.— See 5.5.5 for taxiway edge markers.

5 . 3 . 1 6 . 3 Standard.— Taxiway centre linelights shall be provided on a runway forming part ofa standard taxi–route and intended for taxiing inrunway visual range conditions less than a value ofthe order of 1400 ft (400 m) except that theselights need not be provided where there is a low

volume of traffic and taxiway edge lights and centreline marking provide adequate guidance.

Note.— See 8.1.2.2 for provisions concerningthe interlocking of runway and taxiway lightingsystems.

Characteristics

5 . 3 . 1 6 . 4 Standard.— With the exceptionof an exit taxiway, taxiway centre line lights on ataxiway and on a runway forming part of arecognized taxi–route, shall be fixed lightsshowing green with beam dimensions such thatthe light is visible only from aircraft on or in thevicinity of the taxiway.

5 . 3 . 1 6 . 5 Standard .— Where aircraftfollow the same centreline in both directions thecentreline lights shall be bidirectional.

5 . 3 . 1 6 . 6 Standard.— Taxiway centre linelights on an exit taxiway shall be fixed lights.Alternate taxiway centre line lights shall showgreen and yellow from their beginning near therunway centre line to the outer perimeter of theILS/MLS critical/sensitive area or the taxi-holdingposition, whichever is farthest from the runway;and thereafter all lights shall show green. (SeeFigure 5–21). The light nearest to the perimetershall always show yellow. Where aircraft may followthe same centre line in both directions, all thecentre line lights shall show green to aircraftapproaching the runway.

Note 1.—Care is necessary to limit the lightdistribution of green lights on or near a runway soas to avoid possible confusion with thresholdlights.

Note 2.—For yellow filter characteristics seeAppendix A.

Note 3.— The size of the ILS/MLScritical/sensitive area depends on thecharacteristics of the associated ILS or MLS.Some guidance is provided in TP 1247, Land Usein the Vicinity of Airports.

5 . 3 . 1 6 . 7 Standard.— Taxiway centre linelights shall be in accordance with the specificationsof:

a) Appendix B, section B.2.1, B.2.2 or B.2.3 fortaxiways intended for use in runway visual



range conditions of less than a value of theorder of 1400 ft (400 m); and

b) Appendix B, section B.2.4 or B.2.5 for othertaxiways.

Location

5 . 3 . 1 6 . 8 Recommendation.— Taxiwaycentre line lights should normally be located on thetaxiway centre line marking, except that they maybe offset by not more than 30 cm where it is notpracticable to locate them on the marking.

TAXIWAY CENTRE LINE LIGHTS ONTAXIWAYS

Location

5 . 3 . 1 6 . 9 Standard.— Taxiway centre linelights on a straight section of a taxiway shall bespaced at longitudinal intervals of not more than 30m, except that:

a) on a taxiway intended for use in RVRconditions of less than a value of the order of1400 ft (400 m), the longitudinal spacing shallnot exceed 15 m.

b) larger intervals not exceeding 60 m may beused where, because of the prevailingmeteorological conditions, adequate guidanceis provided by such spacing; and

c) intervals less than 30 m should be provided onshort straight sections.

5 . 3 . 1 6 . 1 0 Standard.— Taxiway centreline lights on a taxiway curve shall continue fromthe straight portion of the taxiway at a constantdistance from the outside edge of the taxiwaycurve. The lights shall be spaced at intervals suchthat a clear indication of the curve is provided.

5 . 3 . 1 6 . 1 1 Standard.— On a taxiwayintended for use in RVR conditions of less than avalue of the order of 1400 ft (400 m), the lights ona curve shall not exceed a spacing of 15 m and ona curve of less than 400 m radius the lights shall bespaced at intervals of not greater than 7.5 m. Thisspacing should extend for 60 m before and afterthe curve.

5 . 3 . 1 6 . 1 2 Recommendation.— On ataxiway intended for use in RVR conditions of1400 ft (400 m) or greater, the lights on a curveshould not exceed a spacing of:

Curve radius Light spacing

up to 400 m 7.5 m

401 m to 899 m 15 m

900 m or greater 30 m

This spacing should extend for 60 m before andafter the curve.

Note.— See 3.7.5 and Figure 3–1.

TAXIWAY CENTRE LINE LIGHTS ONRAPID EXIT TAXIWAYS

Location

5 . 3 . 1 6 . 1 3 Standard.— Taxiway centreline lights on a rapid exit taxiway shall commence ata point at least 60 m before the beginning of thetaxiway centre line curve and continue beyond theend of the curve to a point on the centre line of thetaxiway where an aircraft can be expected to reachnormal taxiing speed. The lights on that portionparallel to the runway centre line should always beat least 60 cm from any row of runway centre linelights, as shown in Figure 5–21.

5 . 3 . 1 6 . 1 4 Standard.— The lights shouldbe spaced at longitudinal intervals of not more than15 m.

TAXIWAY CENTRE LINE LIGHTS ONOTHER EXIT TAXIWAYS

Location

5 . 3 . 1 6 . 1 5 Recommendation.— Taxiwaycentre line lights on exit taxiways other than rapidexit taxiways should commence at the point wherethe taxiway centre line marking begins to curvefrom the runway centre line, and follow the curvedtaxiway centre line marking at least to the pointwhere the marking leaves the runway. The firstlight should be at least 60 cm from any row ofrunway centre line lights, as shown in Figure 5–21.

Note.— See 5.2.8 for location of taxiwaycentre line markings.



5 . 3 . 1 6 . 1 6 Recommendation.— The lightsshould be spaced at longitudinal intervals of notmore than 7.5 m.

TAXIWAY CENTRE LINE LIGHTS ONRUNWAYS

5 . 3 . 1 6 . 1 7 Recommendation.— Taxiwaycentre line lights on a runway forming part of arecognized taxi–route and intended for taxiing inRVR conditions of less than a value of the order of1400 ft (400 m) should be spaced at longitudinalintervals not exceeding 15 m.

5.3.17 TAXIWAYEDGE LIGHTS

Application

5 . 3 . 1 7 . 1 Standard.— Taxiway edge lightsshall be provided on a holding bay, apron, etc.intended for use at night and on a taxiway notprovided with taxiway centre line lights andintended for use at night, except that :

a) taxiway edge lights need not be provided ontaxiways intended for use at night inassociation with non-instrument runwayswhere the code number is 1 or 2 provided thatretro-reflective taxiway edge markers areinstalled.

b) taxiway edge lights need not be provided onaprons where considering the nature of theoperations, adequate guidance can beachieved by surface illumination of taxiwayedge markers.

c) retro–reflective markers may be used in lieu oftaxiway edge lights on private taxiways andaprons.

Note.— See 5.5.5 for taxiway edge markers.

5 . 3 . 1 7 . 2 Standard.— Taxiway edge lightsshall be provided on a runway forming part of astandard taxi–route and intended for taxiing atnight where the runway is not provided withtaxiway centre lights, except that taxiway edgelights need not be provided where, consideringthe nature of the operations, adequate guidancecan be achieved by surface illumination or othermeans.

Location

5 . 3 . 1 7 . 3 Standard.— Taxiway edge lightson a straight section of a taxiway and on a runwayforming part of a recognized taxi route shall bespaced at uniform longitudinal intervals of not morethan 60 m.

5 . 3 . 1 7 . 4 Recommendation.— The lights ona curve should be spaced at intervals less than 60m so that a clear indication of the curve is provided.

Note.— Where necessary at a taxiway/taxiwayintersection, additional blue lights (eg. double)may be installed to improve conspicuity of theintersection.

5 . 3 . 1 7 . 5 Recommendation.— The lightsshould be located as near as practicable to theedges of the taxiway, holding bay , apron, orrunway, etc., or outside the edges at a distance ofnot more than 3 m.

5 . 3 . 1 7 . 6 Standard.— The intersection ofa taxiway with a runway shall be indicated byplacing two blue edge lights on each side of andadjacent to the taxiway/runway intersection.

5 . 3 . 1 7 . 7 Standard.— The intersection ofa taxiway with an apron shall be indicated byplacing two yellow edge lights on each side of andadjacent to the taxiway/apron intersection.

5 . 3 . 1 7 . 8 Standard .— The two lightsprovided in accordance with 5.3.17.6 and 5.3.17.7shall be located so that one light is positioned inline with the other edge lights. The second shallbe positioned not more than 0.6 m from the first,and aligned to be equidistant from the edge(s) ofthe pavement on each side of the first light.

Characteristics

5 . 3 . 1 7 . 9 Standard.— Taxiway edge lightsshall be fixed lights showing blue. The lights shallshow up to at least 30° above the horizontal and atall angles in azimuth necessary to provideguidance to a pilot taxiing in either direction. At anintersection, exit or curve the lights shall beshielded as far as practicable so that they cannotbe seen in angles of azimuth in which they may beconfused with other lights.

4th EditionMarch 01, 1993 5–53 Transport Canada


Note.— See paragraph 5.5.5 forcharacteristics of retro–reflective taxiway edgemarkers.

5 . 3 . 1 7 . 1 0 Standard.— Taxiway edgelight mountings shall be frangible

5.3.18 STOP BARS(see also 5.3.24)

Application

Note.— The provision of stop bars requirestheir control by air traffic services.

5 . 3 . 1 8 . 1 Standard.— A stop bar shall beprovided at every taxi–holding position serving arunway when it is intended that the runway will beused in runway visual range conditions less than avalue of the order of 1400 ft (400 m) except whereoperational procedures exist to limit to one at anytime the number of aircraft on the manoeuvringarea.

5 . 3 . 1 8 . 2 Recommendation.— A stop barshould be provided at every taxi–holding positionserving a runway when it is intended that therunway will be used in runway visual rangeconditions of values between the order of 1400 ft(400 m) and 2600 ft (800 m) except whereoperational procedures exist to limit to one at anytime the number of aircraft on the manoeuvringarea.

Note.—There is a recommendation beforeICAO that the provisions of 5.3.18.2 will become astandard as of 01 January 1999

5 . 3 . 1 8 . 3 Recommendation.— One or morestop bars, as appropriate, should be provided at ataxiway intersection or taxi–holding position whenit is desired to supplement markings with lights andto provide traffic control by visual means.

5 . 3 . 1 8 . 4 Recommendation.— Where thenormal stop bar lights might be obscured (from apilot's view), or where a pilot may be required tostop the aircraft in a position so close to the lightsthat they are blocked from view by the structure ofthe aircraft, then a pair of elevated lights should beadded to each end of the stop bar.

Location

5 . 3 . 1 8 . 5 Standard.— Stop bars shall belocated across the taxiway at the point where it isdesired that traffic stop. Where the additionallights specified in 5.3.18.4 are provided, theselights shall be located not less than 3 m from thetaxiway edge.

Characteristics

5 . 3 . 1 8 . 6 Standard.— Stop bars shallconsist of lights spaced at intervals of 3 m acrossthe taxiway showing red in the intendeddirection(s) of approach to the intersection ortaxi–holding position.

5 . 3 . 1 8 . 7 Standard.— Stop bars installedat a taxi–holding position shall be unidirectionaland shall show red in the direction of approach tothe runway.

5 . 3 . 1 8 . 8 S t a n d a r d . — Where theadditional lights specified in 5.3.18.4 are provided,these lights shall have the same characteristics asthe lights in the stop bar, but shall be visible toapproaching aircraft up to the stop bar position.

5 . 3 . 1 8 . 9 S tan dard.— Selectivelyswitchable stop bars at a taxi-holding position shallbe installed in conjunction with taxiway centre linelights extending from the stop bar to the runwaycentreline in accordance with the specificationscontained in 5.3.16.15.

5 . 3 . 1 8 . 1 0 S tan dard .— Selectivelyswitchable stop bars other than at a taxi-holdingposition shall be installed in conjunction with atleast three taxiway centre line lights (extending forat least 90 m from the stop bar) in the direction thatit is intended for an aircraft to proceed from thestop bar.

Note.— See 5.3.16.9 to 5.3.16.17 forprovisions concerning the spacing of taxiwaycentre line lights.

5 . 3 . 1 8 . 1 1 Recommendation.— T heintensity in red light and beam spreads of stop barlights should be in accordance with thespecifications in Appendix B, Sections B.2.1through B.2.5, as appropriate.

Transport Canada 5–54 4th EditionMarch 01, 1993


5 . 3 . 1 8 . 1 2 S t a n d a r d . — The lightingcircuit shall be designed so that:

a) stop bars located across entrance taxiways areselectively switchable;

b) stop bars located across taxiways intended tobe used only as exit taxiways are switchableselectively or in groups;

c) when a stop bar is illuminated, the taxiwaycentre line lights specified in 5.3.18.8 and5.3.18.9 installed beyond the stop bar shall beextinguished; and

d) stop bars shall be interlocked with the taxiwaycentre line lights so that when the centre linelights beyond the stop bar are illuminated thestop bar is extinguished and vice versa.

Note 1.— A stop bar is switched on to indicatethat traffic stop and switched off to indicate thattraffic proceed.

Note 2.— Care is required in the design of theelectrical system to ensure that all of the lights of astop bar will not fail at the same time.

Note 3.— See 8.8 for provisions for selectiveswitching of stop bars and taxiway centre linelights.

5.3.19 TAXIWAYINTERSECTION LIGHTS

Note.— See 5.2.10 for specifications ontaxiway intersection marking

Application

5 . 3 . 1 9 . 1 Recommendation.— T ax i wa yintersection lights should be provided at a taxiwayintersection where it is desirable to define aspecific aeroplane holding limit and there is noneed for stop–and–go signals as provided by astop bar.

Location

5 . 3 . 1 9 . 2 S tan dard. — Taxiwayintersection lights shall be located in line with thetaxiway intersection marking. Where there is notaxiway intersection marking, the lights shall beinstalled at least 60 m from the centreline of the

intersecting taxiway where the code number is 3 or4 and at least 40 m where the code number is 1 or2.

Characteristics

5 . 3 . 1 9 . 3 S tan dard. — Taxiwayintersection lighting shall consist of at least threefixed unidirectional lights showing yellow in thedirection of approach to the intersection with alight distribution similar to taxiway centre line lightsif provided. The lights shall be disposedsymmetrically about, and at 90° to, the taxiwaycentre line, with individual lights spaced 1.5 mapart.

5.3.20 RUNWAYGUARD LIGHTS

Application

5 . 3 . 2 0 . 1 Standard .— Runway guardlights, Configuration A, shall be provided at eachtaxiway/runway intersection associated with arunway intended for use in :

a) runway visual range conditions less than avalue of the order of 2600 ft (800 m) where astop bar is not installed; and

b) runway visual range conditions of valuesbetween the order of 2600 ft (800 m) and4000 ft (1 200 m) where the traffic density ishigh.

5 . 3 . 2 0 . 2 Recommendation.— Runwayguard lights, Configuration A, should be providedat each taxiway/runway intersection associatedwith a runway intended for use in:

a) runway visual range conditions less than avalue of the order of 2600 ft ( 800 m) where astop bar is installed; and

b) runway visual range conditions of valuesbetween the order of 2600 ft (800 m) and4000 ft (1200 m) where the traffic density isnot high.

5 . 3 . 2 0 . 3 Recommendation.— Except asprovided in 5.3.20.4, runway guard lights,Configuration A, or configuration B or both, shouldbe provided at each taxiway/runway intersectionwhere enhanced conspicui ty of the



taxiway/runway intersection is needed, such as ona wide throat taxiway.

Note.— it is intended to upgrade therecommendations contained in 5.3.20.2 and5.3.20.3 to standards by January 1, 2002.

5 . 3 . 2 0 . 4 Standard .— Runway guardlights, configuration B shall not be collocated with astop bar.

Location

Note.— See Figure 5–6 for taxi–holdingposition marking patterns.

5 . 3 . 2 0 . 5 Standard.— Runway guardlights, configuration A, shall be located at eachside of the taxiway at a distance from the runwaycentre line not less than that specified for atake–off runway in Table 3–2

5 . 3 . 2 0 . 6 Standard.— Runway guardlights, configuration B, shall be located across thetaxiway at a distance from the runway centre linenot less than that specified for a take–off runway inTable 3–2

Characteristics

5 . 3 . 2 0 . 7 Standard.— Runway guardlights, configuration A, shall consist of two pairs ofyellow lights.

5 . 3 . 2 0 . 8 Standard.— Runway guardlights, configuration B, shall consist of yellow lightsspaced at intervals of 3 m across the taxiway.

5 . 3 . 2 0 . 9 Standard.— The light beam shallbe unidirectional and aligned so as to be visible tothe pilot of an aircraft taxiing to the holdingposition.

5 . 3 . 2 0 . 1 0 Recommendation.— T he intensity in yellow light and beam spreads of lightsof configuration A should be in accordance withthe specifications in Appendix B, section B.2.6.

5 . 3 . 2 0 . 1 1 Recommendation.— T heintensity in yellow light and beam spreads of lightsof configuration B should be in accordance withthe specifications in Appendix B, section B.2.1.

5 . 3 . 2 0 . 1 2 Standard.— The lights in eachunit of configuration A shall be illuminatedalternately.

5 . 3 . 2 0 . 1 3 Standard.— For configurationB, adjacent lights shall be alternately illuminatedand alternative lights shall be illuminated in unison.

5 . 3 . 2 0 . 1 4 Standard.— The lights shallbe illuminated between 30 and 60 cycles perminute and the light suppression and illuminationperiods shall be equal and opposite in each light.

5.3.21 APRONFLOODLIGHTING

(see also 5.3.15.1 And 5.3.16.1)

Application

5 . 3 . 2 1 . 1 Recommendat ion.— Apronfloodlighting should be provided on an apron, andon a designated isolated aircraft parking position,intended to be used at night.

Note 1.— The designation of an isolatedaircraft parking position is specified in 3.6.7

Note 2. — Guidance on apron floodlighting isgiven in the ICAO Aerodrome Design Manual, Part4.

Location

5 . 3 . 2 1 . 2 Recommendat ion.— Apronfloodlights should be located so as to provideadequate illumination on all apron service areas,with a minimum of glare to pilots of aircraft in flightand on the ground, aerodrome and aproncontrollers, and personnel on the apron. Thearrangement and aiming of floodlights should besuch that an aircraft stand receives light from two ormore directions to minimize shadows.

Characteristics

5 . 3 . 2 1 . 3 S t a n d a r d . — The spectraldistribution of apron floodlights shall be such thatthe colours used for aircraft marking connectedwith routine servicing, and/or surface and obstaclemarking, can be correctly identified.



5 . 3 . 2 1 . 4 Recommendation.— The averageilluminance should be at least the following:

Aircraft stand:

– horizontal illuminance – 20 lux with auniformity ratio (average to minimum) ofnot more than 4 to 1; and

– vertical illuminance – 20 lux at a height of 2m above the apron in relevant directions.

Other apron areas:

– horizontal illuminance – 50 per cent of theaverage illuminance on the aircraft standswith a uniformity ratio (average to minimum)of not more than 4 to 1.

5.3.22 VISUAL DOCKINGGUIDANCE SYSTEM

Application

5 . 3 . 2 2 . 1 Recommendation.— A visualdocking guidance system should be providedwhen it is intended to indicate, by a visual aid, theprecise positioning of an aircraft on an aircraft standand other alternative means, such as marshallers,are not practicable.

Note.— The factors to be considered inevaluating the need for a visual docking guidancesystem are in particular: the number and type(s) ofaircraft using the aircraft stand, weather conditions,space available on the apron and the precisionrequired for manoeuvring into the parking positiondue to aircraft servicing installation, passengerloading bridges, etc. See the ICAO AerodromeDesign Manual, Part 4 for guidance on theselection of suitable systems.

5 . 3 . 2 2 . 2 Standard.— The provisions ofparagraphs 5.3.22.3 to 5.3.22.7, 5.3.22.9 to5.3.22.12 and 5.3.22.16 and 5.3.22.18 shall notrequire the replacement of existing installationsbefore January 01, 2005.

Characteristics

5 . 3 . 2 2 . 3 Standard.— The system shallprovide both azimuth and stopping guidance.

5 . 3 . 2 2 . 4 S t a n d a r d . — The azimuthguidance unit and the stopping position indicator

shall be adequate for use in all weather, visibility,background lighting, and pavement conditions forwhich the system is intended both by day andnight, but shall not dazzle the pilot.

Note.— Care is required in both the designand on–site installation of the system to ensurethat reflection of sunlight, or other light in thevicinity, does not degrade the clarity andconspicuity of the visual cues provided by thesystem.

5 . 3 . 2 2 . 5 S t a n d a r d . — The azimuthguidance unit and the stopping position indicatorshall be of a design such that:

a) a clear indication of malfunction of either orboth is available to the pilot; and

b) they can be turned off.

5 . 3 . 2 2 . 6 S t a n d a r d . — The azimuthguidance unit and the stopping position indicatorshall be located in such a way that there iscontinuity of guidance between the aircraft standmarkings, the aircraft stand manoeuvring guidancelights, if present, and the visual docking guidancesystem.

5 . 3 . 2 2 . 7 Standard.— The accuracy of thesystem shall be adequate for the type of loadingbridge and fixed aircraft servicing installations withwhich it is to be used.

5 . 3 . 2 2 . 8 Recommendation.— The systemshould be usable by all types of aircraft for whichthe aircraft stand is intended, preferably withoutselective operation.

5 . 3 . 2 2 . 9 S t a n d a r d . — If selectiveoperation is required to prepare the system for useby a particular type of aircraft, then the system shallprovide an identification of the selected aircrafttype to both the pilot and the system operator as ameans of ensuring that the system has been setproperly.

AZIMUTH GUIDANCE UNIT

Location

5.3.22.10 S t a n d a r d . — The azimuthguidance unit shall be located on or close to theextension of the stand centre line ahead of the



aircraft so that its signals are visible from the cockpitof an aircraft throughout the docking manoeuvreand aligned for use by the pilot occupying the leftseat.

Characteristics

5 . 3 . 2 2 . 1 1 S t a n d a r d . — The azimuthguidance unit shall provide unambiguous left/rightguidance which enables the pilot to acquire andmaintain the lead–in line without over–controlling.

5 . 3 . 2 2 . 1 2 Standard.— When azimuthguidance is indicated by colour change, greenshall be used to identify the centre line and red fordeviations from the centre line.

STOPPING POSITION INDICATOR

Location

5 . 3 . 2 2 . 1 3 Recommendation.— T hestopping position indicator should be located inconjunction with, or sufficiently close to theazimuth guidance unit so that a pilot can observeboth the azimuth and stop signals without turningthe head.

5 . 3 . 2 2 . 1 4 Standard .— The stoppingposition indicator shall be usable at least by thepilot occupying the left seat.

Characteristics

5 . 3 . 2 2 . 1 5 Standard .— The stoppingposition information provided by the indicator for aparticular aircraft type shall account for theanticipated range of variations in pilot eye heightand/or viewing angle.

5 . 3 . 2 2 . 1 6 Standard .— The stoppingposition indicator shall show the stopping positionfor the aircraft for which guidance is beingprovided, and shall provide closing rate informationto enable the pilot to gradually decelerate theaircraft to a full stop at the intended stoppingposition .

5 . 3 . 2 2 . 1 7 Recommendation.— T hestopping position indicator should provide closingrate information over a distance of at least 10 m.

5 . 3 . 2 2 . 1 8 Standard.— When stoppingguidance is indicated by colour change, green

shall be used to show that the aircraft can proceedand red to show that the stop point has beenreached except that for a short distance prior to thestop point a third colour may be used to warn thatthe stopping point is close.

5.3.23 AIRCRAFTSTAND MANOEUVRING

GUIDANCE LIGHTS

Application

5 . 3 . 2 3 . 1 Recommendation.— Aircraft standmanoeuvring guidance lights should be providedto facilitate the positioning of an aircraft on anaircraft stand intended for use in poor visibilityconditions unless adequate guidance is providedby other means.

Location

5 . 3 . 2 3 . 2 S t a n d a r d . — Aircraft standmanoeuvring guidance lights shall be collocatedwith the aircraft stand markings, except that thelights may be uniformly offset by not more than 30cm where it is not practical to locate them along thecentreline.

Characteristics

5 . 3 . 2 3 . 3 S t a n d a r d . — Aircraft standmanoeuvring guidance lights, other than thoseindicating a stop position shall be fixed yellowlights, visible throughout the segments withinwhich they are intended to provide guidance.

5 . 3 . 2 3 . 4 Recommendation.— The lightsused to delineate lead–in, turning and lead–outlines should be spaced at intervals of not morethan 7.5 m on curves and 15 m on straightsections.

5 . 3 . 2 3 . 5 S t a n d a rd . — Th e l ig h tsindicating a stop position shall be fixed,unidirectional lights, showing red.

5 . 3 . 2 3 . 6 Recommendation.— The intensityof the lights should be adequate for the conditionof visibility and ambient light in which the use of theaircraft stand is intended.

5 . 3 . 2 3 . 7 Recommendation.— The lightingcircuit should be designed so that the lights maybe switched on to indicate that an aircraft stand is



to be used and switched off to indicate that it is notto be used.

5.3.24 ROAD–HOLDINGPOSITION LIGHT

(see also 5.3.18 and 5.3.20)

Application

5 . 3 . 2 4 . 1 Standard.— A road–holdingposition light shall be provided at eachroad-holding position serving a runway when it isintended that the runway will be used in runwayvisual range conditions less than a value of theorder of 1400 ft (400 m).

5 . 3 . 2 4 . 2 Reco mmend at ion.— Aroad-holding position light should be provided ateach road–holding position serving a runway whenit is intended that the runway will be used inrunway visual range conditions of values betweenthe order of 1400 ft (400 m ) and 2600 ft (800 m).

Location

5 . 3 . 2 4 . 3 Standard.— A road–holdingposition light shall be located adjacent to theholding position marking 1.5 m from the right handedge of the road.

Note.— See 8.6.2 to 8.6.4 for the mass andheight limitations and frangibility requirements ofnavigational aids located on runway strips.

Characteristics

5 . 3 . 2 4 . 4 Standard.— The road–holdingposition light shall comprise:

a) a controllable red (stop)/green (go) traffic light;or

b) a flashing red light.

5 . 3 . 2 4 . 5 Standard.— The road–holdingposition light beam shall be unidirectional andaligned so as to be visible to the driver of a vehicleapproaching the holding position.

5 . 3 . 2 4 . 6 Standard.— The intensity of thelight beam shall be adequate for the conditions ofvisibility and ambient light in which the use of theholding position is intended, but shall not dazzlethe driver.

Note.— The commonly used traffic lights arelikely to meet the requirements in 5.3.24.5 and5.3.24.6.

5 . 3 . 2 4 . 7 S t a n d a rd . — Th e f l ashfrequency of flashing red light shall be between 30and 60 per minute with the lamp illuminatedapproximately 50 per cent of the time.

5.4 SIGNS

5.4.1 GENERAL

Note 1.— Signs that convey instructions orinformation to a pilot are an essential component ofthe visual aids system at aerodromes. A signprovides a visual message by virtue of its situation,shape, colour, or pattern and by the use ofsymbols and alphanumeric characters. A signtherefore needs to be conspicuous, legible,comprehensible and credible.

Note 2.— It is intended that existing signs notconforming to the specifications in 5.4 be replacedno later than January 1, 1997. Until that dateexisting signs will be alternatives to the conformingspecifications. Consequently, and taking intoaccount the average service life of signs, it isconsidered that henceforth aerodrome operatorsmay wish to install new signs conforming to thespecifications contained in 5.4. Thus,specifications for signs installed in accordance withthe provisions contained in previous editions of TP312 are not provided. Aerodrome operators withnon conforming signs are encouraged to developa systematic sign replacement program that willminimize the transition period to lessen, to theextent possible, confusion for pilots and vehicleoperators.

Application

5 . 4 . 1 . 1 S t a n d a r d . — Signs shall beprovided to convey, a mandatory instruction,information on a specific location or destination ona movement area or to provide other information tomeet the requirements of section 8.8 (SurfaceMovement Guidance and Control System).

Note 1.— Where an information sign wouldnormally be installed and it is physically impossibleto install a sign an information marking may be



displayed on the surface of the pavement.

Note 2.— See 5.2.16 for specifications oninformation marking.

Characteristics

5 . 4 . 1 . 2 S t a n d a r d . — Signs shall befrangible. Those located near a runway or taxiwayshall be sufficiently low to preserve clearance forpropellers and the engine pods of jet aircraft.

5 . 4 . 1 . 3 S t a n d a r d . — Signs shall berectangular, with the longer side horizontal.

5 . 4 . 1 . 4 Standard.— The only signs on themovement area utilizing red shall be mandatoryinstruction signs.

Table 5-8 Sign Sizes and Installation Criteria

MANDATORYINSTRUCTION SIGN

INFORMATION SIGNS

Runway exit Location, Direction,Destination, etc

(1) (2) (3)

Code number

1 and 2 3 and 4

Code number

1 and 2 3 and 4

Code number

1 and 2 3 and 4

Vertical Dimensions:

Minimum character ht. 300 mm 400 mm 300 mm 400 mm 200 mm 400 mm

Minimum face ht. 450 mm 600 mm 450 mm 600 mm 300 mm 600 mm

Desired face ht. 600 mm 800 mm 600 mm 800 mm 400 mm 800 mm

Installation Criteria:

Minimum installed ht. 105 cm 120 cm 105 cm 120 cm 90 cm 120 cm

Maximum installed ht. 180 cm 200 cm 180 cm 200 cm 160 cm 200 cm

Perpendicular distance fromdefined taxiway edge to nearside of sign 5-11 m 11-21 m 5-11 m 11-21 m 5-11 m 11-21 m

Perpendicular distance fromdefined runway edge to nearside of sign 3-11 m 8-21 m 3-11 m 8-21 m 3-11 m 8-21 m

Note 1.— The black vertical delineator between adjacent direction signs should have a width of approximately0.7 of the stroke width.

Note 2.— The border on a location sign should be approximately 0.5 stroke width.

5 . 4 . 1 . 5 Standard.— The inscriptions on asign shall be in accordance with Table 5-8 andAppendix C.

5 . 4 . 1 . 6 S t a n d a r d .— Where signs ofdiffering minimum character heights are locatedtogether to form an array, the signs shall be ofuniform dimensions, conforming to the larger ofthe character heights (eg. location sign collocatedwith a runway designation sign).

5 . 4 . 1 . 7 S t a n d a r d . — Signs shall beilluminated, when intended for use:

a) in conditions of visibility in the order of 400 mor less; or

b) at night in association with instrument runways;or

c) at night in association with non-instrumentrunways where the code number is 3 or 4.

5 . 4 . 1 . 8 S t a n d a r d . — Signs shall beretro-reflective and/or illuminated when intendedfor use at night in association with non-instrument



runways where the code number is 1 or 2.

5 . 4 . 1 . 9 Recommendat ion.— Signsprovided in accordance with 5.4.1.7 should alsobe retro-reflective.

5 . 4 . 1 . 1 0 Standard.— A sign illuminated inaccordance with 5.4.1.7 and 5.4.1.8 shall bevisible over a distance of at least 250 m and legibleat a distance of 180 m on a clear night.

5 . 4 . 1 . 1 1 Standard.— Signs intended foruse in conditions of visibility in the order of 400 mor less shall be illuminated so as to be visible overa distance of 250 m and legible at a distance 180m when the RVR is 1400 ft (400 m) or greater.

5 . 4 . 1 . 1 2 Standard.— The luminancevalues shall be uniform over the face of internallyand externally illuminated signs.

5 . 4 . 1 . 1 3 Standard.— The characters on asign lighted using imbedded fibreoptic elementsshall be illuminated such that:

a) the characters on mandatory instruction signsshall show red;

b) the characters on information signs shall showwhite except that the characters on a locationsign shall show yellow;

c) the sign shall be legible when viewed fromangles up to 80° from the optical axis; and

d) a single lamp failure shall not result in thecharacter or any portion of the character beingextinguished.

5.4.2 MANDATORYINSTRUCTION SIGNS

Note.— See Table 5-9 for pictorialreresentationof mandatory instruction signs andFigure 5-22 for examples of locating signs attaxiway/runway intersections.

Application

5 . 4 . 2 . 1 S t a n d a rd .— A man d ato ryinstruction sign shall be provided to identify alocation beyond which an aircraft taxiing or vehicleshall not proceed unless:

a) authorized by the aerodrome control towerwhere provided; or

b) the pilot or vehicle operator has verified thatthe runway is clear.

5 . 4 . 2 . 2 Standard.— Mandatory instructionsigns shall include:

a) runway designation signs;

b) Category I, Category II, Category III orCategory II/III holding position signs; and

c) no entry signs.

Note.— See 5.4.7 for specifications onroad-hold position signs.

5 . 4 . 2 . 3 S t a n d a r d . — A pattern "A"taxi-holding position marking shall besupplemented with a runway designation sign.

5 . 4 . 2 . 4 Standard.— A pattern "B" taxi-holding position marking shall be supplementedwith a Category I, Category II, Category III orCategory II/III holding position sign.

Note.— See 5.2.9 for taxi holding positionmarking.

5 . 4 . 2 . 5 Standard.— A runway designationsign at a taxiway/runway intersection shall besupplemented with a location sign in the outboard(furthest from the taxiway) position.

Note.— See 5.4.3 for characteristics oflocation signs.

5 . 4 . 2 . 6 Standard.— A no entry sign shallbe provided when entry into an area is prohibited.

Location

5 . 4 . 2 . 7 Standard.— A runway designationsign at a taxiway/runway intersection shall face thedirection of approach to the runway and belocated:

a) on each side of a taxiway associated with aprecision approach runway;

b) on each side of a taxiway where the taxiwaywidth (including where appropriate, a holdingbay) is 45 m or greater; and



c) at least on the left side of a taxiway associatedwith a non-precision or non-instrumentrunway. Where practicable a runwaydesignation sign should be located on eachside of the taxiway.

5 . 4 . 2 . 8 Standard.— A runway designationsign at a runway/ runway intersection shall belocated on each side of the runway except wherean aeronautical study indicates one sign would beadequate.

5 . 4 . 2 . 9 S t a n d a r d . — A Category II,Category III or Category II/III holding position signshall be located on each side of the holdingposition marking facing the direction of approachto the critical area.

5 . 4 . 2 . 1 0 Standard.— A no entry signshall be located at the beginning of the area towhich entrance is prohibited at least on the lefthand side of the taxiway as viewed by the pilot.Where practicable, a no entry sign shall be locatedon each side of the taxiway.

5 . 4 . 2 . 1 1 S tan dard .— M andatoryinstruction signs shall be located at a perpendiculardistance from the taxiway or runway in accordancewith Table 5-8.

Characteristics

5 . 4 . 2 . 1 2 S t a n d a r d . — A mandatoryinstruction sign shall consist of an inscription inwhite on a red background.

5 . 4 . 2 . 1 3 Standard.— The inscription on arunway designation sign shall consist of therunway designation of the intersecting runwayproperly oriented with respect to the viewingposition of the sign, except that a runwaydesignation sign installed in the vicinity of a runwayextremity may show the runway designation of theconcerned runway extremity only. In cases ofairports located within the area of compassunreliability, the inscription on a runwaydesignation sign shall consist of the exact runwayazimuth as a three-digit number in degrees TRUE,properly oriented with respect to the viewingposition of the sign (i.e., 258T - 078T).


TAXIWAY A

X

TAXIWAY A

X or Y

NON INSTRUMENT,NON-PRECISION andTAKE-OFF RUNWAYS

PRECISION APPROACHCATEGORY I

PRECISION APPROACHCATEGORY II

PRECISION APPROACHCATEGORY III

TAXIWAY A

XY

TAXIWAY A TAXIWAY A

TAXIWAY A

X or Y

TAXIWAY A

X or Y

NOTE: Distance X is established in accordance with Table 3-2.Distance Y is established at the edge of the ILS/MLS critical/sensitive area

XY

XY

Figure 5-22. Examples of locating madatory instruction signs at taxiway/runwayintersections


5 . 4 . 2 . 1 4 Standard.— The inscription on aCategory II or III holding position sign shall consistof the runway designator of the runway for whichthe holding position is established followed by theCAT II, CAT III or CAT II/III designation asappropriate.

5 . 4 . 2 . 1 5 Standard.— The inscription on ano entry sign shall be in accordance with Table 5-9and Appendix C.

5 . 4 . 2 . 1 6 Standard.— Where appropriate,the inscriptions/symbols depicted in Table 5-9shall be used.

Table 5-9. Information to be displayed on Mandatory Instruction Signs

111111111111111111111111111111000000000000000000000000000000

Runway designationof a runwayextremity

111111111111111111111111111111000000000000000000000000000000Runway designationof both extremitiesof a runway

111111111111111111111111111111000000000000000000000000000000

111111111111111111111111111111000000000000000000000000000000

111111111111111111111111111111000000000000000000000000000000

111111111111111111111111111111000000000000000000000000000000

ILS/MLS Category Ihold position

ILS/MLS Category IIhold position

ILS/MLS CategoryIII hold position

ILS/MLS Category IIand III hold Position

No Entry

To indicate a taxi–holding position at arunway extremity

To indicate a taxi–holding positionlocated at other than a runway extremity

To indicate a Category I taxi–holdingposition at the threshold of a runway(example.— Rwy 25)

To indicate a Category II taxi–holdingposition at the threshold of a runway(example.— Rwy 25)

To indicate a joint Category II/IIItaxi–holding position at the threshold ofa runway (example.— Rwy 25)

To indicate a Category III taxi–holdingposition at the threshold of a runway(example.— Rwy 25)

To indicate that entry to an area isprohibited

SYMBOL/INSCRIPTION EXAMPLE USE

5.4.3 INFORMATION SIGNS

Note.— See Figure 5-23 for pictorialrepresentations of information signs.

Application

5 . 4 . 3 . 1 Standard.— An information sign

shall be provided where there is an operationalneed to identify by a sign, a specific location,orrouting information.

5 . 4 . 3 . 2 Standard.— Information signsshall include direction signs, location signs,destination signs, and runway exit signs.

5 . 4 . 3 . 3 Standard.— A runway exit signshall be provided at all taxiway exits from runwaysexcept that signs may be omitted:

a) where entry to the taxiway is not permitted; or

b) where aircraft exiting the runway do notnormally proceed in that direction.

5 . 4 . 3 . 4 Recommendat ion.— Wherenecessary, a destination sign should be providedto indicate the direction of a specific destination onthe aerodrome, such as cargo area, generalaviation, etc.



DIRECTION

TYPICAL DIRECTION AND LOCATION SIGNS

TYPICAL RUNWAY EXIT SIGNS

TYPICAL DESTINATION SIGNS

INBOUND DESTINATION SIGNS

LOCATION DIRECTION

DIRECTION LOCATION LOCATIONDIRECTION(Left Side) (Right Side)

DIRECTION LOCATION DIRECTION DIRECTION

Example: Taxiway “G” or “G2” exit left

OUTBOUND DESTINATION SIGNS

Example: Taxiway “G” or “G2” exit right

LOCATION(Not in Array)

Yellow

Black

LEGEND

Figure 5-23. Examples of information signs



Figure 5-24. Examples of runway exit signs and locations

A

A

A

A2

16

34

Runway

A

A

A

A2

16

34

Runway

Yellow

White

Red

Black

LEGEND

16

34

Runway

16

34

A

RAPID EXIT TAXIWAY - ONE WAY TRAFFIC ONLY

RAPID EXIT TAXIWAY - TWO WAY TRAFFIC

EXIT TAXIWAY AT RUNWAY THRESHOLD

EXIT TAXIWAY AT OTHER THAN RUNWAY THRESHOLD

C

Runway

No entry signs face taxiway

Diagrams not to scale

*

*

*



5 . 4 . 3 . 5 Standard.— A combined locationand direction sign shall be provided when it isintended to indicate routing information prior to ataxiway intersection.

5 . 4 . 3 . 6 Standard.— A direction sign shallbe provided when there is an operational need toidentify the designation and direction of taxiways atan intersection.

5 . 4 . 3 . 7 Standard.— A location sign shallbe provided in conjunction with a direction sign ora runway designation sign located at a taxiing/runway intersection except that it may be omittedwhere an aeronautical study indicates that it is notneeded.

5 . 4 . 3 . 8 Recommendat ion.— Wherenecessary, a location sign should be provided toidentify taxiways exiting an apron or to identifytaxiways beyond an intersection.

5 . 4 . 3 . 9 Recommendation.— Where ataxiway ends at an intersection such as a “T” and itis necessary to identify this, a direction sign and/orother appropriate visual aid should be used.

Location

5 . 4 . 3 . 1 0 Standard.— Except as specifiedin para 5.4.3.12 and 5.4.3.17, information signsshall, wherever practicable, be located on the left-hand side of the taxiway in accordance with Table5-9.

5.4.3 .11 S t a n d a r d . — At a taxiwayintersection, information signs shall be locatedprior to the intersection and in line with the taxiwayintersection marking. Where there is no taxiwayintersection marking, the signs shall be installed atleast 60 m from the centre line of the intersectingtaxiway where the code number is 3 or 4 and atleast 40 m where the code number is 1 or 2.

Note.— A taxiway location sign installedbeyond a taxiway intersection may be located oneither side of the taxiway.

5 . 4 . 3 . 1 2 Standard.— A runway exit signshall be located on the same side of the runway(left or right) as the exit and positioned inaccordance with Table 5-8.

5 . 4 . 3 . 1 3 Standard.— A runway exit signshall be located prior to the runway exit point in line

with a position at least 60 m prior to the point oftangency where the code number is 3 or 4, and atleast 30 m where the code number is 1 or 2.

5 . 4 . 3 . 1 4 Standard.— A taxiway locationsign installed in conjunction with a runwaydesignation sign shall be positioned outboard ofthe runway designation sign.

5 . 4 . 3 . 1 5 Reco mmend at ion.— Adestination sign should not normally be collocatedwith a location or direction sign.

5 . 4 . 3 . 1 6 Standard.— An information signother than a location sign shall not be collocatedwith a mandatory instruction sign.

5 . 4 . 3 . 1 7 Recommendation.— A directionsign or other appropriate visual aid used to identifya “T” intersection should be located on theopposite side of the intersection facing thetaxiway.

Characteristics

5 . 4 . 3 . 1 8 Standard.— An information signshall consist of an inscription in black on a yellowbackground except that a location sign shallconsist of an inscription in yellow on a blackbackground.

5 . 4 . 3 . 1 9 Standard.— The inscription on arunway exit sign shall consist of the designator ofthe exit taxiway and an arrow indicating thedirection to follow.

5 . 4 . 3 . 2 0 Standard.— The inscription on adestination sign shall comprise an alpha, alphanumeric or numeric message identifying thedestination plus an arrow indicating the directionto proceed.

5 . 4 . 3 . 2 1 Standard.— The inscriptions ona direction sign shall comprise an alpha oralpha/numeric message identifying the route plusan arrow or arrows appropriately oriented.

5 . 4 . 3 . 2 2 Standard.— The inscription on alocation sign shall comprise the designation of thelocation, taxiway, or other pavement the aircraft ison or is entering and shall not contain arrows.



Figure 5-25. Examples of locating information signs

9696

*

*

96

Taxiway BA

Taxiway BB

Taxiway A Taxiway F

Taxi

way

C

Taxi

way

BTa

xiw

ay B

Taxiway L

Taxi

way

C

Taxiw

ay C

2

APR

ON

I

OPTIONAL SIGNS*

*

*

*

APRON II

Yellow

Black

LEGEND

*



5 . 4 . 3 . 2 3 Standard.— Where a locationsign and direction signs are used in combination toprovide routing guidance:

a) all direction signs related to left turns shall belocated to the left of the location sign and alldirection signs related to right turns shall belocated to the right of the location sign exceptthat where the junction consists of oneintersecting taxiway, the location sign mayalternatively be placed in the outboardposition;

b) the direction signs shall be placed such thatthe direction of the arrows departs increasinglyfrom the vertical with increasing deviation ofthe corresponding taxiway;

c) an appropriate direction sign shall be placednext to the location sign where the direction ofthe location taxiway changes more than 25°beyond the intersection; and

d) adjacent direction signs shall be delineated bya vertical black line as shown in Figure 5-23.

Note.— See Figure 5-23 for examples oflocation/direction signs used in combination.

5 . 4 . 3 . 2 4 Standard.— A taxiway shall beidentified by a designator comprising a letter,letters or a combination of letters followed by anumber.

5 . 4 . 3 . 2 5 Recommendat ion.— Whendesignating taxiways, the use of the letters I , Oand X and the use of such words as inner andouter for the designation of taxiways should beavoided whenever possible to avoid confusionwith the numerals 1 (one), 0 (zero) and closedmarkings.

5 . 4 . 3 . 2 6 Standard.— Rapid exit taxiwaysshall use an alpha/numeric system, i.e., A1, A2,etc., identified with the taxiway to which they areconnected. The numeric portion of the codingshall be odd numbers for exits serving easterlyrunways (01 to 18) and even numbers for westerlyrunways (19 to 36).

5 . 4 . 3 . 2 7 Standard.— Where required,apron areas shall be identified with signs havingRoman numerals.

5 . 4 . 3 . 2 8 Recommendation.— Apron exitsfrom taxiways should be identified with the taxiwayto which they are connected and use analpha/alpha system (i.e. AA, AB, etc.) The firstletter represents the associated taxiway, thesecond the apron exit and should be letteredsequentially.

Note. — Taxiways leading to privately ownedaprons and/or hangars need not be identifiedunless a requirement exists for public use.

5 . 4 . 3 . 2 9 S t a n d a r d . — The use ofnumbers alone on the manoeuvring area shall bereserved for the designation of runways

5.4.4 MANDATORYFREQUENCY/ AERODROME

TRAFFIC FREQUENCY SIGNS

Note 1.— The inclusion of detailedspecifications for Mandatory Frequency (MF) orAerodrome Traffic Frequency (ATF) signs in thissection does not imply that MF or ATF signs arerequired to be provided.

Note 2.— At airports which are uncontrolled orwhere air traffic services have limited hours ofoperation, a sign indicating the MF or ATFfrequency may be provided.

Location

5 . 4 . 4 . 1 Recommendation.— An MF/ATFsign should face the direction of approach to therunway and be located at least on one side of ataxiway at a point not closer to the runway than thetaxi holding position marking.

5 . 4 . 4 . 2 Standard.— An MF/ATF sign shallnot be collocated with a runway designation sign.

5 . 4 . 4 . 3 Recommendation.— Where arunway designation sign is provided on one side ofthe taxiway only, the MF/ATF sign should belocated on the opposite side of the taxiway in linewith the taxiway holding position marking.

5 . 4 . 4 . 4 Recommendation.— Where runwaydesignation signs are located on both sides of thetaxiway, the MF/ATF sign should be positionedprior to the runway designation sign and belocated such that the runway designation sign isnot obscured.



Note.— At airports with simple apron/taxiwayconfigurations, a sign located at the point wherethe apron connects to the taxiway has been foundto be suitable.

Figure 5-26. Examples of mandatory frequency (MF) and aerodrome traffic frequency(ATF) signs

Characteristics

5 . 4 . 4 . 5 Standard.— An MF/ATF sign shallconsist of an inscription in black on a yellowbackground.

5 . 4 . 4 . 6 Standard.— The inscription on anMF or ATF sign shall be in accordance with Figure5-26 and Appendix C.

5.4.5 AERODROME IDENTIFICATION SIGN

Application

5 . 4 . 5 . 1 Recommendation.— An aerodromeidentification sign should be provided at anaerodrome where there is insufficient alternativemeans of visual identification.

Location

5 . 4 . 5 . 2 Recommendation.— T heaerodrome identification sign should be placed onthe aerodrome so as to be legible in so far as ispracticable, at all angles above the horizontal.

Characteristics

5 . 4 . 5 . 3 S t a n d a r d . — The aerodromeidentification sign shall consist of the name of theaerodrome.

5 . 4 . 5 . 4 Recommendation— The colourselected for the sign should give adequateconspicuity when viewed against its background.

5 . 4 . 5 . 5 Recommendation.— The charactersshould have a height of not less than 3 m.

5.4.6 AIRCRAFT STANDIDENTIFICATION SIGNS

Application

5 . 4 . 6 . 1 Recommendation.— An aircraftstand identification marking should besupplemented with an aircraft stand identificationsign where feasible.

Location

5 . 4 . 6 . 2 Recommendation.— An aircraftstand identification sign should be located so as tobe clearly visible from the cockpit of an aircraft priorto entering the aircraft stand.

Characteristics

5 . 4 . 6 . 3 Standard.— An aircraft standidentification sign shall consist of an inscription inblack on a yellow background.

5.4.7 ROAD-HOLDINGPOSITION SIGN

Application

5 . 4 . 7 . 1 S t a n d a r d . — A road-holdingposition sign shall be provided at all road entrances



to a runway.

Note.— See 5.2.14 for specification on road-hold position marking.

Location

5 . 4 . 7 . 2 Standard.— The road-holdingposition sign shall be located 1.5 m from the right-hand edge of the road at the holding position.

Characteristics

5 . 4 . 7 . 3 Standard.— The inscriptions on aroad-holding position sign shall be in the locallanguage(s) and shall include the following:

a) a requirement to stop. This shall be inconformity with the local traffic convention;

b) a requirement to obtain ATC clearance to crossthe runway; and

c) location designator.

5 . 4 . 7 . 4 S t a n d a r d .— A road-holdingposition sign intended for night use shall beretro-reflective or illuminated.

5.5 MARKERS

5.5.1 GENERAL

5 . 5 . 1 . 1 Standard.— Markers shall be light-weight and frangibly mounted. Those located neara runway or taxiway shall be sufficiently low topreserve clearance for propellers and for theengine pods of jet aircraft.

Note 1.— Anchors or chains, to preventmarkers which have broken from their mountingfrom blowing away, are sometimes used.

Note 2.— Guidance on frangibility of markers isgiven in the Aerodrome Design Manual, Part 4.

5.5.2 UNPAVED RUNWAYEDGE MARKERS

Application

5 . 5 . 2 . 1 Recommendation.— Markersshould be provided when the extent of anunpaved runway is not clearly indicated by theappearance of its surface compared with that of thesurrounding ground.

Location

5 . 5 . 2 . 2 Recommendation.— Where runwaylights are provided, the markers should beincorporated in the light fixtures. Where there areno lights, markers of flat rectangular or conicalshape should be placed so as to delimit the runwayclearly.

Characteristics

5 . 5 . 2 . 3 Recommendation.— The flatrectangular markers should have a minimum size of1 m by 3 m and should be placed with their longdimension parallel to the runway centre line. Theconical markers should have a height notexceeding 50 cm.

5.5.3 STOPWAYEDGE MARKERS

Application

5 . 5 . 3 . 1 Recommendation.— Stopway edgemarkers should be provided when the extent of astopway is not clearly indicated by its appearancecompared with that of the surrounding ground.

Characteristics

5 . 5 . 3 . 2 Standard.— The stopway edgemarkers shall be sufficiently different from anyrunway edge markers used to ensure that the twotypes of markers cannot be confused.

Note.— Markers consisting of small verticalboards camouflaged on the reverse side, asviewed from the runway, have proved operationallyacceptable.



5.5.4 EDGE MARKERSFOR SNOW-COVERED

RUNWAYS

Application

5 . 5 . 4 . 1 Recommendation.— Edge markersfor snow covered runways should be used toindicate the usable limits of a snow-coveredrunway when the limits are not otherwise indicated.

Note.— Runway lights could be used toindicate the limits.

Location

5 . 5 . 4 . 2 Recommendation.— Edge markersfor snow-covered runways should be placed alongthe sides of the runway at intervals of not morethan 100 m, and should be located symmetricallyabout the runway centre line at such a distancefrom the centre line that there is adequateclearance for wing tips and power plants.Sufficient markers should be placed across thethreshold and end of the runway.

5.5.5 TAXIWAY EDGEMARKERS

Application

5 . 5 . 5 . 1 Recommendation.— Taxiway edgemarkers should be provided on a taxiway wherethe code number is 1 or 2 and taxiway centre lineor edge lights or taxiway centre line markers are notprovided.

Location

5 . 5 . 5 . 2 Recommendation.— Taxiway edgemarkers should be installed a least at the samelocations as would the taxiway edge lights had theybeen used.

Characteristics

5 . 5 . 5 . 3 S t a n d a r d . — A taxiway edgemarker shall be retro-reflective blue.

5 . 5 . 5 . 4 Recommendation.— The markedsurface as viewed by the pilot should be arectangle and should have a minimum viewing areof 150 cm2.

5 . 5 . 5 . 5 S t a n d a r d . — Taxiway edgemarkers shall be light weight and frangible. Theirheight shall be sufficiently low to preserveclearance for propellers and for the engine pods ofjet aircraft.

5.5.6 TAXIWAYCENTRE LINE MARKERS

Application

5 . 5 . 6 . 1 Recommendation.— Taxiway centreline markers should be provided on a taxiwaywhere the code number is 1 or 2 and taxiwaycentre line or edge lights or taxiway edge markersare not provided.

5 . 5 . 6 . 2 Recommendation.— Taxiway centreline markers should be provided on a taxiwaywhere the code number is 3 or 4 and taxiwaycentre lights are not provided if there is a need toimprove the guidance provided by the taxiwaycentre line marking.

Location

5 . 5 . 6 . 3 Recommendation.— Taxiway centreline markers should be installed at least at the samelocation as would taxiway centre line lights hadthey been used.

Note.— See 5.3.16 for the spacing of taxiwaycentre line lights.

5 . 5 . 6 . 4 Recommendation.— Taxiway centreline markers should normally be located on thetaxiway centre line marking except that they maybe offset by not more than 30 cm where it is notpracticable to locate them on the marking.

Characteristics

5 . 5 . 6 . 5 Standard.— A taxiway centre linemarker shall be retro-reflective green.

5 . 5 . 6 . 6 Recommendation.— The markedsurface as viewed by the pilot should be arectangle and have a minimum viewing area of 20cm2.

5 . 5 . 6 . 7 Standard.— Taxiway centre linemarkers shall be so designed and fitted as towithstand being run over by the wheels of anaircraft without damage either to the aircraft or to



the markers themselves.

5.5.7 UNPAVED TAXIWAYEDGE MARKERS

Application

5 . 5 . 7 . 1 Recommendation.— Where theextent of an unpaved taxiway is not clearlyindicated by its appearance compared with that ofthe surrounding ground, markers should beprovided.

Location

5 . 5 . 7 . 2 Recommendation.— Where taxiwaylights are provided, the markers should beincorporated in the light fixtures. Where there areno lights, markers of conical shape should beplaced so as to delimit the taxiway clearly.

5.5.8 BOUNDARY MARKERS

Application

5 . 5 . 8 . 1 Standard.— Boundary markersshall be provided at an aerodrome where thelanding area has no runway.

Location

5 . 5 . 8 . 2 Standard.— Boundary markersshall be spaced along the boundary of the landingarea at intervals of not more than 200 m, if apyramid type is used, or approximately 90 m, if aconical type is used, with a marker at any corner.

Characteristics

5 . 5 . 8 . 3 Recommendat ion.— Boundarymarkers should be of a conical or elongatedpyramid form. The pyramid form markers should beapproximately 3 m long, 0.5 m high, and 1 m acrossthe base. Conical markers should beapproximately 90 cm diameter across the base andapproximately 75 cm high.

5 . 5 . 8 . 4 Recommendat ion.— Boundarymarkers should be coloured to contrast with thebackground against which they will be seen. Asingle colour, orange or red, or two contrastingcolours, orange and white or alternatively red andwhite, should be used, except where suchcolours merge with the background.



CHAPTER 6.VISUAL AIDS FOR DENOTING OBSTACLES

6.1 OBJECTS TO BE MARKEDAND/OR LIGHTED

Note 1.— The marking and/or lighting ofobstacles is intended to reduce hazards to aircraftby indicating the presence of the obstacles. Itdoes not necessarily reduce operating limitationswhich may be imposed by an obstacle.

Note 2.— The requirements of this chapter areintended to be applied to objects located withinthe perimeter of the aerodrome and immediatevicinity. The requirements to mark and light otherobjects may be found in the Transport Canadapublication, TP 382E, Standard ObstructionMarkings Manual.

6.1.1 OBJECTS ONMOVEMENT AREAS

6 . 1 . 1 . 1 Standard.— Vehicles and othermobile objects, excluding aircraft, on themanoeuvring area of an aerodrome are obstaclesand shall be marked and, if the vehicle andaerodrome are used at night or in conditions of lowvisibility, lighted.

6 . 1 . 1 . 2 Recommendation.— Vehicles andother mobile objects, excluding aircraft, used onan apron should be marked and, if the vehicle andaerodrome are used at night or in conditions of lowvisibility, lighted.

6 . 1 . 1 . 3 Standard.— Elevated aeronauticalground lights within the movement area shall bemarked so as to be conspicuous by day.

6.1.2 OBJECTS ONRUNWAY STRIPS

6 . 1 . 2 . 1 Standard.— A fixed object locatedon a runway strip shall be marked and if theaerodrome is used at night, lighted, excludingvisual aids that are by their nature visuallyconspicuous

6.1.3 OTHER OBJECTS

6 . 1 . 3 . 1 Recommendation.— A f ixedobstacle that extends above a take-off/approachsurface within 3000 m of the inner edge should bemarked and, if the runway is used at night, lightedexcept that:

a) such marking and lighting may be omittedwhen the obstacle is shielded by another fixedobstacle;

b) the marking may be omitted when the heightof the obstacle above the level of thesurrounding ground does not exceed 150 mand it is lighted by medium intensity obstaclelight by day;

c) the marking may be omitted when the obstacleis lighted by high intensity obstacle lights byday and;

d) the lighting may be omitted where the obstacleis a lighthouse and an aeronautical studyindicates the lighthouse light to be sufficient.

6 . 1 . 3 . 2 Recommendation.— A fixed object,other than an obstacle, adjacent to atake-off/approach surface should be marked andif the runway is used at night, lighted if suchmarking and lighting is considered necessary toensure its avoidance except that the marking maybe omitted when:

a) the height of the obstacle above the level ofthe surrounding ground does not exceed 150m and it is lighted by medium intensity obstaclelight by day; or

b) the object is lighted by high–intensity obstaclelights by day.

6 . 1 . 3 . 3 Recommendation.— A f ixedobstacle that extends above an outer surfaceshould be marked and if the aerodrome is used atnight lighted except that:

a) such marking and lighting may be omittedwhen:


VISUAL AIDS for DENOTING OBSTACLES TP 312E

i) the obstacle is shielded by another fixedobstacle; or

ii) for a circuit extensively obstructed byimmovable objects or terrain, procedureshave been established to ensure safevertical clearance below prescribed flightpaths; or

iii) an aeronautical study shows the obstaclenot to be of operational significance;

b) the marking may be omitted when the heightof the obstacle above the level of thesurrounding ground does not exceed 150 mand it is lighted by medium intensity obstaclelight by day;

c) the marking may be omitted when the obstacleis lighted by high–intensity obstacle lights byday; and

d) the lighting may be omitted where the obstacleis a lighthouse and an aeronautical studyindicates the lighthouse light to be sufficient.

6 . 1 . 3 . 4 Standard .— A fixed object thatextends above an obstacle protection surface shallbe marked and, if the runway is used at night,lighted.

6 . 1 . 3 . 5 Standard.— All elevated objectswithin the distance specified in Table 3–1, column5 from the centre line of a taxiway or an aprontaxiway shall be marked and, if the taxiway or aprontaxiway is used at night, lighted.

6 . 1 . 3 . 6 Standard.— All elevated objectswithin the distance specified in 3.6.6.1 from thecentre line of an aircraft stand taxilane shall bemarked and, if the aircraft stand taxilane is used atnight, lighted.

6.2 MARKING OF OBJECTS

6.2.1 FIXED OBJECTS

General

6 . 2 . 1 . 1 Standard.— All fixed objects to bemarked shall, whenever possible, be coloured butif this is not possible, markers or flags shall be

displayed on or above them, except that objectsthat are sufficiently conspicuous by their shape,size, or colour need not otherwise be marked.

Use of colours

6 . 2 . 1 . 2 Standard.— The colour and formof marking displayed on objects shall be inaccordance with TP 382E, Standard ObstructionMarking.

Use of markers

6 . 2 . 1 . 3 Standard.— Markers displayed onor adjacent to objects shall be located inconspicuous positions so as to retain the generaldefinition of the object, and shall be recognizablein clear weather from a distance of at least 1000 mfor an object to be viewed from the air and 300 mfor an object to be viewed from the ground in alldirections in which an aircraft is likely to approachthe object. The shape of markers shall bedistinctive to the extent necessary to ensure thatthe are not mistaken for markers employed toconvey other information, and they shall be suchthat the hazard presented by the object they markis not increased.

6 . 2 . 1 . 4 Standard.— Markers displayed onoverhead wires, catenaries, etc. shall be inaccordance with TP 382E, Standard ObstructionMarking.

6 . 2 . 1 . 5 Recommendation.— A markershould be of one colour. When installed, whiteand red, or white and orange markers should bedisplayed alternately. The colour selected shouldcontrast with the background against which it willbe seen.

Use of flags

6 . 2 . 1 . 6 Standard.— Flags used to markfixed objects shall be displayed around, on top of,or around the highest edge of, an object. Whenflags are used to mark extensive objects or groupsof closely spaced objects, they shall be displayedat least every 15 m. Flags shall not increase thehazard presented by the object they mark.

6 . 2 . 1 . 7 Recommendation.— Flags used tomark fixed objects should be orange in colour or acombination of orange and white except thatwhere such colours merge with the background,other conspicuous colours should be used.



6.2.2 MOBILE OBJECTS

General

6 . 2 . 2 . 1 Standard.— All mobile objects tobe marked shall be coloured or display flags.

Use of colours

6 . 2 . 2 . 2 Recommendation.— When mobileobjects are marked by colour, a singleconspicuous colour, preferably red or yellowishgreen for emergency vehicles and yellow forservice vehicles should be used.

Use of flags

6 . 2 . 2 . 3 Standard.— Flags used to markmobile objects shall be rectangular and not lessthan 0.9 m on a side.

6 . 2 . 2 . 4 Standard.— Flags used to markmobile objects shall consist of a chequeredpattern, each square having sides of not less than0.3 m. The colours of the pattern shall contrastwith each other and with the background againstwhich they will be seen. Orange and white, oralternately, red and white shall be used, exceptwhere such colours merge with the background.

6.3 LIGHTING OF OBJECTS

6.3.1 FIXED OBJECTS

6 . 3 . 1 . 1 Standard.— All fixed objects to belighted shall be lighted in accordance with thestandards contained within Transport Canadapublication, TP 382E, Standard ObstructionMarkings Manual.

6.3.2 MOBILE OBJECTS

6 . 3 . 2 . 1 Standard.— Mobile objects to belighted shall display flashing yellow lights exceptfor vehicles associated with an emergency whichshall display flashing red, or flashing red andflashing yellow. The flash frequency shall bebetween 60 and 90 per minute. The effectiveintensity of the flash shall be not less than 40 cd ofred or yellow light.

6 . 3 . 2 . 2 Standard.— Objects with limitedmobility such as aerobridges shall be marked withsteady red low intensity obstruction lighting.



CHAPTER 7.VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS

7.1 CLOSED RUNWAYS ANDTAXIWAYS, OR PARTS

THEREOF

7.1.1 CLOSED MARKINGS

Application

7 . 1 . 1 . 1 Standard.— A closed marking shallbe displayed on a runway or taxiway, or portionthereof, which is permanently closed to the use ofall aircraft.

Figure 7-1. Closed runway and Taxiway Markings

14.5 m

36 m

RunwayCenterline

1.8 m

38.

8 m

1.5 m

9 m

Illustration A

Illustration B

TaxiwayCenterline

CLOSED RUNWAY MARKING CLOSED TAXIWAY MARKING

7 . 1 . 1 . 2 Recommendation.— A closedmarking should be displayed on a temporarilyclosed runway or taxiway or portion thereof, exceptthat such marking may be omitted when theclosing is of short duration and adequate warningby air traffic services is provided.

Location

7 . 1 . 1 . 3 Standard.— On a runway a closedmarking shall be placed at each end of the runway,or portion thereof, declared closed, and additionalmarkings shall be so placed that the maximuminterval between markings does not exceed 300


VISUAL AIDS for DENOTING RESTRICTED USE AREAS TP 312E

m. On a taxiway a closed marking shall be placed atleast at each end of the taxiway or portion thereofclosed.

Characteristics

7 . 1 . 1 . 4 Standard.— The closed markingshall be of the form and proportions as detailed inFigure 7–1, Illustration A, when displayed on arunway, and proportions as detailed in Figure 7–1,Illustration B when displayed on a taxiway. Themarking shall be white when displayed on a runwayand shall be yellow when displayed on a taxiway.

Note 1.— When an area is temporarily closed,frangible barriers or markings utilizing materialsother than paint or other suitable means may beused to identify the closed area.

Note 2.— Where a portion of a runway is notusable due to the accumulation of snow,conspicuous coloured dye has proven to beuseful to form the closed markings.

7 . 1 . 1 . 5 Standard .— When a runway ortaxiway or portion thereof is permanently closed, allnormal runway and taxiway markings shall beobliterated.

7.1.2 LIGHTING

General

7 . 1 . 2 . 1 Standard.— Lighting on a closedrunway or taxiway or portion thereof shall not beoperated, except as required for maintenancepurposes.

7 . 1 . 2 . 2 Standard.— In addition to closedmarkings, when the runway or taxiway or portionthereof closed is intercepted by a usable runway ortaxiway which is used at night, unserviceabilitylights shall be placed across the entrance to theclosed area at intervals not exceeding 3 m (see7.4.2).

7.2 NON LOAD–BEARINGSURFACES

7.2.1 TAXI SIDESTRIPE MARKING

Application

7 . 2 . 1 . 1 S t a n d a r d .— Shoulders fortaxiways, holding bays and aprons and other nonload–bearing surfaces which cannot readily bedistinguished from load–bearing surfaces andwhich, if used by aircraft, might result in damage tothe aircraft shall have the boundary between suchareas and the load–bearing surface marked by ataxi side stripe marking.

Note.—The marking of runway sides isspecified in 5.2.7.

Location

7 . 2 . 1 . 2 Recommendation.— A taxi sidestripe marking should be placed along the edge ofthe load–bearing pavement, with the outer edgeof the marking approximately on the edge of theload-bearing pavement.

Characteristics

7 . 2 . 1 . 3 Recommendation.— A taxi sidestripe marking should consist of a pair of solid lines,each 15 cm wide and spaced 15 cm apart and thesame colour as the taxiway centre line marking.

Note.— Guidance on providing additionaltransverse stripes at an intersection or a small areaon the apron is given in the Aerodrome DesignManual, Part 4.



7.3 PRE– THRESHOLD AREAS

7.3.1 CHEVRON MARKING

Application

Note.— Examples of paved pre–thresholdareas include, but are not limited to, stopways andblast pads.

7 . 3 . 1 . 1 Standard .— When the surfacebefore a threshold is paved and exceeds 60 m inlength and is not suitable for normal use by aircraft,the entire length before the threshold shall bemarked with a chevron marking.

7 . 3 . 1 . 2 Recommendation.— When thesurface before a threshold is paved and is 60 m inlength or less and is not suitable for normal use byaircraft, consideration should be given to markingthe entire length before the threshold with achevron marking.

Figure 7-2. Chevron Marking

45°

45°

30 m 30 m 30 m 30 m 30 m

D7.5 m max

PRE- THRESHOLD AREA RUNWAY

THRESHOLD

( Eg. Stopway or Blast pad )

Transverse Stripe(white)

max max max max max

0.9 mminimum

1.5 mmaximum

12 D

Runway

Centre line

Note.— Chevron markings are not to beapplied to closed portions of runways (see 7.1)

7 . 3 . 1 . 3 S t a n d a r d .— Where chevronmarkings have been applied, the runway threshold

shall be identified by a transverse stripe as detailedin 5.2.4.8 to 5.2.4.10.

Location

7 . 3 . 1 . 4 Standard.— A chevron markingshall point in the direction of the runway andoriginate at the threshold as shown in Figure 7–2.

7 . 3 . 1 . 5 S t a n d a r d .— The maximuminterval between individual chevrons shall be 30 mand the minimum interval shall be 15 m.

7 . 3 . 1 . 6 Recommendation.— The intervalbetween individual chevrons should be 30 m.

Note.— The interval between chevrons maybe adjusted to achieve the maximum clearancesbetween pavement edge and chevrons as shownin Figure 7–2.

Characteristics

7 . 3 . 1 . 7 Standard.— A chevron markingshall be yellow.

7 . 3 . 1 . 8 Recommendation.— A chevronmarking should have an over–all width of at least0.9 m.


VISUAL AIDS for DENOTING RESTRICTED USE AREAS TP 312E

7.4 UNSERVICEABLE AREAS

7.4.1 UNSERVICEABILITYMARKERS

Application

7 . 4 . 1 . 1 S tandard.— Unserviceabi li tymarkers shall be displayed wherever any portion ofa taxiway, apron or holding bay is unfit for themovement of aircraft but it is still possible for aircraftto bypass the area safely.

Note.— Unserviceability markers are used forsuch purposes as warning pilots of a hole in ataxiway or apron pavement or outlining a portion ofpavement, such as on an apron, that is underrepair. They are not suitable for use when aportion of a runway becomes unserviceable, noron a taxiway when a major portion of the widthbecomes unserviceable. In such instances, therunway or taxiway is normally closed.

Location

7 . 4 . 1 . 2 S tandard.— Unserviceabi li tymarkers shall be placed at intervals sufficientlyclose so as to delineate the unserviceable area.

Characteristics

7 . 4 . 1 . 3 S tandard.— Unserviceabi li tymarkers shall consist of conspicuous upstandingdevices such as flags, cones, or marker boards.

7 . 4 . 1 . 4 Recommendatio n.— Anunserviceability cone should be at least 0.5 m inheight and red or international orange incombination with white.

7 . 4 . 1 . 5 Recommendatio n.— Anunserviceability flag should be at least 0.5 msquare and red or international orange incombination with white.

7 . 4 . 1 . 6 Recommendatio n.— Anunserviceability marker board should be at least0.5 m in height and 0.9 m in length, with alternatered and white or international orange and whitevertical stripes.

7.4.2 UNSERVICEABILITYLIGHTS

Application

7 . 4 . 2 . 1 Standard.— Unserviceability lightsshall be displayed wherever any portion of ataxiway, apron or holding bay used at night is unfitfor the movement of aircraft but it is still possible foraircraft to bypass the area safely.

Note.— Unserviceability lights are used forsuch purposes as warning pilots of a hole in ataxiway or apron pavement or outlining a portion ofpavement, such as on an apron, that is underrepair. They are not suitable for use when aportion of a runway becomes unserviceable, noron a taxiway when a major portion of the widthbecomes unserviceable. In such instances, therunway or taxiway is normally closed.

Location

7 . 4 . 2 . 2 Standard.— Unserviceability lightsshall be placed at intervals sufficiently close so asto delineate the unserviceable area.

Characteristics

7 . 4 . 2 . 3 Standard.— An unserviceabilitylight shall consist of a red fixed light. The red fixedlight shall have an intensity sufficient to ensureconspicuity considering the intensity of theadjacent lights and the general level of illuminationagainst which it would normally be viewed. In nocase shall the intensity be less than 10 cd of redlight.



CHAPTER 8.EQUIPMENT, INSTALLATIONS and OPERATIONS

8.1 ELECTRICAL SYSTEMS

8.1.1 SECONDARYPOWER SUPPLY

GENERAL

Application

8 . 1 . 1 . 1 Recommendation.— A secondarypower supply should be provided, capable ofsupplying the power requirements of at least theaerodrome facilities listed below:

a) all obstacle lights which, in the opinion of thecertifying authority, are essential to ensure thesafe operation of aircraft;

b) approach, runway and taxiway lighting asspecified in 8.1.1.5 to 8.1.1.8;

c) meteorological equipment;

d) essential security lighting, if provided inaccordance with 8.4.2;

e) essential equipment and facilities for theaerodrome responding emergency agencies;and

f) floodlighting on a designated isolated aircraftparking position if provided in accordance with5.3.21.1.

Characteristics

8 . 1 . 1 . 2 Recommendation.— Electric powersupply connections to those facilities for whichsecondary power is required should be soarranged that the facilities are automaticallyconnected to the secondary power supply onfailure of the normal source of power.

8 . 1 . 1 . 3 Recommendation.— The timeinterval between failure of the normal source ofpower and the complete restoration of the servicesrequired by 8.1.1.1 should be as short aspracticable and should not exceed two minutes,

except that the requirements of Table 8-1 shouldapply to visual aids associated with instrumentrunways.

Note.— In certain cases, less than thirtyseconds has been found to be attainable.

8 . 1 . 1 . 4 Standard.— Requirements for asecondary power supply shall be met by either ofthe following:

– independent public power, which is a sourceof power supplying the aerodrome servicefrom a substation other than the normalsubstation through a transmission linefollowing a route different from the normalpower supply route and such that thepossibility of a simultaneous failure of thenormal and independent public powersupplies is extremely remote; or

– standby power unit(s), which are enginegenerators, batteries, etc., from which electricpower can be obtained.

Note.— Guidance on secondary power supplyis given in the ICAO Aerodrome Design Manual,Part 5.

VISUAL AIDS

Application

8 . 1 . 1 . 5 Re co mme n d a t io n .— At anaerodrome where the primary runway is anon-instrument runway, a secondary power supplycapable of meeting the requirements of paragraph8.1.1.3 should be provided, except that asecondary power supply for visual aids need notbe provided when an emergency lighting systemin accordance with the specification of 5.3.2 isprovided and capable of being deployed in 15minutes.

Note.— Guidance on means of achieving thespecified secondary power supply switch-overtime, etc., is given in the ICAO Aerodrome DesignManual, Part 5.


EQUIPMENT, INSTALLATIONS, and OPERATIONS TP 312E

Table 8-1. Secondary power supply requirements(see 8.1.3)

Runway type Visual aids (lighting) requiring powerMaximum switch-

over time

(1) (2) (3)

Non-instrument Visual approach slope indicators aRunway edge cRunway threshold cRunway end cObstacle a

Not specified

Non-precision approach Approach lighting systemVisual approach slope indicators aRunway edgeRunway thresholdRunway endObstacle a

15 seconds15 seconds15 seconds15 seconds15 seconds15 seconds

Precision approachcategory I

Approach lighting systemRunway edgePAPIRunway thresholdRunway endEssential taxiway Obstacle a

15 seconds15 seconds15 seconds15 seconds15 seconds15 seconds15 seconds

Precision approachcategory II & III

Approach lighting systemSupplementary approach lighting barrettesObstacle a

Runway edgeRunway thresholdRunway endRunway centre lineRunway touchdown zoneAll stop barsEssential taxiway

15 seconds1 second

15 seconds15 seconds1 second1 second1 second1 second1 second

15 seconds

Take-off runway intended foruse in runway visual rangeconditions less than a value ofthe order of 2600 ft (800 m).

Runway edgeRunway endRunway centre lineAll stop barsEssential taxiway aObstacle a

15 seconds b

1 second1 second1 second

15 seconds15 seconds

Note a.— Supplied with secondary power when their operation is essential to the safety of flight operation.

Note b.— 1 second where no runway centre line lights are provided.

Note c.— See chapter 5, section 5.3.2 regarding the use of emergency lighting.



8 . 1 . 1 . 6 Re co mme n d a t io n .— At anaerodrome where the primary runway is a non-precision approach runway, a secondary powersupply capable of meeting the requirements ofTable 8-1 should be provided except that asecondary power supply for visual aids need notbe provided for more than one non-precisionapproach runway.

8 . 1 . 1 . 7 S t a n d a r d .— For a precisionapproach runway, a secondary power supplycapable of meeting the requirements of Table 8-1for the appropriate category of precision approachrunway shall be provided.

8 . 1 . 1 . 8 S t a n d a r d .— For a runwayintended to be used for take-off with an operatingminimum below an RVR of the order of 1400 ft(400 m), a secondary power supply capable ofmeeting the relevant requirements of Table 8-1shall be provided.

8 . 1 . 1 . 9 Standard .— Where secondarypower is provided, the following aerodrome visualaids shall be provided with a secondary powersource:

a) Precision approach category I lightingsystems;

b) Precision approach category II and III lightingsystems;

c) Runway and taxiway centre line lights;

d) Touchdown zone lights;

e) Runway edge lights; and

f) apron lighting – those luminaires that provideillumination to the apron areas over whichpassengers will walk from the aircraft to theterminal except that it is not required whendeplaning is by means of passenger loadingbridges or passenger transport vehicles.

8.1.2 CIRCUIT DESIGN

8 . 1 . 2 . 1 S t a n d a r d .— For a precisionapproach runway and a take-off runway intendedfor use in runway visual range conditions less thana value of the order of 2600 ft (800 m), theelectrical circuits for the power supply, lighting andcontrol of the lighting systems included in Table

8-1 shall be so designed that the failure of onecircuit will not leave the pilot without visualguidance or will not result in a misleading orinadequate pattern.

8 . 1 . 2 . 2 Standard .— Where a runwayforming part of a standard taxi-route is providedwith runway lighting and taxiway lighting, thelighting systems shall be interlocked to precludethe possibility of simultaneous operation of bothforms of lighting.

8 . 1 . 2 . 3 Standard.— Where the secondarypower supply of an aerodrome is provided by theuse of duplicate feeders, such supplies shall bephysically and electrically separate so as to ensurethe required level of availabil ity andindependence.

Note.— Guidance on this subject is given inthe ICAO Aerodrome Design Manual, Part 5.

8.1.3 STANDBY POWER UNIT OPERATION

8 . 1 . 3 . 1 Recommendation.— Where thesecondary power requirement is met by a standbypower unit, the standby power unit should beoperated to provide the primary power and theutility source be made available to supplysecondary power during periods when a runway isin use with an RVR of the order of 1400 ft (400 m).

8.2 NOT ALLOCATED

8.3 MONITORING

8.3.1 VISUAL AIDS

Note.— Guidance on this subject is given inthe ICAO Aerodrome Design Manual.

General

8 . 3 . 1 . 1 Recommendation.— A system ofmonitoring visual aids should be employed toensure lighting system reliability.



8 . 3 . 1 . 2 Standard.— APAPI installationsshall be inspected on a daily basis to detect an outof level condition or, alternately, shall be fitted withan automatic shut-off switch which will extinguishboth units in the event of a misalignment on one orboth units.

Note.— This is to preclude a misalignment onone or both APAPI units caused by a nature (eg.frost heaves) or by physical interference whichcould result in a dangerously low “on slope”indication.

Automatic monitoring

8 . 3 . 1 . 3 S t a n d a r d .— Where lightingsystems are used for aircraft control purposes,such systems shall be monitored automatically soas to provide an immediate indication of any faultwhich may affect the control functions. Thisinformation shall be automatically relayed to the airtraffic service unit.

8 . 3 . 1 . 4 Recommendation.— For a precisionapproach runway and runways intended to beused for take-off with an operating minimum belowan RVR of the order of 2600 ft (800 m), the lightingsystems detailed in Table 8-1 should be monitoredso as to provide an immediate indication when theserviceability level of any element falls below theminimum serviceability level specified inparagraphs 9.4.3.2 to 9.4.3.7 as appropriate. Thisinformation should be immediately relayed to themaintenance centre.

8 . 3 . 1 . 5 Recommendation.— For a precisionapproach runway and runways intended to beused for take-off with an operating minimum belowan RVR of the order of 2600 ft (800 m), the lightingsystems detailed in Table 8-1 should be monitoredautomatically to provide an immediate indicationwhen the serviceability level of any element fallsbelow the minimum specified serviceability level,below which operations should not continue. Thisinformation should be automatically relayed to theair traffic services unit.

Note.— Guidance on air traffic control interfaceand visual aids monitoring is included in the ICAOAerodrome Design Manual, Part 5.

8.4 SECURITY

8.4.1 FENCING

Note.— In addition to the specificationscontained below, airports which receive scheduledpassenger service may require additional securitymeasures as contained in the Aerodrome SecurityRegulations.

Application

8 . 4 . 1 . 1 Recommendation.— A fence orother suitable barrier should be provided on anaerodrome to prevent the entrance to themovement area of animals large enough to be ahazard to aircraft.

8 . 4 . 1 . 2 Recommendation.— A fence orother suitable barrier should be provided on anaerodrome to deter the inadvertent orpremeditated access of an unauthorized person toa non-public area of the aerodrome.

Note 1.— This is intended to include thebarring of sewers, ducts, tunnels, etc., wherenecessary to prevent access.

Note 2.— Special measures may be requiredto prevent the access of an unauthorized personto runways or taxiway which overpass public roads.

8 . 4 . 1 . 3 Recommendat ion.— S uitablemeans of protection should be provided to deterthe inadvertent or premeditated access ofunauthorized persons into ground installationsand facilities essential for the safety of civil aviationlocated off the aerodrome.

Location

8 . 4 . 1 . 4 Recommendation.— The fence orbarrier should be located so as to separate themovement area and other facilities or zones on theaerodrome vital to the safe operation of aircraftfrom areas open to public access.

8 . 4 . 1 . 5 Recommendation.— When greatersecurity is thought necessary, a cleared areashould be provided on both sides of the fence orbarrier to facilitate the work of patrols and to maketrespassing more difficult. Consideration shouldbe given to the provision of a perimeter road insidethe aerodrome fencing for the use of both



maintenance personnel and security patrols.

8.4.2 SECURITY LIGHTING

8 . 4 . 2 . 1 Re co mme n d a t io n .— At anaerodrome where it is deemed desirable forsecurity reasons, a fence or other barrier providedfor the protection of the aerodrome and its facilitiesshould be illuminated at a minimum essential level.Consideration should be given to locating lights sothat the ground area on both sides of the fence orbarrier, particularly at access points, is illuminated.

8.5 OPERATION ANDCONTROL OF AERODROME

LIGHTING SYSTEMS

8.5.1 GENERAL

Application

8 . 5 . 1 . 1 S t a n d a rd .— Exce p t fo raerodromes utilizing ARCAL as specified insub-section 8.5.2, aerodrome lighting shall beoperated as specified in 8.5.1.2 to 8.5.1.18, or as requested by the pilot, or as required to facilitate and safeguard aerodrome traffic.

Continuous or automatic operation

8 . 5 . 1 . 2 Standard.— Where aerodromelight systems are to be operated continuouslyduring the night, this shall be considered to bebetween evening and morning civil twilight.

8 . 5 . 1 . 3 Recommendation.— Whereaerodrome light systems are controlledautomatically by means of a photoelectric device,the on and off settings should be between 300 luxand 500 lux of northern sky illuminance.

8 . 5 . 1 . 4 Standard.—Wh ere provided ,aerodrome flight manoeuvring area hazard lightsshall operate continuously at night.

Non continuous operation

8 . 5 . 1 . 5 Standard .— Where aerodromelighting systems are controlled manually, the lightintensity settings shall be selected in accordancewith Table 8-2.

Note 1.— In pavement lighting may beoperated as necessary to prevent or melt ice andsnow accumulation.

Note 2.— The lighted wind direction indicatorsare normally interlocked and operate inconjunction with the runway edge lights.

8 . 5 . 1 . 6 S tandard.—Approach l ightingshall be operated at night or in daytime IMCconditions for an arriving aircraft;

a) for not less than 5 minutes prior to the ETA ofthe aircraft; and

b) until the aircraft has landed.

8.5.1.7 Standard.— Runway identificationlights shall be operated for an arriving aircraft when;

a) the visibility is 5 miles or less; or

b) the ceiling is 1000 ft or less.

8 . 5 . 1 . 8 S t a n d a r d .— Runway edge,runway centreline and touchdown zone lightingshall be operated at night or in daytime IMCcondition for an arriving aircraft:

a) for not less than 5 minutes prior to the ETA ofthe aircraft; and

b) until the aircraft has taxied clear of therunway.

8 . 5 . 1 . 9 Standard.— Runway edge andrunway centreline lighting shall be operated atnight or in daytime IMC condition for a departingaircraft:

a) before the aircraft enters the runway; and

b) until at least 3 minutes after the aircraft hasdeparted.

8 . 5 . 1 . 1 0 Standard .— Visual approachslope indicator systems shall be operated whenthe runway is in use except that the system shallnot be operated when:

a) an aircraft is conducting a precision approach;and

b) weather conditions are less than a ceiling of500 ft or the visibility is less than 1 mile.



8 . 5 . 1 . 1 1 Standard .— Taxiway edge,taxiway centre line lights and apron edge lightsshall be operated such that a continuous indicationof the taxi route is presented.

Note.— Taxiway intersection lights areoperated in conjunction with the taxiway centrelinelights.

8 . 5 . 1 . 1 2 Standard.— Stop bars shallbe operated in runway visual range conditions of avalue of 2600 ft (800 m) or less whenever a vehicleor aircraft is operating on the manoeuvring area.

8 . 5 . 1 . 1 3 Standard .— Runway guardlights shall be operated in runway visual rangeconditions of a value of 2600 ft (800 m) or lesswhenever a vehicle or aircraft is operating on themanoeuvring area.

Table 8-2. Intensity settings for medium and high intensity light systems

NIGHT DAY

Visibility less than: 1/2 mile 1 mile 2 miles 3 miles 3 miles 1 mile 2 miles 3 miles 3 miles(RVR (RVR or (RVR or2600) 5000) greater 5000) greater

(1) (2) (3) (4) (6) (7) (8) (9) (10) (11)

High intensity systems:(5 settings)

Precision approach Cat II/III 4 3 2 2 1 5 4 4 3

Precision approach Cat I 4 3 2 2 1 5 4 4 3

Runway edge 4 3 2 2 1 5 4 4 3

Runway centre line 4 3 2 2 1 5 4 4 3

Touchdown zone lighting 4 3 2 2 1 5 4 4 3

PAPI (5 settings) 3 3 3 3 3 4-5 4-5 4-5 4-5

Medium intensity systems:(3 settings)

Precision approach Cat I 3 3 2 1 1 3 2 2 2

Non-precision approach 3 3 2 1 1 3 3 2 2

Runway edge 3 3 2 1 1 3 3 3 2

Runway identification lights 3 3 2 2 1 3 3 3 2

PAPI (3 settings) 1 1 1 1 1 2-3 2-3 2-3 2-3

Notes:

i) Visibilities are measured in statute miles and RVR values are given in feet.

ii) Light setting “5” for high intensity systems is available on pilot request.

iii) Where Runway visual range information (RVR) is provided, the runway edge intensity setting switch must not be left on setting 4 or 5 when the lights are off since this will result in incorrect RVR readings.

iv) Any setting may be adjusted up or down at pilot request.

v) Runway identification lights are selected at intensity setting 1 when the day visibility is in excess of 5 miles

8 . 5 . 1 . 1 4 Recommendation.— Wheneveran aircraft or vehicle is operating on themanoeuvring area stop bars and runway guard lights should be operated:

a) at night in all visibility conditions; and

b) during the day in visibility of 3 miles or less.

Transport Canada 8–6 4th Edition Revsied 2005

NIGHT


8 . 5 . 1 . 1 5 Standard.— Obstruction lightsshall be operated:

a) continuously at night; and

b) during the day when the visibility is 3 miles orless.

8 . 5 . 1 . 1 6 S t a n d a r d .— Road holdposition lights shall be operated in runway visualrange conditions of a value of 2600 ft (800 m) orless whenever a vehicle is operating on themanoeuvring area.

8.5.1.17 Recommendation.— Whenever avehicle is operating on the manoeuvring area aroad hold position lights should be operated;

a) at night in all visibility conditions; and

b) during the day in visibility of 3 miles or less.

Note.— Apron flood lights and aircraft standmanoeuvring lights are operated in accordancewith an agreement between the unit providingapron advisory service and the aerodromeoperator.

Selection of light system intensity

8 . 5 . 1 . 1 8 Standard .— Where a lightsystem has been provided with intensity control inaccordance with 5.3.1.11, the selection ofintensity shall be suitable for prevailing conditionsand be in accordance with Table 8-2 except thatany selection may be made at the request of a pilotusing the visual aid.

8.5.2 AIRCRAFT RADIOCONTROL OF AERODROME

LIGHTING (ARCAL)

Note.— The inclusion of detai ledspecifications for Aircraft Radio Control ofAerodrome Lighting Systems does not imply thatsuch systems are required to be provided.

Application

8 . 5 . 2 . 1 Recommendat ion.— WhereARCAL is provided, control should be exercisedover the following visual aid components whereinstalled:

a) approach lighting systems;

b) runway lighting;

c) taxiway lighting;

d) visual approach slope indicator;

e) runway identification lights;

f) wind direction indicator light; and

g) aerodrome beacon except that theaerodrome beacon should operatecontinuously at night where thecertifying authority determines theaerodrome is required for enroutenavigation purposes.

Note.— ARCAL systems are generallyavailable in two forms; Type J allows connectedsystems to be activated at a single intensity, TypeK allows three selections of connected systemsand are generally used to scale the light intensityselection on connected high and medium intensitylights.

8 . 5 . 2 . 2 Standard .— Aerodrome flightmanoeuvring area hazard lights shall not beoperated by an ARCAL system.

8 . 5 . 2 . 3 Standard.— An ARCAL systemshall operate 24 hours per day except that ataerodromes where air traffic services are providedby a control tower, flight service station orcommunity airport radio station, the system shallnot operate during the hours when the servicesare provided.

Characteristics

8 . 5 . 2 . 4 Standard.— Where it is intendedthat an ARCAL system is to operate a precisionapproach category I lighting system and associatedmedium or high intensity runway lighting, theARCAL system shall be capable of selection of atleast three intensity settings (eg. ARCAL type K).

Selection of operating frequency

8 . 5 . 2 . 5 Standard.— At aerodromes whereair traffic services are provided the ARCAL systemshall operate on the published MandatoryFrequency (MF).



8 . 5 . 2 . 6 Recommendatio n.— Atuncontrolled aerodromes the ARCAL shouldoperate on the Aerodrome Traffic Frequency(ATF).

Note.— The Department of Communicationsallocates frequencies to ensure a minimum ofinterferences and should be consultedconcerning the selection of air-to-groundfrequencies.

Table 8-3. Intensity settings for lighting systems activated by ARCAL

Visual Aid System

Numberof

intensitysettings

Selected Intensity Setting

3 Step ARCAL(type K)

Singlestep

ARCAL(type J)

(1) (2) (3) (4)

3 clicks 5 clicks 7 clicks

Approach Lighting: ODALS 3 1 2 3 2

MALSR 3 1 2 3 ----

SALSR 5 1 3 4 ----

Runway Edge Lighting: High Intensity 5 1 3 4 ----

Medium Intensity 3 1 2 3 ----

Low Intensity 1 1 1 1 1

Taxiway Edge Lighting: Medium Intensity 3 1 2 3 2

Low Intensity 1 1 1 1 1

PAPI and APAPI: 3 1 2 3 1

Runway Identification Lights (RILS)

5

3

3 4 5

OFF OFF or 2 3

3

3

Wind Direction Indicator 1 1 1 1 1

Aerodrome Beacon 1 1 1 1 1

Note.— Settings for Type J ARCAL have been omitted for those systems where it is not intended that theywill be controlled by type J ARCAL.

System operation

8 . 5 . 2 . 7 Standard .— The radio receiverequipment shall control the aerodrome visual aidsby decoding a series of radio transmissionsgenerated by keying of the aircraft transmittermicrophone a specified number of times within a 5second period.

8 . 5 . 2 . 8 Standard .— Except for runwayidentification lights and the sequenced flashinglights on precision approach category I lightsystems, ARCAL systems shall only be capable ofautomatic shut off not less than 15 minutes afterbeing activated. The 15 minute time period shallrecommence every time an operation orbrightness selection is made.

8 . 5 . 2 . 9 Standard.— At aerodromes wherethere is no intensity control of aerodrome lighting,keying the microphone 5 times shall activate theground system.

8 . 5 . 2 . 1 0 S t a n d a r d .— The ARCALselection of light intensity shall be in accordancewith Table 8-3.



8.6 SITING ANDCONSTRUCTION OF

EQUIPMENT ANDINSTALLATIONS ON

OPERATIONAL AREAS

8.6.1 GENERAL

Note 1.— Requirements for obstacle limitationsurfaces are specified in 4.2.

Note 2.— The design of light fixtures and theirsupporting structures, light units of visualapproach slope indicators, signs, and markers isspecified in 5.3.1, 5.3.6, 5.4.1 and 5.5.1,respectively. Guidance on the frangible design oflights and other navigation aids is given in theICAO Airport Services Manual, Part 6.

8 . 6 . 1 . 1 Standard.— Unless its functionrequires it to be there for air navigation purposes,no equipment or installation shall be:

a) on a runway strip, a runway end safety area, ataxiway strip or within the distances specified inTable 3-1, column 4, if it would endanger anaircraft; or

b) on a clearway if it would endanger an aircraft inthe air.

8 . 6 . 1 . 2 Recommendation.— A nyequipment or installation required for air navigationpurposes which must be located in an areaidentified in 8.6.1.1, should be regarded as anobstacle and should be of minimum practicablemass and height, be frangible, and sited in such amanner as to reduce the hazard to aircraft to aminimum.

8 . 6 . 1 . 3 Standard .— Any equipment orinstallation required for air navigation purposeswhich must be located on or near a strip of aprecision approach runway and which:

a) is situated on that portion of the strip within:

i) 60 m of the runway centre line where thecode number is 3 or 4; or

ii) 45 m of the runway centre line where thecode number is 1 or 2; or

b) penetrates the take-off/approach surface orthe inner transitional surface;

shall be of minimum practical mass and height, befrangible, and sited in such a manner as to reducethe hazard to aircraft to a minimum.

8 . 6 . 1 . 4 Recommendation.— A nyequipment or installation required for air navigationpurposes and which is an obstacle of operationalsignificance in accordance with 4.2.2.7, 4.2.3.5 or4.2.4.6, should be of minimum practicable massand height, be frangible, and sited in such amanner as to reduce the hazard to aircraft to aminimum.

8.7 AERODROME VEHICLEOPERATION

8.7.1 GENERAL

Note 1.— Guidance on aerodrome vehicleoperations is contained in;

a) Manual of Airport Traffic Directives for theOperation of Vehicles on Airport MovementAreas TP 2633; and,

b) the ICAO Manual of Surface MovementGuidance and Control Systems (SMGCS).

Note 2.— It is intended that roads located onthe movement area be restricted to the exclusiveuse of aerodrome personnel and other authorizedpersons, and that access to the public buildings byan unauthorized person will not require use ofsuch roads.

8 . 7 . 1 . 1 Standard .— A vehicle shall beoperated:

a) on the manoeuvring area only as authorized bythe air traffic services unit, airport operator ordesignate; and

b) on the apron only as authorized by theappropriate designated authority.

8 . 7 . 1 . 2 Standard.— At aerodromes whereair traffic services, an authorized approach unicom,or community airport radio station (CARS), are



provided, vehicles operating on the manoeuvringarea shall be equipped with suitable two way radiocommunication or be accompanied by a vehicle orperson with appropriate radio communicationequipment.

Note 1.— At aerodromes where air trafficservices or an authorized approach unicom is notprovided, the requirement to equip vehicles withradios will be determined by the airport operatortaking into account the density of air traffic, thevisibility conditions under which operations areintended, complexity of the aerodrome layout andnumber of vehicles operating.

Note 2.— At aerodromes having approvedinstrument approach procedures it is desirable thatvehicles operating on the manoeuvring area becapable of complying with the provisions of8.7.1.3.

8 . 7 . 1 . 3 S t a n d a r d .— The driver of avehicle on the movement area shall comply with allmandatory instructions conveyed by marking andsigns unless:

a) otherwise authorized by the air traffic servicesunit, airport operator or designate when on themanoeuvring area;

b) otherwise authorized by the appropriatedesignated authority when on the apron; or

c) giving way to aircraft.

8 . 7 . 1 . 4 Standard.— The driver of a vehicleon the movement area shall comply with allmandatory instructions conveyed by lights.

8 . 7 . 1 . 5 Standard.— The driver of a vehicleon the movement area shall be appropriatelytrained for the tasks to be performed and shallcomply with the instructions issued by:

a) the air traffic services unit, airport operator ordesignate when on the manoeuvring area; and

b) the appropriate designated authority, when onthe apron.

8 . 7 . 1 . 6 S tandard .— Where air trafficservices, an authorized approach unicom, orcommunity airport radio station (CARS), areprovided, the driver of a radio equipped vehicleshall establish satisfactory two-way radio

communication with the unit on the mandatoryfrequency or air traffic frequency, as appropriate,before entering the manoeuvring area.

8 . 7 . 1 . 7 Standard.— Where the servicesspecified in 8.7.1.6 are not provided, or duringany period that the services specified in 8.7.1.6are not available (eg. less than 24 hour operation),the driver of a radio equipped vehicle shall;

a) prior to entering or changing location on themanoeuvring area broadcast position andintentions on the mandatory frequency or airtraffic frequency, as appropriate;

b) when on the manoeuvring area advise pilotsof their position and intentions;

c) when requested, provide runway conditionreports and the location of other knownground traffic on the manoeuvring area; and

d) give way to aircraft at all times.

8 . 7 . 1 . 8 Standard.— The driver of a radioequipped vehicle shall maintain a continuouslistening watch on the appropriate frequency whenon the movement area.

8.8 SURFACE MOVEMENTGUIDANCE AND CONTROL

SYSTEMS

8.8.1 GENERAL

Application

8 . 8 . 1 . 1 Standard.— A surface movementguidance and control system shall be provided atan aerodrome intended to be used in runwayvisual range conditions less than a value of theorder of 1400 ft (400 m).

8 . 8 . 1 . 2 Recommendation.— A surfacemovement guidance and control system should beprovided at an aerodrome:

a) intended to be used in runway visual rangeconditions of a value of the order of 2600 ft(800 m) or less, or



b) where the traffic density is heavy.

Note.— Guidance on surface movementguidance and control systems is contained in theICAO Manual of Surface Movement Guidance andControl Systems (SMGCS).

Characteristics

8 . 8 . 1 . 3 Recommendation.— The design ofa surface movement guidance and control systemshould take into account:

a) the density of air traffic;

b) the visibility conditions under which operationsare intended;

c) the need for pilot orientation;

d) the complexity of the aerodrome layout; and

e) movements of vehicles.

8.8.2 VISUAL AIDS

Characteristics

8 . 8 . 2 . 1 Recommendation.— The visual aidcomponents of a surface movement guidance andcontrol system, i.e. markings, lights and signsshould be designed to conform with the relevantspecifications in 5.2, 5.3 and 5.4, respectively.

8 . 8 . 2 . 2 Recommendation.— A surfacemovement guidance and control system should bedesigned to assist in the prevention of inadvertentincursions of aircraft and vehicles onto an activerunway.

8 . 8 . 2 . 3 Recommendation.— The systemshould be designed to assist in the prevention ofcollisions between aircraft, and between aircraftand vehicles or objects, on any part of themovement area.

8 . 8 . 2 . 4 Standard .— Where a surfacemovement guidance and control system isprovided by selective switching of stop bars andtaxiway centre line lights, the followingrequirements shall be met:

a) taxiway routes which are indicated byilluminated taxiway centre line lights shall be

capable of being terminated by an illuminatedstop bar;

b) the control circuits shall be so arranged thatwhen a stop bar located in the direction ofmovement is illuminated, the appropriatesection of taxiway centre line lights beyond itis suppressed; and

c) the taxiway centre line lights are activated inthe intended direction of movement of theaircraft when the stop bar (if any) issuppressed.

Note 1.—See paragraphs 5.3.16 and 5.3.18for specifications on taxiway centre line lights andstop bars, respectively.

Note 2.— Guidance on the installation of stopbars and taxiway centre line lights in surfacemovement guidance and control systems is give inthe ICAO Aerodrome Design Manual, Part 4.

Note 3.— Guidance on control of stop barsthrough induction loops and on a visual taxiingguidance and control system is contained in theICAO Aerodrome Design Manual, Part 4.

Note 4.— Although the guidance in Part 4 ofthe ICAO Aerodrome Design Manual, refers toinduction loop sensors, other types of sensorssuch as microwave have also proven effective forstop bar control purposes.

8.8.3 NON VISUAL AIDS

Application

8 . 8 . 3 . 1 Recommendation.— Surfacemovement radar for the manoeuvring area shouldbe provided at an aerodrome intended for use withoperating minimums below an RVR of the order of1400 ft (400 m)

8 . 8 . 3 . 2 Recommendation.— Surfacemovement radar for the manoeuvring area shouldbe provided at an aerodrome other than that in8.8.3.1 when traffic density and operatingconditions are such that regularity of traffic flowcannot be maintained by alternative proceduresand facilities.

Note.— Guidance on the use of surfacemovement radar is given in the ICAO Manual of



Surface Movement Guidance and Control Systems(SMGCS) and in the ICAO Air Traffic ServicesPlanning Manual.

8.9 SIMULTANEOUSINTERSECTING RUNWAY

OPERATIONS (SIRO)

Introductory Note.— SIRO operations requirereview and authorization by the CertifyingAuthority. The inclusion of detailed specificationsfor simultaneous intersecting runway operationsdoes not imply that such procedures are requiredto be implemented.

8.9.1 GENERAL

8 . 9 . 1 . 1 S t a n d a rd .— Wh e r e SIROprocedures are authorized, the following shall beprovided on the intersected runway where aircraftwill hold short of, and prior to, an intersectingrunway:

a) a taxi-hold position marking as described in5.2.9 to indicate the hold short position; and

b) mandatory instruction signs as described in5.4.2 on each side of, and adjacent to, thetaxi-holding position marking.

8 . 9 . 1 . 2 Standard .— The taxi-holdingposition marking specified in 8.9.1.1(a) shall be 90°to the intersected runway centre line and locatedat a distance not less than 60 m from the nearestedge of the intersecting runway.

8 . 9 . 1 . 3 S t a n d a rd .— Wh e r e SIROoperations are authorized at night, the signsrequired in 8.9.1.1(b) shall be illuminated inaccordance with 5.4.1.7 and 5.4.1.10.

Note.— It has been found that signs usingimbedded fiber-optic elements provide thegreatest conspicuity.

8 . 9 . 1 . 4 Recommendat ion.— Whereadditional conspicuity of the hold position isdesired, a controllable stop bar as described in5.3.18 should be installed in conjunction with thetaxi-holding position marking.

8 . 9 . 1 . 5 Standard.— Stop bars installed inaccordance with 8.9.1.4 shall be capable of beingswitched on or off by air traffic services.

8 . 9 . 1 . 6 Standard.— Stop bars installed inaccordance with 8.9.1.4 shall not be illuminatedduring periods when the full length of the runwayis available.

8 . 9 . 1 . 7 S t a n d a rd . — Wh e n S IROprocedures are authorized, the reduced landingdistance available (LDA) on the intersectedrunway, shall be determined as the distancebetween the threshold or displaced threshold asapplicable, and the taxi-holding position marking.



CHAPTER 9.EMERGENCY AND OTHER SERVICES

9.1 AERODROMEEMERGENCY PLANNING

9.1.1 EMERGENCYRESPONSE PLAN

Introductory Note.— Aerodrome emergencyplanning is the process of preparing an aerodrometo cope with an emergency occurring at theaerodrome or in its vicinity. The objective ofaerodrome emergency planning is to minimize theeffects of an emergency, particularly with respectto saving lives and maintaining aircraft operations.The aerodrome emergency plan sets forth theprocedures for coordinating the response ofdifferent aerodrome agencies (or services) and ofthose agencies in the surrounding community thatcould be of assistance in responding to theemergency. Guidance material to assist theappropriate authority in establishing aerodromeemergency planning is given in:

a) the Airport Emergency Planning Manual, TP1801;

b) the ICAO Airport Services Manual Part 7.

Application

9 . 1 . 1 . 1 S t a n d a r d . — An aerodromeemergency response plan shall be established atan aerodrome, commensurate with the aircraftoperations and other activities conducted at theaerodrome.

9 . 1 . 1 . 2 S t a n d a r d . — The aerodromeemergency response plan shall provide for thecoordination of the actions to be taken in anemergency occurring at an aerodrome or in itsvicinity.

Note.— Examples of emergencies are: aircraftemergencies, sabotage including bomb threats,unlawfully seized aircraft, medical emergencies,dangerous goods occurrences, building fires andnatural disasters. Aircraft emergencies mayinclude aircraft crashes on or off aerodrome (inwater at some sites).

9 . 1 . 1 . 3 Standard.— The plan shall co-ordinate the response or participation of all existingagencies which, in the opinion of the appropriateauthority, could be of assistance in responding toan emergency.

Note.— Examples of agencies are:

a) on the aerodrome: air traffic services unit,rescue and fire fighting services, aerodromeadministration, medical and ambulanceservices, aircraft operators, security services,and police;

b) off the aerodrome: fire departments, police,medical and ambulance services, hospitals,military, and harbour patrol or coast guard.

9 . 1 . 1 . 4 Standard.— An aerodrome whichis located within 8 km of a large body of water shallinclude in the emergency response plan theprocedure for notifying the appropriate rescuecoordination centre in the event of an aircraftditching or possibly ditching in the water.

Emergency response plan document

9 . 1 . 1 . 5 Standard .— The aerodromeemergency plan document shall include at leastthe following:

a) types of emergencies planned for;

b) agencies involved in the plan (both on and offthe aerodrome) along with their telephonenumbers and notification procedures;

c) responsibility and role of each agency, theemergency operations centre and thecommand post, for each type of emergency;

d) a clearly specified commander and chain ofauthority for each emergency specified andcovering all phases of the emergency;

e) information on names and telephone numbersof offices or people to be contacted in thecase of a particular emergency;


EMERGENCY AND OTHER SERVICES TP 312E

f) a list of pertinent on-aerodrome servicesavailable with telephone numbers and contactprocedures;

g) copies of Memoranda of Understanding(MOUs) or agreements with other agencies formutual aid and the provision of emergencyservices; and

h) a grid map of the aerodrome and its immediatevicinity.

9 . 1 . 1 . 6 Recommendation.— At aerodromesreceiving regularly schedued passenger service,aircraft crash charts should be provided to theemergency response vehicle(s) normally providingfirst emergency response.

Note.— Aerodromes receiving regularlyscheduled passenger carrying aircraft are eligibleto receive ERS Aircraft Crash Charts TP 11183.from Transport Canada. They consist of twomanuals containing charts for each aircraft and areavailable on request from the Transport Canadaregional office.

9.1.2 EMERGENCYOPERATIONS CENTREAND COMMAND POST

Application

9 . 1 . 2 . 1 Re co mme n d a t io n .— At anInternational Airport, a fixed emergency operationscentre and a mobile command post should beavailable for use during an emergency.

Characteristics

9 . 1 . 2 . 2 Recommendation.— T heemergency operations centre should be a part ofthe aerodrome facilities and should be responsiblefor the overall coordination and general direction ofthe response to an emergency.

9 . 1 . 2 . 3 Recommendation.— The commandpost should be a facility capable of being movedrapidly to the site of an emergency, whenrequired, and should undertake the localcoordination of those agencies responding to theemergency.

9 . 1 . 2 . 4 Recommendation.— T heaerodrome operator should assign a person to

assume control of the emergency operationscentre and, when appropriate, another person thecommand post.

Communication system

9 . 1 . 2 . 5 Recommendat ion.— Adequatecommunication systems linking the command postand the emergency operations centre with eachother and with the participating agencies shouldbe provided in accordance with the plan andconsistent with the particular requirements of theaerodrome.

9.1.3 AERODROMEEMERGENCY EXERCISE

9 . 1 . 3 . 1 Recommendation.— T heaerodrome emergency response plan shouldcontain procedures for periodic testing of theadequacy of the plan and for reviewing the resultsin order to improve its effectiveness.

Note.— The plan includes all participatingagencies and associated resources.

9 . 1 . 3 . 2 Recomendation.— Emergencyexercises should be conducted during differentseasons of the year to test the capabilities of allparticipating agencies and equipment undervarying climatic conditions.

9 . 1 . 3 . 3 Recommendation.— T heaerodrome emergency response plan should betested by conducting:

a) a full-scale aerodrome emergency exercise atintervals not exceeding three years; and

b) partial emergency exercises in the interveningyear to ensure that any deficiencies foundduring the full-scale aerodrome emergencyexercise have been corrected; and

reviewed thereafter, or after an actual emergency,so as to correct any deficiency found during suchexercises or actual emergency.

Note.— The purpose of a full-scale exercise isto ensure the adequacy of the plan to cope withdifferent types of emergencies. The purpose of apartial exercise is to ensure the adequacy of theresponse to individual participating agencies andcomponents of the plan, such as the



communications system.

9.2 NOT ALLOCATED

9.3 DISABLED AIRCRAFTREMOVAL

Introductory Note.— The CanadianTransportation Accident Investigation and SafetyBoard Act provides for protection of an aviationaccident site, the aircraft, components, andcontents. Where a disabled aircraft has beeninvolved in an accident, permission to disturb theaccident site must first be obtained from aTransportation Safety Board Inspector.Notwithstanding this rule, the aircraft may bemoved where necessary to preserve life or toprevent additional hazard to persons or property.

9.3.1 DISABLED AIRCRAFTREMOVAL PLAN

Note.— Guidance on removal of a disabledaircraft, including recovery equipment, is given inthe ICAO Airport Services Manual, Part 5 and Part8, chapter 14.

Application

9 . 3 . 1 . 1 Recommendation.— A plan for theremoval of an aircraft disabled on, or adjacent to,the movement area should be established for anaerodrome, and a coordinator designated toimplement the plan, when necessary.

Note.— In determining the requirement for,and extent of a Disabled Aircraft Removal Planfactors to be considered include but are not limitedto:

a) frequency of air traffic at the aerodrome;

b) size and weight of aircraft using theaerodrome; and

c) the physical characteristics of the aerodrome.

Characteristics

9 . 3 . 1 . 2 Recommendation.— The disabledaircraft removal plan should be developed by theaerodrome operator in consultation with aircraftowners and operators.

9 . 3 . 1 . 3 Recommendation.— The disabledaircraft removal plan should be based on thecharacteristics of the aircraft that may normally beexpected to operate at the aerodrome, andinclude among other things:

a) a list of equipment and personnel on, or in thevicinity of, the aerodrome which would beavailable for such purpose;

b) arrangements for the rapid receipt of aircraftrecovery equipment kits available from otheraerodromes;

c) a list of nominated agents acting on behalf ofeach aircraft operator at the aerodrome;

d) a statement of the aircraft operatorarrangements for the use of pooled specialistequipment; and

e) a list of local contractors (with contacts andtelephone numbers) with suitable removalequipment for hire.

9 . 3 . 1 . 4 Recommendation.— All major usersof the aerodrome should be informed of thepreparations and capabilities contained within thedisabled aircraft removal plan. The designatedcoordinator should be made known to all aircraftowners and operators.

9.3.2 REMOVAL OFDISABLED AIRCRAFT FROM

OPERATIONAL AREAS

Note.— See introductory note at thebeginning of this section

9 . 3 . 2 . 1 Standard.— Where a disabledaircraft is on a part of an aerodrome that interfereswith the movement of other aircraft, the disabledaircraft shall be moved as quickly as is consistentwith the safety of life and property.



Note.— A claim for damages could follow anattempt to move a crashed or disabled aircraft if itwas proven the act of moving worsened thedamage. It is important therefore, to allow only theaircraft owner, operator, or his appointedrepresentative to control the aircraft removaloperation.

9.4 MAINTENANCE

9.4.1 GENERAL

9 . 4 . 1 . 1 S t a n d a r d .— A maintenanceprogramme including preventive maintenancewhere appropriate shall be established at anaerodrome to maintain facilities in a condition whichdoes not impair the safety, regularity or efficiencyof air navigation.

Note 1.— Preventive maintenance isprogrammed maintenance work done in order toprevent a failure or degradation of`facilities.

Note 2.— "Facilities'' are intended to include,but are not limited to, such items as pavements,prepared surfaces, visual aids, fencing, drainagesystems and buildings.

Note 3.— Guidance on the development of anairport self inspection program is contained in theTC Airports Safety Program Manual, TP 11465.

9.4.2 PAVEMENTS

9 . 4 . 2 . 1 Recommendation.— The surface ofpavements (runways, taxiways, aprons, etc.)should be kept clear of any loose stones or otherobjects that might cause damage to aircraftstructures or engines, or impair the operation ofaircraft systems.

Note.— Guidance on precautions to be takenin regard to the surface of shoulders is given in:

a) the TC Operations and Maintenance Manualfor Airport Pavements, TP 779; and,

b) the ICAO Aerodrome Design Manual, Part 2.

9 . 4 . 2 . 2 Recommendation.— The surface ofa runway should be maintained in a condition suchas to preclude formation of harmful irregularities.

9 . 4 . 2 . 3 Standard.— For a runway servingturbojet aeroplanes, measurements of the frictioncharacteristics of a runway surface shall be madeperiodically with a continuous friction measuringdevice using self-wetting features.

9 . 4 . 2 . 4 S tan dard .— Correct ivemaintenance action shall be taken when:

a) the average coefficient of friction for the entirerunway is below 0.50; or

b) any areas of a runway surface that are 100metres or greater in length have an averagecoefficient of friction less than 0.30.

9 . 4 . 2 . 5 S tan dard .— Correct ivemaintenance action shall be programmed when:

a) the average coefficient of friction for the entirerunway is below 0.60; or

b) any areas of a runway surface that are 100metres or greater in length have an averagecoefficient of friction less than 0.50.

9 . 4 . 2 . 6 Recommendation.— When there isreason to believe that the drainage characteristicsof a runway or portions thereof are poor due toslopes or depressions then the runway frictioncharacteristics should be assessed under naturalor simulated conditions that are representative oflocal rain and corrective maintenance action shouldbe taken as necessary.

9 . 4 . 2 . 7 Recommendation.— When ataxiway is used by turbine-engined aeroplanes thesurface of the taxiway shoulders should bemaintained so as to be free of any loose stones orother objects that could be ingested by theaeroplane engines.

Note.— Guidance on the subject is given inthe ICAO Aerodrome Design Manual, Part 2.

Winter maintenance

9 . 4 . 2 . 8 Recommendation.— The surface ofa runway should be maintained in a condition so asto provide good friction characteristics and lowrolling resistance. Snow, slush, ice, standing water



and other contaminants should be removed asrapidly and completely as possible to minimizeaccumulation.

Note.— Guidance on determining andexpressing the friction characteristics on snow orice contaminated runways is given in the CanadianClass 1 NOTAM Procedures Manual Chapter 9, TP973. The Airports Winter Surface MaintenanceManual TP 659 contains further information onimproving friction characteristics and on clearing ofrunways.

9 . 4 . 2 . 9 Recommendation.— A taxiwayshould he kept clear of snow, slush, ice, etc. to theextent necessary to enable aircraft to be taxied toand from an operational runway.

9 . 4 . 2 . 1 0 Recommendation.— Apronsshould he kept clear of snow, slush, ice, etc. to theextent necessary to enable aircraft to manoeuvresafely or where appropriate to be towed orpushed.

9 . 4 . 2 . 1 1 Recommendation.— Wheneverthe clearance of snow, slush, ice, etc. from thevarious parts of the movement area cannot becarried out simultaneously the order of priorityshould be as follows but may be altered followingconsultation with the aerodrome users:

1st – runway(s) in use;

2nd – taxiways serving runway(s) in use;

3rd – apron(s);

4th – holding bays;

5th – emergency access roads; and

6th – other areas.

9 . 4 . 2 . 1 2 Recommendation.— Chemicals toremove or to prevent the formation of ice and froston aerodrome pavements should be used whenconditions indicate their use could be effective.Caution should be exercised in the application ofthe chemicals so as not to create a more slipperyconditions.

Note.— Guidance on the use of ice controlchemicals is given in the Airports WinterMaintenance Manual ,TP 659.

9 . 4 . 2 . 1 3 Standard.— Chemicals whichmay have harmful effects on aircraft or pavements,or chemicals which may have toxic effects on theaerodrome environment, shall not be used.

9 . 4 . 2 . 1 4 S tan dard.— Systematicreporting on the status of winter aerodromemaintenance shall be carried out in accordancewith the RSC/JBI format contained in Chapter 9 ofthe Canadian Class 1 NOTAM Procedures Manual -TP 973.

Runway pavement overlays

Note.— The following specifications areintended for runway pavement overlay projectswhen the runway is to be returned to anoperational status before overlay of the entirerunway is complete thus normally necessitating atemporary ramp between the new and old runwaysurfaces. Guidance on overlaying pavements andassessing their operational status is given in theICAO Aerodrome Design Manual, Part 3.

9 . 4 . 2 . 1 5 Standard.— The longitudinalslope of the temporary ramp shall not exceed 1.0per cent measured with reference to the existingrunway surface or previous overlay course.

9 . 4 . 2 . 1 6 Recommendation— Overlayingshould proceed from one end of the runwaytoward the other end so that based on runwayutilization most aircraft operations will experience adown ramp.

9 . 4 . 2 . 1 7 Recommendation.— The entirewidth of the runway should be overlaid during eachwork session.

9 . 4 . 2 . 1 8 Standard.— Before a runwaybeing overlaid is returned to a temporaryoperational status, a runway centre line markingconforming to the specifications in Section 5.2.3shall be provided. Additionally, the location of anytemporary threshold shall be identified by a 3.6 mwide transverse stripe.

Note.— See 5.2.4.8 to 5.2.4.10 forcharacteristics of a transverse stripe.



9.4.3 VISUAL AIDS

Note.— These specifications are not intendedto define the failure of a lighting system.

Application

9 . 4 . 3 . 1 S t a n d a r d . — A system ofpreventive maintenance of visual aids shall beemployed to ensure lighting and marking systemreliability.

Note.— Guidance on preventive maintenanceof visual aids is given in the ICAO Airport ServicesManual, Part 9.

9 . 4 . 3 . 2 Recommendation.— The system ofpreventive maintenance employed for a precisionapproach runway category II or III should have as itsobjective that, during any period of category II or IIIoperations, all approach and runway lights areserviceable, and that in any event at least:

a) 95 per cent of the lights are serviceable ineach of the following particular significantelements:

– precision approach category II and III lighting system, the inner 450 m;

– runway centre line lights;

– runway threshold lights; and

– runway edge lights;

b) 90 per cent of the lights are serviceable in thetouchdown zone lights;

c) 85 per cent of the lights are serviceable in theapproach lighting system beyond 450 m; and

d) 75 per cent of the lights are serviceable in therunway end lights.

9.4.3.3 Recommendation.— In order toprovide continuity of guidance, the allowablepercentage of unserviceable lights in a systemlisted in 9.4.3.2, should not be permitted in such away as to alter the basic pattern of the lightingsystem. Additionally, an unserviceable lightshould not be permitted adjacent to anotherunserviceable light, except in a barrette or acrossbar where two adjacent unserviceable lightsmay be permitted.

Note.— With respect to barrettes, crossbarsand runway edge lights, lights are considered tobe adjacent if located consecutively and:

– laterally: in the same barrette or crossbar; or

– longitudinally: in the same row of edge lights orbarrettes.

9.4.3.4 Recommendation.— The system ofpreventive maintenance employed for a stop barprovided at a taxi holding position used inconjunction with a runway intended for operationsin runway visual range conditions less than a valueof the order of 1400 ft (400 m) should have thefollowing objectives:

a) no more than two lights will remainunserviceable; and

b) two adjacent lights will not remainunserviceable unless the light spacing issignificantly less than that specified.

9 . 4 . 3 . 5 Recommendation.— The system ofpreventive maintenance employed for a taxiwayintended for use in runway visual range conditionsless than a value of the order of 1400 ft (400 m)should have as its objective that no two adjacenttaxiway centre line lights be unserviceable.

9 . 4 . 3 . 6 Recommendation.— The system ofpreventive maintenance employed for a precisionapproach runway category I should have as itsobjective that, during any period of category Ioperations, all approach and runway lights areserviceable, and that in any event at least 85 percent of the lights are serviceable in each of thefollowing:

a) precision approach category I lighting system;

b) runway threshold lights;

c) runway edge lights; and

d) runway end lights.

9 . 4 . 3 . 7 Recommendation.— In order toprovide continuity of guidance, an unserviceablelight in a system listed in 9.4.3.6, should not bepermitted adjacent to another unserviceable lightunless the light spacing is significantly less thanthat specified.



9 . 4 . 3 . 8 Recommendation.— The system ofpreventive maintenance employed for a runwayintended for take-off in runway visual rangeconditions less than a value of 1400 ft (400 m)should have as its objective that all runway lightsare serviceable, and that in any event at least:

a) 95 per cent of the lights are serviceable ineach of the following particular significantelements:

– runway centre line lights;

– runway threshold lights; and

– runway edge lights; and

b) 75 per cent of the lights are serviceable in therunway end lights.

9 . 4 . 3 . 9 Recommendation.— In order toprovide continuity of guidance, the allowablepercentage of unserviceable lights in a systemlisted in 9.4.3.8, should not be permitted in such away as to alter the basic pattern of the lightingsystem. Additionally, an unserviceable lightshould not be permitted adjacent to anotherunserviceable light.

Note.— With respect to runway edge lights,lights are considered to be adjacent if locatedsequentially in the same row of edge lights.

9.5 WILDLIFE HAZARDREDUCTION

9.5.1 GENERAL

9 . 5 . 1 . 1 Recommendation.— The bird strikehazard on, or in the vicinity of, an aerodromeshould be assessed through the collection ofinformation from aircraft operators, airportpersonnel, etc. on the presence of birds on oraround the aerodrome.

9 . 5 . 1 . 2 Recommendation.— When a birdstrike hazard is identified at an aerodrome, theaerodrome operator should take action todecrease the number of birds constituting apotential hazard to aircraft operations by adoptingmeasures for discouraging their presence on, or inthe vicinity of, an aerodrome.

Note.— Guidance on effective measures forestablishing whether or not birds, on or near anaerodrome, constitute a potential hazard to aircraftoperations, and on methods for discouraging theirpresence, is given in:

a) Wildlife control procedures, TP 11500; and

b) the ICAO Airport Services Manual, Part 3.

9 . 5 . 1 . 3 Recommendation.— Garbagedisposal dumps or any such other source attractingbird activity on, or in the vicinity of, an aerodromeshould be eliminated or their establishmentprevented, unless an aeronautical study indicatesthat they are unlikely to create conditionsconducive to a bird hazard problem.

Note.— Guidance on land uses which mayattract birds and be hazardous to aircraftoperations is contained in the Land Use in theVicinity of Airports Manual, TP 1247.

9.6 APRON MANAGEMENTSERVICE

9.6.1 GENERAL

9 . 6 . 1 . 1 Recommendat ion.— Whenwarranted by the volume of traffic and operatingconditions, an appropriate apron managementservice should be provided on an apron by anATS unit, by another aerodrome operatingauthority, jointly by ATS and the aerodromeoperator, or operator in the case of a companyterminal, in order to:

a) regulate movement with the objective ofpreventing collisions between aircraft, andbetween aircraft and obstacles;

b) regulate entry of aircraft into, and coordinateexit of aircraft from, the apron with theaerodrome control tower; and

c) ensure safe and expeditious movement ofvehicles and appropriate regulation of otheractivities.



9 . 6 . 1 . 2 Recommendation.— When theaerodrome control tower does not participate inthe apron management service, proceduresshould be established to facilitate the orderlytransition of aircraft between the apronmanagement unit and the aerodrome controltower.

Note.— Guidance on an apron managementservice is given in the;

a) ICAO Airport Services Manual, Part 8; and

b) ICAO Manual of Surface Movement Guidanceand Control Systems (SMGCS).

9 . 6 . 1 . 3 S t a n d a rd . — An ap ro nmanagement service shall be provided withradiotelephony communications facilities.

9 . 6 . 1 . 4 Standard.— Where low visibilityprocedures are in effect, persons and vehiclesoperating on an apron shall be restricted to theessential minimum.

Note.— Guidance on related specialprocedures is given in the ICAO Manual of SurfaceMovement Guidance and Control Systems(SMGCS).

9 . 6 . 1 . 5 S t a n d a r d . — An emergencyvehicle responding to an emergency shall begiven priority over all other surface movementtraffic.

9 . 6 . 1 . 6 Standard.— A vehicle operatingon an apron shall:

a) give way to an emergency vehicle; an aircrafttaxiing, about to taxi, or being pushed ortowed; and

b) give way to other vehicles in accordance withlocal regulations.

9 . 6 . 1 . 7 Standard.— An aircraft stand shallbe visually monitored to ensure that therecommended clearances distances are providedto an aircraft using the stand.

9.7 GROUND SERVICING OFAIRCRAFT

9.7.1 GENERAL

9 . 7 . 1 . 1 Standard.— Fire extinguishingequipment suitable for at least initial intervention inthe event of a fuel fire and personnel trained in itsuse shall be readily available during the groundservicing of an aircraft, and there shall be a meansof quickly summoning the emergency responseservice in the event of a fire or major fuel spill.

9 . 7 . 1 . 2 S t a n d a r d . — When aircraftrefuelling operations take place while passengersare embarking, on board or disembarking, groundequipment shall be positioned so as to allow:

a) the use of a sufficient number of exits forexpeditious evacuation; and

b) a ready escape route from each of the exits tobe used in an emergency.


Aerodrome Standards and Recommended Practices Appendix A

APPENDIX A.AERONAUTICAL GROUND LIGHT AND SURFACE MARKING

COLOURS

4th EditionMarch 01, 1993 A–1 Transport Canada

To be issued at a later date

Aerodrome Standards and Recommended Practices Appendix B

APPENDIX B.AERONAUTICAL GROUND LIGHT CHARACTERISTICS

B.1 APPROACH AND RUNWAY LIGHTS

B.1.1 APPROACH CENTRE LINE LIGHTS AND CROSSBARS

B . 1 . 1 . 1 Standard.— The light distribution and intensity for a light unit located on the centre line orcross bar of a precision approach category I or precision approach category II and III approach lightingsystem shall be as illustrated in Figure B-1.

B . 1 . 1 . 2 Standard.— The ratio between the average intensity within the ellipse defining the mainbeam depicted in Figure B-1 and the average light intensity of the main beam of a new runway edge lightshall be from 1.5 to 2.0.

Note.— Where inset lights are used in lieu of elevated lights (eg. on a runway with a displacedthreshold), the intensity requirements can be met by installing two or three fittings (lower intensity) at eachposition.

B . 1 . 1 . 3 Standard.— The measurement of intensity and alignment shall be in accordance withB.1.12.

Figure B-1. Isocandela diagram for approach centre line lights and crossbars (white light)

0 5 10 15 20-5-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0

Minimum2000 cd

Main beamminimum10000 cd

Minimumaverage20000 cd

-14 14

14.5

16.5

1.52.5

13.5

Minimum1000 cd

4th EditionMarch 01, 1993 B–1 Transport Canada

AERONAUTICAL GROUND LIGHT CHARACTERISTICS TP 312E

B.1.2 APPROACH SIDE ROW LIGHTS

B . 1 . 2 . 1 Standard.— The light distribution and intensity for a light unit located on the side row of aprecision approach category I or precision approach category II and III approach lighting system shall be asillustrated in Figure B-2.


Note.— Where inset lights are used in lieu of elevated lights (eg. on a runway with a displacedthreshold) , the intensity requirements can be met by installing two or three fittings (lower intensity) at eachposition.


Figure B-2. Isocandela diagram for approach side row light (red light).

0 5 10 15 20-5-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0

Minimum500 cd

Minimum250 cd


-16.5 -11.5 -7 7 11.5 16.5

14.5

11.5

1.50.5

12.5


Transport Canada B–2 4th EditionMarch 01, 1993


B.1.3 THRESHOLD LIGHTS

B . 1 . 3 . 1 Standard.— The light distribution and intensity for a light unit located on the threshold barshall be as illustrated in Figure B-3.



Figure B-3. Isocandela diagram for threshold light (green light)

0 5 10 15 20-5-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0

Minimum500 cd

Minimum1000 cd



-9 -7.5 -5.5 5.5 7.5 9.5

14

11.5

1



B.1.4 WING BAR LIGHTS

B . 1 . 4 . 1 Standard.— The light distribution and intensity for a light unit located on a wing bar of aprecision approach category II and III approach lighting system or used to indicate a displaced thresholdshall be as illustrated in Figure B-4.



Figure B-4. Isocandela diagram for wing bar light (green light)

0 5 10 15 20-5-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0

Minimum500 cd

Minimum1000 cd


-16.5 -11.5 -7 7 11.5 16.5

13.5

11.5

0.5

10.5




B.1.5 TOUCHDOWN ZONE LIGHTS

B . 1 . 5 . 1 Standard.— The light distribution and intensity for a touchdown zone light unit shall be asillustrated in Figure B-5.



B . 1 . 5 . 4 Standard.— The touchdown zone lights shall be installed with a toe-in of 4 degrees.

Figure B-5. Isocandela diagram for touchdown zone light (white light)

0 5 10-5-10

5

10

Degreesvertical

Y

XDegrees

Horizontal

0

-8.5 -7 7 8.5

2

9

11.5

14


Minimum 250 cd

Minimum 500 cd

Minimum 2500 cd



B.1.6 RUNWAY CENTRE LINE LIGHTS (30 m spacing)

B . 1 . 6 . 1 Standard.— The light distribution and intensity for a runway centre line light unit installedwith 30 m spacing shall be as illustrated in Figure B-6.



B . 1 . 6 . 4 Standard.— Where red runway centre line lights are installed, the values for white lightmultiplied by 0.15 shall be used.

Figure B-6. Isocandela diagram for runway centre line light with 30 m longitudinalspacing (white light)

0 5 10-5-10

5

10

Degreesvertical

Y

XDegrees

Horizontal

0

-8.5 -7 7 8.5

2

9.5

11


Minimum 250 cd

Minimum 2500 cd

7

Minimum 500 cd



B.1.7 RUNWAY CENTRE LINE LIGHTS (15 m spacing)

B . 1 . 7 . 1 Standard.— The light distribution and intensity for a runway centre line light unit installedwith 15 m spacing shall be as illustrated in Figure B-7..

B . 1 . 7 . 2 Standard.— The ratio between the average intensity within the ellipse defining the mainbeam depicted in Figure B-7 and the average light intensity of the main beam of a new runway edge lightshall be from 0.5 to 1.0 for lights used on a precision approach runway category III and from 0.25 to 0.5 forlights used on a precision approach runway category I or category II.



Figure B-7. Isocandela diagram fnr runway centre line light with 15 m longitudinalspacing (white light)

0 5 10-5-10

5

10

DegreesverticalY

XDegrees

Horizontal

0

Minimum average 5000 cd for Cat III,2500 for Cat I & II

Main beam minimum 2500 cd for Cat III 1250 cd for Cat I & II

Minimum 500 cd for Cat III 250 cd for Cat I & II

Minimum 250 cd for Cat III 125 cd for Cat I & II

7 8.5-8.5 -7

13

14.5

9



B.1.8 RUNWAY CENTRE LINE LIGHTS (7.5 m spacing)

B . 1 . 8 . 1 Standard.— The light distribution and intensity for a runway centre line light unit installedwith 7.5 m spacing shall be as illustrated in Figure B-8.




Figure B-8. Isocandela diagram for runway centre line light with 7.5 longitudinalspacing (white light)

0 5 10-5-10

5

10

DegreesverticalY

XDegrees

Horizontal

0


Main beam minimum 625 cd

7 8.5-8.5 -7

13

14.5

9

Minimum 63 cd

Minimum 125 cd



B.1.9 RUNWAY END LIGHTS

B . 1 . 9 . 1 Standard.— The light distribution and intensity for a runway end light unit shall be asillustrated in Figure B-9.



Figure B-9. Isocandela diagram for runway end light (red light)

0 5 10-5-10

5

10

Degreesvertical

Y

XDegrees

Horizontal

0


Minimum 125 cd

Minimum 250 cd

Minimum 1250 cd

9

7.5

0.25

-9 -7.5 -6 6 7.5 9



B.1.10 RUNWAY EDGE LIGHTS (45 m runway width)

B . 1 . 1 0 . 1 Standard.— The light distribution and intensity for a runway edge light unit installedwhere the runway width is 45 m shall be as illustrated in Figure B-10.

B . 1 . 1 0 . 2 Standard.— The ratio between the average intensity within the ellipse defining the mainbeam depicted in Figure B-10 and the average light intensity of the main beam of a new runway edge lightshall be 1.0.

B . 1 . 1 0 . 3 Standard.— The measurement of intensity and alignment shall be in accordance withB.1.12.

Figure B-10. Isocandela diagram for runway edge light where the width of the runwayis 45 m (white light)

0 5 10-5-10

5

10

Degreesvertical

Y

XDegrees

Horizontal

0


Minimum 500 cd

MInimum 1000 cd


12

9.5

7

-9 -7.5 -5.5 5.5 7.5 9



B.1.11 RUNWAY EDGE LIGHTS (60 m runway width)

B . 1 . 1 1 . 1 Standard.— The light distribution and intensity for a runway edge light unit installedwhere the runway width is 60 m shall be as illustrated in Figure B-11.

B . 1 . 1 1 . 2 Standard.— The ratio between the average intensity within the ellipse defining the mainbeam depicted in Figure B-11 and the average light intensity of the main beam of a new runway edge lightshall be 1.0.

B . 1 . 1 1 . 3 Standard.— The measurement of intensity and alignment shall be in accordance withB.1.12.

Figure B-11. Isocandela diagram for runway edge light where width of runway is 60 m(white light)

0 5 10-5-10

5

10

Degreesvertical

Y

XDegrees

Horizontal

0


Minimum 500 cd

MInimum 1000 cd


12

9.5

7

-8.5 -6.5 6.5 8.5


AERONAUTICAL GROUND LIGHT CHARACTERISTICS

�

TP 312E

B .1 .12

�

COLLECTIVE REQUIREMENTS FOR APPROAC HAND RUNWAY LIGHTS

B .1 .12 .1 Standard .— The average intensity of the main beam of an approach or runway ligh t(sections B .1 .1 to B .1 .11) shall be calculated by establishing grid points as shown in Figure B-12 an dusing the intensity values measured at all grid points located within and on the perimeter of the ellips erepresenting the main beam. The average value shall be the arithmetic average of light intensitie smeasured at all considered grid points .

B .1 .12 .2 Standard.— Horizontal angles shall be measured with respect to the vertical plan ethrough the runway centre line . For lights other than centre line lights, the direction towards the runwa ycentre line shall be considered positive . Vertical angles shall be measured with respect to the horizonta lplane .

B .1 .12 .3 Standard .— Approach and runway light units shall be installed so that the main beam i saligned within one-half degree of the specified requirement .

B .1 .12 .4 Standard .— Deviations in the main beam pattern shall not be acceptable when th elighting fixture is properly aimed .

Figure B-12 . Grid points to be used for the calculation of average intensity ofapproach and runway light s

Degrees

vertical

-5 0 5X

DegreesHorizonta l



Note.— The ellipses outlining the beam dimensions and intensities in Figures B-1 to B-11 aresymmetrical about the common vertical and horizontal axes. The actual boundaries of the ellipses arecalculated on the formula:

x2 y2

— + — =a2 b2

1

The values of “a” and “b” for the inner, middle, and outer ellipses shown in Figures B-1 to B-11 aretabulated in Table B-1.

Table B-1. Dimensions of ellipses defining isocandela boundariesfor Figures B-1 to B-11

LIGHT UNIT REFERENCEFIGURE

Value of “a” Value of “b”

inner middle outer inner middle outer

(1) (2) (3) (4) (5) (6) (7) (8)

Approach centre line and crossbars Figure B-1 10 14 15 5.5 6.5 8.5

Approach side row Figure B-2 7.0 11.5 16.5 5.0 6.0 8.0

Threshold Figure B-3 5.5 7.5 9.0 4.5 6.0 8.5

Wing bar Figure B-4 7.0 11.5 16.5 5.0 6.0 8.0

Touchdown zone Figure B-5 5.0 7.0 8.5 3.5 6.0 8.5

Runway centre line (30 m spacing) Figure B-6 5.0 7.0 8.5 3.5 6.0 8.5

Runway centre line (15 m spacing) Figure B-7 5.0 7.0 8.5 4.5 8.5 10

Runway centre line (7.5 m spacing) Figure B-8 5.0 7.0 8.5 4.5 8.5 10

Runway end Figure B-9 6.0 7.5 9.0 2.25 5.0 6.5

Runway edge (45 m runway width) Figure B-10 5.5 7.5 9.0 3.5 6.0 8.5

Runway edge (60 m runway width) Figure B-11 6.5 8.5 10.0 3.5 6.0 8.5



B.2 TAXIWAY LIGHTS

B.2.1 TAXIWAY CENTRE LINE LIGHTS (15 m spacing) andSTOP BAR LIGHTS IN STRAIGHT SECTIONS INTENDEDFOR USE IN RVR CONDITIONS LESS THAN A VALUE OF

1400 FT (large offsets)

B . 2 . 1 . 1 Standard.— The average intensity of the main beam of a taxiway centre line light spaced atlongitudinal intervals of 15 m or a stop bar light intended for use on straight sections in runway visual rangeconditions less than a value in the order of 1400 ft (400 m) and, where a large offset can occur betweenthe cockpit of an aircraft and the light units shall be as illustrated in Figure B-13.

Note.— The beam coverages depicted in Figure B-13 allow for displacement of the cockpit from thecentre line up to distances of the order of 12 m and are intended for use before and after curves.


Figure B-13. Isocandela diagram for taxiway centre line (15 m spacing) and stop barlights in straight sections intended for use in runway visual range conditions

of less than a value of the order of 1400 ft (400 m) wherelarge offsets can occur

0 5 10 15 20-5-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0


MInimum 20 cd


-16 16

13

8

1



B.2.2 TAXIWAY CENTRE LINE LIGHTS (15 m spacing) andSTOP BAR LIGHTS IN STRAIGHT SECTIONS INTENDEDFOR USE IN RVR CONDITIONS LESS THAN A VALUE OF

1400 FT

B . 2 . 2 . 1 Standard.— The average intensity of the main beam of a taxiway centre line light spaced atlongitudinal interval of 15 m or a stop bar light intended for use on straight sections in runway visual rangeconditions less than a value in the order of 1400 ft (400 m) shall be as illustrated in Figure B-14.

Note.— The beam coverages depicted in Figure B-14 are generally satisfactory and cater for a normaldisplacement of the cockpit from the centre line of approximately 3 m.


Figure B-14. Isocandela diagram for taxiway centre line (15 m spacing) and stop barlights in straight sections intended for use in runway visual range conditions

of less than a value of the order of 1400 ft (400 m)

0 10 15 20-10-15-20

5

10

15

20

Degreesvertical

Y

XDegrees

Horizontal

0


MInimum 20 cd


13

8

1

3.54.5-4.5

-3.5


B .2 .3

�

TAXIWAY CENTRE LINE LIGHTS (7 .5 m spacing) an dSTOP BAR LIGHTS IN CURVED SECTIONS INTENDE D

FOR USE IN RVR CONDITIONS LESS THAN A VALUE O F1400 FT


TP 312E

B . 2 .3 .1 Standard .— The average intensity of the main beam of a taxiway centre line light spaced a tlongitudinal intervals of 7 .5 m or a stop bar light intended for use on curved sections in runway visual rang econditions less than a value in the order of 1400 ft (400 m) shall be as illustrated in Figure B-15 .

B .2 .3 .2 Standard .— Where the light units are installed on curved sections, they shall be toed-i n15 .75 degrees with respect to the tangent of the curve .

B .2 .3 .3 Standard .---- The measurement of intensity and alignment shall be in accordance wit hB.2.7 .

Figure B-15 . Isocandela diagram for taxiway centre line (7 .5 m spacing) and stop ba rlights in curved sections intended for use in runway visual range condition s

of less than a value of the order of 1400 ft (400 m )

_�Trans p ort Canada

B— l 6

4th EditionLarch 01, 1993

Aerodrome Standards and Recommended Practices

�

Appendix B

B .2 .4 TAXIWAY CENTRE LINE LIGHTS (30 m, 60 m spacing) an dSTOP BAR LIGHTS IN STRAIGHT SECTIONS INTENDE DFOR USE IN RVR CONDITIONS OF 1400 FT

�

GREATE R

B .2 .4 .1 Standard .— The average intensity of the main beam of a taxiway centre line light spaced a tlongitudinal intervals of 30 m or 60 m or a stop bar light intended for use on straight sections in runwa yvisual range conditions in the order of 1400 ft (400 m) or greater, shall be as illustrated in Figure B-16 .

B .2 .4 .2 Standard .— Where the light units are omnidirectional, they shall comply with the vertica lbea m requirements of Figure B-16 .

B .2 .4 .3 Standard .— The measurement of intensity and alignment shall be in accordance wit hB.2.7

.

Figure B-16 . Isocandela diagram for taxiway centre line (30 m and 60 m spacing) an dstop bar lights in straight sections intended for use in runway visual rang e

conditions of the order of 1400 ft (400 m) o r greater

4th Editio n B—17March 01, 1993

�

Transport Canada


TP 312E

B .2 .5 TAXIWAY CENTRE LINE LIGHTS (30 m, 60 m spacing) an dSTOP

�

LIGHTS IN CURVED SECTIONS INTENDE DFOR USE IN RVR CONDITIONS OF 1400 FT OR GREATE R

B .2 .5 .1 Standard .— The average intensity of the main beam of a taxiway centre line light spaced a tlongitudinal intervals of 30 m or 60 m or a stop bar light intended for use on curved sections in runwa yvisual range conditions in the order of 1400 ft (400 m) or greater, shall be as illustrated in Figure B-17 .

Note .— The beam coverages depicted in Figure B-17 allow for a displacement of the cockpit from th ecentre line of approximately 12 m as would occur on curves .

B .2 .5 .2 Standard .— Where the light units are installed on curved sections, they shall be toed-i n

15 .75 degrees with respect to the tangent of the curve .

B .2 .5 .3 Recommendation .— At locations where high background luminance is usual and wher edeterioration of light output resulting from dust, snow, and local contamination is a significant factor, th eintensity values shown in Figure B-17 should be multiplied by 2 .5 .

B .2 .5 .4 Standard .— The measurement of intensity and alignment shall be in accordance wit hB .2 .7 .

Figure B-17 . Isocandela diagram for taxiway centre line (30 m and 60 m spacing) an dstop bar lights in curved sections intended for use in runway visual rang e

conditions of the order of 1400 ft (400 m) or greate r

Transport Canada

B—18

�

4th EditionMarch 01, 1993

Aerodrome Standards and RecommendedPractices� AppendixB

B .2 .6

�

RUNWAY GUARD LIGHTS (configuratio n

B .2 .6 .1 Standard .— The average intensity of the main beam of a runway guard light, configuratio nA shall be as illustrated in Figure B-18 .

Figure B-18 . Isocandela diagram for runway guard lights, configuration A

4th Edition

B-19 Transport CanadaMarch 01, 1993

AERONAUTICAL GROUND LIGHT CHARACTERISTICS� TP 312E

B .2 .7

�

COLLECTIVE REQUIREMENTS FOR TAXIWAY LIGHT S

B .2 .7 .1 Standard .— The average intensity of the main beam of a taxiway light (sections B .2.1 t oB .2.6) shall be calculated by establishing grid points as shown in Figure B-19 and using the intensit yvalues measured at all grid points located within and on the perimeter of the rectangle representing th emain beam. The average value shall be the arithmetic average of light intensities measured at al lconsidered grid points .

B .2 .7 .2 Standard .-- Horizontal angles shall be measured with respect to the vertical plan ethrough the taxiway centre line except on curves where they are measured with respect to the tangent o fthe curve . Vertical angles shall be measured from the longitudinal slope of the taxiway surface .

B .2 .7 .3 Standard .---Taxiway light units shall be installed so that the main beam is aligned withi none-half degree of the specified requirement .

B .2 .7 .4 Standard .— Deviations in the main beam pattern shall not be acceptable when the lightin gfixture is properly aimed .

Figure B-19 . Grid points to be used for the calculation of average intensity o ftaxiway centre line and stop bar light s

Transport Canada

�

B—20

4th EditionMarch 01, 1993

Aerodrome Standards and Recommended Practices

Appendix B

B .3 VISUAL APPROACH SLOPE INDICATOR SYSTEM S

B .3 .1�PAPI and APAP I

B .3 .1 .1 Standard .— The light intensity distribution of a PAPI or APAPI light unit shall be asillustrated in Figure B-20 .

Note.— The curves shown in Figure B-20 are for minimum intensities in red light .

B .3 .1 .2 Standard .— The light intensity value of the white sector of the beam as illustrated i nFigure B-20 shall not be less than 2 times the corresponding intensity in the red sector .

Note.— The intensity value in the white sector of the beam may be as high as 6 .5 times th ecorresponding intensity in the red sector .

B .3 .1 .3 Standard .— At full intensity, the red light shall have a V coordinate not exceeding 0 .320 .

Figure B-20 . Light intensity and distribution of PAPI and APAP I

4th Edition

�

B —2

�

Transport CanadaMarch 01, 1993

Aerodrome Standards and Recommended Practices Appendix C

APPENDIX C.AIRSIDE GUIDANCE SIGN DESIGN SPECIFICATIONS

Introductory Note.— These specificationsdetail the design requirements of mandatoryinstruction and information signs (collectivelyknown as airside guidance signs) to be located onthe movement area of an aerodrome. The type ofsigns, inscriptions, and information to beconveyed, are determined in accordance withSection 5.4. The pictorial representation of thoserequirements are the subject of this appendix.

C.1 GENERALREQUIREMENTS

C.1.1 SIGN FACE ANDINSCRIPTION DIMENSIONS

Face size

C . 1 . 1 . 1 Standard .— The face height ofsigns shall be as follows:

Inscription Face heightheight

Min Desired

200 mm 300 mm 400 mm300 mm 450 mm 600 mm400 mm 600 mm 800 mm

Figure C-1. Sign dimensions

H/4 minimum; H/2 desired

H/4 minimum; H/2 desired

H

H/4 minimum*;H/2 desired

* H/2 minimum for location signs not arrayed with other signs (ie. "stand alone") and runway designation signs located at

runway extremities

Note.— The minimum inscription height for aparticular sign application is specified in 5.4.1.5.

C . 1 . 1 . 2 Standard.— The sign face sizeand proportion shall be in relationship to inscriptionsize and shall be in accordance with Figure C-1.

Borders

C . 1 . 1 . 3 Standard.— Where a location signis not used to form part of an array, it shall have ayellow border surrounding the sign. The width ofthe border shall be approximately 0.5 of the widthof the stroke used to make the location signinscription.

C . 1 . 1 . 4 Standard.— Where informationsigns have been combined together to form anarray, the individual signs shall be delineated by avertical black stripe between sign inscriptions. Thewidth of the delineator shall be 0.7 of the width ofthe stroke used to make the sign inscription.

C.1.2 SIGN CHARACTERSIZE AND SPACING

C . 1 . 2 . 1 Standard.— The size, form, andproportion of sign characters used to form theinscriptions on signs shall be in accordance withTable C-1 and Figure C-2.

4th EditionRevised 2005 C–1 Transport Canada

AIRSIDE GUIDANCE SIGN DESIGN SPECIFICATIONS TP 312E

Table C-1. Dimensions of sign characters

SIGN CHARACTER

WIDTH OF CHARACTER (millimetres)

Character Height (millimetres)

200 225 250 300 400

(1) (2) (3) (4) (5) (6)

ABC

170 191 212 255 340137 154 171 205 274137 154 171 205 274

DEF

137 154 171 205 274124 140 155 186 248124 140 155 186 248

GHI

137 154 171 205 274137 154 171 205 27432 36 40 48 64

JKL

127 143 159 190 254140 158 175 210 280124 140 155 186 248

MNO

157 176 196 236 314137 154 171 205 274143 161 179 214 286

PQR

137 154 171 205 274143 161 179 214 286137 154 171 205 274

STU

137 154 171 205 274124 140 155 186 248137 154 171 205 274

VWX

152 171 190 229 304178 200 222 267 356137 154 171 205 274

YZ1

171 192 214 257 342137 154 171 205 27450 56 61 74 98

234

137 154 171 205 274137 154 171 205 274149 168 186 224 298

567

137 154 171 205 274137 154 171 205 274

137 154 171 205 274

890

137 154 171 205 274137 154 171 205 274143 161 179 214 286

DASH (-) 84 94 105 125 168

Stroke width (mm) 32 36 40 48 64

Transport Canada C–2 4th EditionMarch 01, 1993


Figure C-2. Form and proportion of sign characters (sheet1)

4th EditionMarch 01, 1993 C–3 Transport Canada


Figure C-2. Form and proportion of sign characters (sheet 2)



Table C-2. Sign character and word spacing

PRECEDING LETTERor NUMERAL

REFERENCE NUMBER for LETTER/NUMERAL to LETTER/NUMERAL SPACING

Following letter or Numeral

B, D, E, F, H, I, K, L, C, G, O, Q, S, X, Z, A, J, T, V, W,Y, M, N, P, R, U, 1, 5 2, ,3, 6, 8, 9, 0 4, 7

(1) (2) (3) (4)

ABC

2 2 41 2 22 2 3

DEF

1 2 22 2 32 3 3

GHI

1 2 21 1 21 1 2

JKL

1 1 22 2 32 2 4

MNO

1 1 21 1 21 2 2

PQR

1 2 21 2 21 2 2

STU

1 2 22 2 41 1 2

VWX

2 2 42 2 32 2 3

YZ1

2 2 42 2 31 1 2

234

1 2 21 2 22 2 4

567

1 2 21 2 22 2 4

890

1 2 21 2 21 2 2

SPACE (in millimetres) MEASURED HORIZONTALLY FROM THE EXTREME RIGHT EDGE OF THE PRECEDINGLETTER OR NUMERAL TO THE EXTREME LEFT EDGE OF THE FOLLOWING LETTER OR NUMERAL

Reference number(from above)

Letter/Numeral Height (mm)

200 225 250 300 400

1234

48 54 59 71 9638 43 48 57 7625 28 32 38 5013 14 16 19 26

Word space 38 43 48 57 76



C.1 .2 .2 Standard.— Where characters arestrung together to form a message element withinan inscription, the spacing between characters andwords shall be in accordance with Table C-2.

C . 1 . 2 . 3 S t a n d a r d .— Signs made inmultiple sections shall appear to the viewer asdisplaying a single message element.

C.1.3 SIGN CONSTRUCTION

General

C . 1 . 3 . 1 S t a n d a r d .— Signs shall beconstructed of light weight non-ferrous materials.

C . 1 . 3 . 2 Standard.— Signs, including allrequired components, shall be designed forcontinuous outdoor use under the followingenvironmental conditions:

a) Temperature: An ambient temperature rangefrom minus 55 degrees Celsius to plus 55degrees Celsius;

b) Wind: Exposure to wind velocities of 320km/hr (200 mph);

c) Rain: Exposure to driving rains;

d) Snow and Ice: Exposure to snow and icingconditions;

e) Salt: Exposure to salt laden atmospheres; and

f) Humidity: Exposure to relative humidity from 5to 95 percent.

C . 1 . 3 . 3 Standard .— Signs with springmounting shall be sturdy so as to not causevibration leading to decreased lamp life. The signshall be sufficiently rigid to withstand a windloading of 95 km/hr without deflection. At windspeeds greater than 95 km/hr, the sign shalldeflect not more than 35 degrees. Upon releaseof wind loading which causes deflection, the signshall immediately return to its normal verticalposition without excessive vibration or overswing.

Frangibility and withstand

C . 1 . 3 . 4 Standard.— The mounting legsfor each sign shall be frangible so as to break,distort or yield upon impact so as to present the

minimum hazard of the sign to aircraft.

C . 1 . 3 . 5 Standard.— Where the frangiblemeans is of breakable couplings, these couplingsshall be provided at the base of the mounting legand shall be such that the break point is located atleast 50mm above the concrete pad or anchorstake.

C . 1 . 3 . 6 S t a n d a r d .— Signs, that areintended to deform or yield upon impact, shall doso in a manner to cause the sign to fall to groundlevel and to be passed over by the aircraft.

C . 1 . 3 . 7 S t a n d a r d .— Signs shall beconstructed with mounting strength such that thesign is capable of withstanding environmentalconditions of wind gusts and jet blast. In addition,the face panel and panel supports (ie. frame) shallwithstand, as a minimum, the pressure at which thefrangible points break.

Note.— The withstand and frangibilitystrengths are specified in terms of wind loading(pressure) using the following formula:

P=K*V 2

where: P = pressure in kPa (lb/ft2)V = wind speed in km/hr (mph)K = 0.00005 (0.0027)

C . 1 . 3 . 8 Standard.— Signs shall withstanda wind loading of 320 km/hr (200 mph) and shallbreak before the wind loading reaches 480 km/hr(300 mph).

C . 1 . 3 . 9 Standard.— The frangibility andwithstand capability of the sign shall be proven forthe clearance height of 1200mm. The frangibledevice used for this clearance may be also used forinstallations of lesser clearance height.

Noninterference with navigation aids

C . 1 . 3 . 1 0 S t a n d a r d .— Signs may beconstructed with metallic face and back panels.This style of design, however, shall not be such asto cause interference with surface radar orelectronic navigation aids.

Transport Canada C–6 4th Edition Revised 2005


C.2 RETROREFLECTIVESIGNS

C.2.1 GENERAL

C . 2 . 1 . 1 S tandard.— Retroreflectivematerial for application on illuminated signs shallmeet the colour and reflectivity of ASTM D4956,Type 1 sheeting.

C . 2 . 1 . 2 S tandard.— Retroreflectivematerial for non-illuminated signs shall meet thecolour and reflectivity of ASTM D4956, Type 3 or 4sheeting.

C.3 ILLUMINATED SIGNS

C.3.1 GENERAL

C . 3 . 1 . 1 Standard.— Signs made inmultiple sections shall appear to the viewer asdisplaying a single message element andilluminated area. The transition between sectionsshall not present a noticeable darkened area to thepilot. The letters/numerals of the legend may beapplied across this point of transition.

C.3.2 INTERNALLYILLUMINATED SIGNS

General

C . 3 . 2 . 1 Recommendation.— The signframe should be provided with a small window thatpermits daytime inspection for failed lamps.

Note.— Normally, the inspection windowshould be located at the end of sign frame. In thecase of sign modules that form a sign array, thislocation may not be practical and other locationmay be used.

C . 3 . 2 . 2 Recommendation.— The windowshould have a clear plastic cover which is sealedagainst environmental conditions.

Sign luminance

C . 3 . 2 . 3 S t a n d a r d .— Sign luminance(average sign luminance) shall be as follows:

Red 10 - 30 cd/m2

Yellow 50 - 150 cd/m2

White 100 - 300 cd/m2

C . 3 . 2 . 4 Recommendation.— At locationswhere high background luminance is usual, theluminance values shown in C.3.2.3 should beincreased by a factor between 2 and 3.

C . 3 . 2 . 5 S t a n d a r d .— With all lampsoperating, the luminance ratio between red andwhite elements of a mandatory instruction signshall not be greater than 1:10.

C . 3 . 2 . 6 S t a n d a rd .— Th e ave rag eluminance of the sign shall be calculated byestablishing grid points as shown in Figure C-3 andusing the luminance values measured at all gridpoints located within the rectangle representingthe sign.

C . 3 . 2 . 7 Standard.— The average valueshall be the arithmetic average of the luminancevalues measured at all considered grid points.

C . 3 . 2 . 8 Standard.— The background andborder on location signs shall have an averageluminance of 30 to 100 cd/m2 (10 to 30 foot-lamberts). With all lamps operating, the uniformityshall be 10:1 over the sign face and 1.5:1 betweenadjacent grid points as indicated in Figure C-3

C . 3 . 2 . 9 Standard.—Lamp failure shall notcause a reduction of luminance of more than 50percent in the area of the sign face applicable tothe failed lamp.

Note.— With lamp failure, the uniformityrequirement specified in C.3.2.5 and C..3.2.8 maybe exceeded.

4th EditionRevised 2005 C–7 Transport Canada


Figure C-3. Grid points for luminance measurement of internally illuminated signs

75 mm

1200 mm75 mm

600 mm

Note.— No reading closer than 75 mm to an edge

C.3.3 FIBREOPTIC SIGNS

General

C . 3 . 3 . 1 Standard .-— The sign shall beprovided with an additional fibreoptic point for eachof the enclosed lamps. These fibreoptic pointsshall be located on the side of the sign so thatmaintenance personnel can verify the operation ofthe associated lamps.

C . 3 . 3 . 2 Standard.-— The fibreoptic pointsthat illuminate a character shall have a spacing ofnot more than 20mm.

C . 3 . 3 . 3 Standard .-— The loci (line of)fibreoptic points shall follow the centre of thecharacter, except that it shall be shifted to the leftedge of the vertical member of letters "B", "D", "E","F", "K", "L", "P", and "R", and the numeral "5". Inaddition, the loci shall follow the lower edge of thecross member of letters "A","E", "F", and "H".

Photometric Performance

C . 3 . 3 . 4 Standard.— The fibreoptic signshall have the photometric distribution, as shownin Figure C-4.

C . 3 . 3 . 5 Standard.— For the purpose ofphotometric testing, the white colour shall be usedand the intensity and distribution shall be inaccordance with Figure C-4.

C . 3 . 3 . 6 Standard.— Lamp failure shall notcause a reduction of intensity of more than 50percent for the fibreoptic points applicable to amessage element to which these lamps apply.The reduction shall not occur in a manner as toreduce the number of illuminated points within aloci of points.



5 10 15 20 25 30 35 40

5

10

15

20

25

30

35

40Intensity

0.2 cd

0.4 cd

1.0 cd

2.0 cd

For combined outputof 8 Fibreoptic points

Degreeshorizontal

Degreesvertical

Figure C-4. Photometric distribution for fibreoptic signs


Aerodrome Standards and Recommended Practices AttachmentsTable of Contents

ATTACHMENTS

ATTACHMENT A

GUIDANCE MATERIAL SUPPLEMENTARY TO TP 312E, AERODROMESTANDARDS AND RECOMMENDED PRACTICES

Page

1. NUMBER, ORIENTATION and SITING of RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2. CLEARWAYS and STOPWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3. SLOPES ON A RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4. RUNWAY SURFACE EVENNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

5. STRIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

6. RUNWAY END SAFETY AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

7. TAXIWAY EDGE LIGHTS - “SEA OF BLUE “ EFFECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

8. AIR SIDE PROTECTIVE MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

9. QUALITY ASSURANCE TESTS FOR AIRSIDE GUIDANCE SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

March 01, 1993 Transport Canada

Aerodrome Standards and Recommended Practices Attachment APage 1

ATTACHMENT A.GUIDANCE MATERIAL SUPPLEMENTARY TO TP 312E,

AERODROME STANDARDS AND RECOMMENDEDPRACTICES

1. NUMBER, SITING ANDORIENTATION OF RUNWAYS

Siting and orientation of runways

1 . 1 Many factors should be taken into accountin the determination of the siting and orientation ofrunways. Without attempting to provide anexhaustive list of these factors nor an analysis oftheir effects, it appears useful to indicate thosewhich most frequently require study. Thesefactors may be classified under four headings:

1 . 1 . 1 Type of operation. Attention shouldbe paid in particular to whether the aerodrome is tobe used in all meteorological conditions or only invisual meteorological conditions, and whether it isintended for use by day and night, or only by day.

1 . 1 . 2 Climatological conditions. A study ofthe wind distribution should be made to determinethe usability factor. In this regard, the followingcomments should be taken into account:

a) Wind statistics used for the calculation ofthe usability factor are normally available inranges of speed and direction, and theaccuracy of the results obtained depends,to a large extend, on the assumeddistribution of observations within theseranges. In the absence of any sureinformation as to the true distribution, it isusual to assume a uniform distributionsince, in relation to the most favourablerunway orientations, this generally resultsin a slightly conservative figure for theusability factor.

b) The maximum mean cross-windcomponents given in Chapter 3, 3.1.2refer to normal circumstances. There aresome factors which may require that areduction of those maximum values betaken into account at a particularaerodrome. These include:

1) the wide variations which may exist, inhandling characteristics and maximumpermissible cross-wind components,among diverse types of aeroplanes(including future types) within each ofthe three groups given 3.1.1.2;

2) prevalence and nature of gusts;

3) prevalence and nature of turbulence;

4) the availability of a secondary runway;

5) the width of runways;

6) the runway surface conditions - water,snow and ice on the runway materiallyreduce the allowable cross-windcomponent; and

7) the strength of the wind associatedwith the l imit ing cross-windcomponent.

A study should also be made of the occurrence ofpoor visibility and/or low cloud base. Accountshould be taken of their frequency as well as theaccompanying wind direction and speed.

1 . 1 . 3 Topography of the aerodrome site, itsapproaches, and surroundings, particularly:

a) compliance with the obstacle limitationsurfaces;

b) current and future land use. Theorientation and layout should be selectedso as to protect as far as possible theparticularly sensitive areas such asresidential, school and hospital zones fromthe discomfort caused by aircraft noise;

c) current and future runway lengths to beprovided;

d) construction costs; and


Attachment APage 2

TP 312E

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

1 . 1 . 4 Air traffic in the vicinity of theaerodrome, particularly:

a) proximity of other aerodromes or ATSroutes;

b) traffic density; and

c) air traffic control and missed approachprocedures.

Number of runways in each direction

1 . 2 The number of runways to be provided ineach direction depends on the number of aircraftmovements to be catered to.

2. CLEARWAYS AND STOPWAYS

2 . 1 The decision to provide a stopway and/or aclearway as and alternative to an increased lengthof runway will depend on the physicalcharacteristics of the area beyond the runway end,and on the operating performance requirements ofthe prospective aeroplanes. The runway, stopwayand clearway lengths to be provided aredetermined by the aeroplane take-offperformance, but a check should also be made ofthe landing distance required by the aeroplanesusing the runway to ensure that adequate runwaylength is provided for landing. The length of aclearway, however, cannot exceed half the lengthof take-off run available.

2 . 2 The aeroplane performance operatinglimitations require a length which is enough toensure that the aeroplane can, after starting a take-off, either be brought safely to a stop or completethe take-off safely. For the purpose of discussionit is supposed that the runway, stopway andclearway lengths provided at the aerodrome areonly just adequate for the aeroplane requiring thelongest take-off and accelerate-stop distances,taking into account its take-off mass, runwaycharacteristics and ambient atmosphericconditions. Under these circumstances there is,for each take-off, a speed, called the decisionspeed; below this speed, the take-off must beabandoned if an engine fails, while above it thetake-off must be completed. A very long take-off

run and take-off distance would be required tocomplete a take-off when an engine fails beforethe decision speed is reached, because of theinsufficient speed and the reduced poweravailable. There would be no difficulty in stoppingin the remaining accelerate-stop distance availableprovided action is taken immediately. In thesecircumstances the correct course of action wouldbe to abandon the take-off.

On the other hand, if an engine fails after thedecision speed is reached, the aeroplane will havesufficient speed and power available to completethe take-off safely in the remaining take-offdistance available. However, because of the highspeed, there would be difficulty in stopping theaeroplane in the remaining accelerate-stopdistance available.

2 . 3 The decision speed is not a fixed speedfor any aeroplane, but can be selected by the pilotwithin limits to suit the accelerate-stop and take-offdistance available, aeroplane take-off mass,runway characteristics, and ambient atmosphericconditions at the aerodrome. Normally, a higherdecision speed is selected as the accelerate-stopdistance available increases.

2 . 4 A variety of combinations of accelerate-stop distances required and take-off distancesrequired can be obtained to accommodate aparticular aeroplane, taking into account theaeroplane take-off mass, runway characteristics,and ambient atmospheric conditions. Eachcombination requires its particular length of take-off run.

2 . 5 The most familiar case is where thedecision speed is such that the take-off distancerequired is equal to the accelerate-stop distancerequired; this value is known as the balanced fieldlength. Where stopway and clearway are notprovided, these distances are both equal to therunway length. However if landing distance is forthe moment ignored, runway is not essential forthe whole of the balanced field length, as the take-off run required is, of course, less than thebalanced field length. The balanced field lengthcan, therefore, be provided by a runwaysupplemented by an equal length of clearway andstopway, instead of wholly as a runway. If therunway is used for take-off in both directions, anequal length of clearway and stop-way has to beprovided at each runway end. The saving in

Transport Canada March 01, 1993


runway length is, therefore, bought at the cost of agreater over-all length.

2 . 6 In case economic considerations precludethe provision of stopway and, as a result, onlyrunway and clearway are to be provided, therunway length (neglecting landing requirements)should be equal to the accelerate-stop distancerequired or the take-off run require, whichever isthe greater. The take-off distance available will bethe length of the runway plus the length ofclearway.

2 . 7 The minimum runway length and themaximum stopway or clearway length to beprovided may be determined as follows, from thedata in the aeroplane flight manual for theaeroplane considered to be critical from theviewpoint of runway length requirements:

a) if a stopway is economically possible, thelengths to be provided are those for thebalanced field length. The runway lengthis the take-off run required or the landingdistance required, whichever is thegreater. If the accelerate-stop distancerequired is greater than the runway lengthso determined, the excess may beprovided as stopway, usually at each endof the runway. In addition, a clearway ofthe same length as the stopway must a!sobe provided;

b) if a stopway is not to be provided, therunway length is the landing distancerequired, or if it is greater, the accelerate-stop distance required, whichcorresponds to the lowest practical valueof the decision speed. The excess of thetake-off distance required over the runwaylength may be provided as clearway,usually at each end of the runway.

2 . 8 In addition to the above consideration, theconcept of clearways in certain circumstances canbe applied to a situation where the take-offdistance required for all engines operatingexceeds that required for the engine failure case.

2 . 9 The economy of a stopway can be entirelylost if, after each usage, it must be regraded andcompacted. Therefore, it should be designed towithstand at least a certain number of loadings ofthe aeroplane which the stopway is intended to

serve without inducing structural damage to theaeroplane.

3. SLOPES ON A RUNWAY

3 . 1 Distance between slope changes

The following example illustrates how the distancebetween slope changes is to be determined (seeFigure 1):

Distance D for a runway where the code number is3 should be at least:

15000 ( |x - y| + |y - z| ) m

where: |x - y| is the absolute numerical value of x - y

|y - z| is the absolute numerical value of y - z

Example: Assuming; x = +0.01y = - 0.005z = + 0.005

then; |x - y| = 0.015|y - z| = 0.01

To comply with the specifications, D should be notless than:

15 000 (0.015 + 0.01) m

that is: 15 000 X 0.025 = 375 m

D = 375 m

3.2 Consideration of longitudinal andtransverse slopes

When a runway is planned that will combine theextreme values for the slopes and changes inslope permitted under Chapter 3, 3.1.2.1 to3.1.2.8, a study should be made to ensure that theresulting surface profile will not hamper theoperation of aeroplanes.

3.3 Slope changes before runways

In order to accommodate aeroplanes making auto-coupled approaches and automatic landings(irrespective of weather conditions), it is desirablethat slope changes be avoided, or kept to aminimum, on an area symmetrical about theextended runway centre-line approximately 60 m


Attachment APage 4

TP 312E

wide and 300 m long before the threshold of aprecision approach runway. This is desirablebecause these aeroplanes are equipped with aradio altimeter for final height and flare guidance,and when the aeroplane is above the terrainimmediately prior to the threshold, the ratioaltimeter will begin to provide information to theautomatic pilot for auto-flare. Where slopechanges cannot be avoided, the rate of changebetween two consecutive slopes should notexceed 2 per cent per 30 m.

Figure 1. Slope changes on a runway - profile on centre line of runway

D

y slope z slope

x slope

Point ofintersection

Point ofintersection

4. RUNWAY SURFACEEVENNESS

4 . 1 In adopting tolerances for runway surfaceirregularities, the following standard ofconstruction is achievable for short distances of 3m and conforms to good engineering practice:

Except across the crown of a camber or acrossdrainage - channels, the finished surface ofthe wearing course is to be of such regularitythat, when tested with a 3 m straightedgeplaced anywhere in any direction on thesurface, there is no deviation greater than 3mm between the bottom of the straight-edgeand the surface of the pavement anywhere -along the straight edge.

4 . 2 Caution should also be exercised wheninserting runway lights or drainage grilles in runway

surfaces to ensure that adequate smoothness ofthe surface is maintained.

5. STRIPS

5 . 1 Shoulders

5 . 1 . 1 The shoulder of a runway or stopwayshould be prepared or constructed so as tominimize any hazard to an aeroplane running offthe runway or stopway. Some guidance is given inthe following paragraphs on certain specialproblems which may arise, and on the furtherquestion of measure to avoid the ingestion ofloose stones or other objects by turbine engines.

5 . 1 . 2 In some cases, the bearing strength ofthe natural ground in the strip may be sufficient,without special preparation, to meet therequirements for shoulders. Where specialpreparation is necessary, the method used willdepend on local soil conditions and the mass ofthe aeroplanes the runway is intended to serve.Soil tests will help in determining the best methodof improvement (e.g. drainage, stabilization,surfacing, light paving).

5 . 1 . 3 Attention should also be paid whendesigning shoulders to prevent the ingestion ofstones or other objects by turbine engines. Similarconsiderations apply here to those which arediscussed for the margins of taxiways in the ICAO

Transport Canada Revised 2005


Aerodrome Design Manual, Part 2, both as to thespecial measures which may be necessary and asto the distance over which such special measures,if required, should be taken.

5 . 1 . 4 Where shoulders have been treatedspecially, either to provide the required bearingstrength or to prevent the presence of stones ordebris, difficulties may arise because of a lack ofvisual contrast between the runway surface andthat of the adjacent strip. This difficulty can beovercome either by providing a good visualcontrast in the surfacing of the runway or strip, orby providing a runway side stripe marking.

5 . 2 Objects on strips

Within the general area of the strip adjacent to therunway, measures should be taken to prevent anaeroplane's wheel, when sinking into the ground,from striking a hard vertical face. Special problemsmay arise for runway light fittings or other objectsmounted in the strip or at the intersection with ataxiway or another runway. In the case ofconstruction, such as runways or taxiways, wherethe surface must also be flush with the stripsurface, a vertical face can be eliminated bychamfering from the top of the construction to notless than 30 cm below the strip surface level. Otherobjects, the functions of which do not requirethem to be at surface level, should be buried to adepth of not less than 30 cm.

5 . 3 Temporary hazards on runwaystrips

It is the responsibility of the aerodrome operator toensure that the existence of all temporaryobstructions or hazards within strips be madeknown as appropriate to pilots, either directly by AirTraffic Control or by NOTAM.

The following paragraphs give guidance on theoperational implications and dealing with temporaryhazards on runways strips.

5 . 3 . 1 Three zones alongside runways canbe identified as follows:

ZONE I. – This zone lies within 23 m of therunway edge where the runway codenumber is 2, 3, or 4; and, 21 m of therunway edge where the runway codenumber is 1.

ZONE II. – This zone extends from the outeredge of Zone I to the edge of thegraded strip. Refer to Chapter 3 fordimension of graded areas.

ZONE III. – This zone applies only to non-precision approach runways used inconditions of poor visibility or lowcloud base. It extends outwards fromthe edge of the graded strip to theedge of the strip required for missedapproaches, i.e. 150 m from therunway centre line.

5 . 3 . 2 Procedures for Zone 1. No workshould be permitted on a precision approachrunway when the runway is in use. For anon-instrument or non-precision approach runway,work may take place in this zone on only one sideof the runway at a time. The area of the obstacleshould not exceed 9 m2, but narrow trenches mayexceptionally be allowed up to 28 m2. Anyobstacle permitted should be limited in height toprovide propeller or pod clearance for the type ofaircraft using the aerodrome, and in no caseshould the height exceed 1 m above the ground.Any piles of earth or debris which could damageaircraft or engines must be removed. Trenchesand other excavations should be backfilled andcompacted as soon as possible.

No plant or vehicles should operate in this zonewhen the runway is in use.

An aircraft immobilized in this zone wouldautomatically require the closure of the runway.

5 . 3 . 3 Procedures for Zone 2. No workshould be permitted on a precision approachrunway when the runway is in use. For anon-instrument or non-precision approach runway,the restrictions to be applied depend on the typeof operation taking place and the weatherconditions.

With a dry runway and not more than 15 Kt cross-wind component for runways of code number 4,and 10 Kt cross-wind component for runways ofcode number 2 or 3, the following work may bepermitted:


Attachment APage 6

TP 312E

a) Visual flight conditions:

i) Unrestricted areas of construction, withthe length of excavation or excavatedmaterial parallel to the runway being keptto a minimum. The overall height ofexcavated material should be limited to 2 mabove the ground.

ii) All construction equipment should bemobile and kept within normal height limits.

ii) The runway may continue in use when anaircraft is immobilized in this zone.

b) Instrument flight conditions:

i) Unrestricted areas of construction, withthe length of excavation or excavatedmaterial parallel to the runway being keptto a minimum. The overall height ofexcavated material should be limited to 2 mabove the ground.

ii) All construction equipment should bemobile and kept within normal height limits.

iii) When an aircraft becomes immobilized inthis zone, the runway should be closed.

5 . 3 . 4 Procedures for Zone 3. There are norestrictions on the work in this area. However, caremust be taken to ensure that the work and thevehicles associated with the work do not interferewith the operation of radio navigational aids.

Note.— Contractor’s permanent and semi-permanent plant and mobile equipment withdrawnform the strips should not infringe the transitionalsurfaces described in chapter 4.

5 . 3 . 5 Runway Ends. In the case of workadjacent to the runway ends, the maximumpossible use should be made of alternate runwaysor the displacement of the threshold so that theobstacle does not fall within the effective striplength or penetrate the associated approachsurfaces. However, where landing distance maybe critical, it may be safer to permit such aninfringement near the runway end rather thandisplace the threshold.

5 . 3 . 6 Procedures during Navigation AidFlight Inspection. Notwithstanding the foregoing

instruction contained in 5.3.2 and 5.3.3, atheodolite and radio equipped flight inspectiontechnician may be permitted in either Zone I orZone II during precision approach navigation aidflight inspection while a runway is in use. It isrecommended that NOTAM and voice advisory beissued during flight inspections.

5 . 3 . 7 Pre-Construction Meeting. It is anexcellent practice for the contractor, airportoperator and traffic control authority (where trafficcontrol exists) to meet well in advance of the startof construction. This meeting can then considersuch matters as discussed above, and agree on:

a) means of control of construction vehicles so asto minimize interference with aircraftoperations;

b) scheduling of construction activities toconform as much as possible to periods ofminimum aircraft activity; and

c) disposal of excavated material, storage ofconstruction material and equipment, andconditions of work site at the end of the periodof work.

5 . 3 . 8 Procedures for Revising DeclaredDistances. In the event that an unacceptableobstacle exists within the strip areas or associatedclearway, the continued availability of the runwaymay be authorized at a restricted length, if thereduced distances available would be operationallyusable by the type of traffic expected. Thedeclared distances have a statutory application inaircraft operations and it is important thatamendments are made when circumstances give arise to their restrictions. See example in Figure 1,Appendix A.

The changes to the declared distances for arunway restricted in length by the presence of anobstacle are to be made as follows:

a) Commencement of takeoff runs from theobstructed end. TORA may commence at thebeginning of the usable runway.

b) Termination of declared distances towards theobstructed end.

TORA - terminates at the end of theusable runway.



ASDA - terminates at the end of therunway or stopway if provided.

TODA - terminates at the obstruction or atTORA plus 300 m (1,000 ft.),whichever comes first.

LDA - terminates at the end of theusable runway.

5 . 3 . 9 Instrument Approach Procedures.The presence of temporary obstructions and/orchanges to the runway threshold may require anamendment to the instrument approachprocedure. Details should be provided to theCertifying Authority.

5 . 3 . 1 0 Taxiway Obst ruct ions. Inconsidering the acceptability of an obstructionnear a taxiway the aerodrome operator will beguided by the type of aircraft using the airport andthe availability of an alternative ground routingavoiding the affected length of taxiway. Aclearance distance of whichever is the greater of20% of wing span or 7.5 m (25 ft.) should bepreserved between the obstruction and the wingtip of an aircraft on the taxiway centre line, whenthe aircraft is permitted to use that taxiway. If indoubt a marshaller should be positioned at thepoint and the pilot warned by radio whenapproaching the affected area.

5 . 3 . 1 1 Marking of Obstructions. Themarking by day and night of obstructed areasshould be in accordance with the markingrequirements of unserviceable areas of a runway,taxiway or other areas prescribed in Chapter 7. Itwill be appropriate by night, and possible by dayalso, to mark the perimeter of the obstruction itselfif it is close to a taxiway, the continued use of whichhas been authorized. However, it will serve littlepurpose to a pilot landing or taking off, to markeither by day or night, an obstruction in a positionwhich does not affect the continued use of therunway. Indeed, extraneous red lights may bemisleading from the air and the pilot is onlyinterested in seeing a pattern which clearlyindicates the part of the runway which can beused.

5 . 3 . 1 2 Tall Obstruction (e.g. Cranes,etc.). The responsibility for lighting and marking ofobstructions rests with the aerodrome operatorregardless of the owner of the obstruction. A

certificate may be withheld or withdrawn if therequirements for lighting and/or marking are notmet. Every attempt should be made to remove orlower the obstruction during the hours of darknessor during periods of idleness, i.e. weekends, etc.If this is not practicable, the obstruction should bemarked at the top by one or more obstruction (red)lights. Day marking normally will not be requiredwhere the obstruction is painted in bright colours.

6. RUNWAY END SAFETY AREAS

6 . 1 Where a runway end safety area isprovided in accordance with Chapter 3,consideration should be given to providing an arealong enough to contain overruns and undershoots resulting from a reasonably probablecombination of adverse operational factors. On aprecision approach runway the ILS localizer isnormally the first upstanding obstacle, and therunway end safety area should extend up to thisfacility. In other circumstances and on a non-precision approach or non-instrument runway, thefirst upstanding obstacle may be a road, a railroador other constructed or natural feature. In suchcircumstances, the runway end safety area shouldextend as far as the obstacle.

6 . 2 Where provision of a runway end safetyarea may involve encroachment in areas where itwould be particularly prohibitive to implement, andthe appropriate authority considers a runway endsafety area essential, consideration may have to begiven to reducing some of the declared distances.

7. TAXIWAY EDGE LIGHTS - “SEAOF BLUE” EFFECT

7 . 1 At many airports, the concentration oftaxiway edge lights in the operational area oftenresults in a confusing mass of blue lightscommonly referred to as a “sea of blue”. Most ofthe older aerodromes have added or extendedtaxiways but, at the same time have kept active allthe old ones. It is quite normal for all of thesetaxiway lights to be turned on at the same timewhich adds to the confusion.

This problem can be reduced considerably by anyof the following methods:

a) Selective switching;


Attachment APage 8

TP 312E

b) Use of centre line lights;

c) Use of lamp shielding; or

d) Use of asymmetric lamp lenses

7 . 2 Selective switching is a process whereinonly the edge lights on the taxiway in use areenergized. This method requires additionalcontrol and switching equipment, and itseffectiveness would depend on the configurationof taxiways at each particular aerodrome.

7 . 3 The use of green centre line lights , in lieuof edge lights, on straight sections of taxiwayswould also reduce the problem. However thismethod has the disadvantage in that the flushcentre line lights are more expensive than edgelights. Further edge lights are normally installedwith the centre line lights on curved portions oftaxiways.

7 . 4 The use of shielded blue edge lights maybe the less expensive method to alleviate thisproblem. One method of shielding is the use ofspecial lamps which have an opaque coatingapplied directly onto the glass envelope. Othermethods involve the use of mechanical shieldsattached to the outside of the lens or reflectorsfitted and installed inside the lens. The latter twomethods have the advantage of permitting theshield to be adjusted to suit any location.

7 . 5 The use of asymmetric lamp lenses issimilar to shielding. The lamp lenses are designedto maximize the light intensity about a horizontal,bidirectional axis. A pilot would see the maximumintensity when approaching the light in thedirection of the asymmetric axis and a minimalintensity form outside the confines of the “beamspread”. This method is also inexpensive whencompared to some of the other options.

8. AIR SIDE PROTECTIVEMEASURES

The purpose of the following is to provideguidelines for the provision of adequate signs,fencing and gates, where required, for theprotection of aircraft while on the aerodromemovement areas, from potential conflict withpedestrians, vehicles or animals, and where

desired, arrangements for law enforcementsupport.

The special requirements listed in the followingparagraphs are not intended to restrict or pre-emptsimilar requirements found in other legislation.

8 . 1 Determinat ion o f Protect iveRequirements

There are numerous types of regulatory andproperty signs in use on aerodromes which aredesigned to govern vehicular and pedestrianmovements. Aerodrome operators should contactthe Certifying Authority for advice regarding:

a) the types and numbers of both property andregulatory signs that are being proposedincluding their location, the methods ofillumination, if required, and their construction;and

b) the locations and types of safety fencing andgates.

The aerodrome operator should ascertain if theservices of the local law enforcement agencies areadequate to deal with unauthorized entry or activityupon the aerodrome.

8 . 2 Property Signs

Property signs should not be confused with trafficcontrol devices. The main function of propertysigns is to inform the public of restrictions that arepertinent to their conduct within the aerodromearea. These signs should be treated as warningsigns, and their use kept to a minimum to avoidcreating a disrespect for the sign by overuse.

It would be impractical to describe every type ofproperty sign, as specific situations often requirethe application of a unique sign. In somecircumstances, however, it is possible togeneralize and to establish standards.

The design of property signs is not as critical asthat of traffic control signs as, generally, propertysigns are not required to be read from a movingvehicle.

8 . 2 . 1 Location of Property Signs. Propertysigns are normally located on the perimeter, or atselected locations within the aerodrome property,



and should be positioned where they can beeasily seen by the public. Property signs shouldnot be in a position where they may be confusedwith or obstruct roadway traffic control devices.

The signs may be mounted on standard supportsor, where feasible affixed to fences, buildings,etc., thereby minimizing costs.

8 . 2 . 2 Commonly Used Signs

a) Danger High Voltage

The DANGER HIGH VOLTAGE sign shall beused to warn of areas where the presence of ahigh voltage electricity is a potential hazard.The signs shall be conspicuously placed onthe outside of buildings, fenced enclosures,etc.

b) Fire Training Area

The FIRE TRAINING AREA KEEP OUT signshould be used to warn of areas where firetraining operations are conducted which couldbe hazardous to unauthorized personnel. Thesigns should be installed on the periphery ofthe enclosed areas or at other prominentlocations.

c) Authorized Persons Only

The AUTHORIZED PERSONS ONLY signshould be used at points of access to arestricted area to indicate that the area is notopen to the general public. Authorizedpersons are those persons approved by theaerodrome operator and issued with aDesignated Pass, or included on an accesscontrol list.

d) Restricted Area

The RESTRICTED AREA sign should be usedto delineate sensitive and critical areassurrounding electronic instrumentation usedfor Category 11 approaches on the InstrumentLanding System (ILS). Since vehicles in criticalor sensitive areas might jeopardize approach,clearance from the control tower is requiredprior to entry into the area.

Due to the positioning of these signs in areaswhere metal may have a deleterious effect on

the electronic equipment, wooden sign planksand posts should be used.

Service roads accessing the sensitive or criticalareas should be signed with NO STOPPINGsigns prior to the sensitive or critical areas.Since these signs are outside the sensitive orcritical areas wooden signs and posts are notnecessarily required.

e) No Trespassing

The NO TRESPASSING sign shall be used togive notice that trespassing on the airportproperty is prohibited. It is installed normally onthe periphery of the aerodrome either on theboundary fence at approximately 150 mintervals, or at other prominent locations whereit is readily visible to the public.

f) No Hunting

The NO HUNTING sign should be used toprohibit hunting on the aerodrome property.In most cases, this sign can be considered assupplementary to the NO TRESPASSINGsign.

g) No Shooting

The NO SHOOTING sign should be used toprohibit the discharging of firearms on theaerodrome property. In most cases, this signshall be considered as supplementary to theNO TRESPASSING sign.

h) No Fishing

The NO FISHING sign should be used wherepeople fishing may constitute a traffic hazard.

i) No Smoking

The NO SMOKING sign should be used todefine areas where smoking is not permitted.The sign should be installed on fences,doorways, or other prominent locations at theboundary of the area where smoking isprohibited.

8 . 3 Regulatory signs

Regulatory signs should be used to informmotorists and pedestrians of certain regulations


Attachment APage 10

TP 312E

governing vehicular and pedestrian movementson aerodrome roadways, and to provide anecessary means of identifying applicable legalrequirements that otherwise may not be apparent.

8 . 3 . 1 Location of Regulatory Signs.Regulatory signs should be erected at thoselocations where the regulations apply and shouldbe mounted in a position where they are plainlyvisible. Certain signs (generally those whichcontrol traffic movements) should be installedwhere they will have visual priority over all othertypes of signs. Signs that have been erected butare no longer applicable should be removed.

8 . 3 . 2 Commonly Used Signs

a) Stop

The STOP sign should be used atintersections of two or more roadways wheretraffic is required to stop before entering theintersection. In general, these signs are usedin the following circumstances:

(a) at the intersection of a side street with athrough road; and

(b) at a minor intersection where, due to arestricted view, the safe vehicle approachspeed is less than 15 km/h, and theaccident experience indicates the needfor a STOP sign control.

STOP signs should not be erected atintersections where traffic signals are present.

STOP signs should be installed facing thedirection of flow of the lesser volume of trafficat an intersection and should besupplemented by a pavement stop-linemarking where the approach road is paved.Where there is doubt as to the major flow oftraffic, a thorough study should be performed.

Oversized signs (750 mm x 750 mm or 900 mmx 900 mm) (29" x 29" or 35" x 35") may beused at intersections in special circumstanceswhere more than average attention value isrequired of the sign. Normally, such signsshould be installed only after a survey of theoperating conditions at an intersection. Anadditional sign may be placed on the left sideof a one way or channelized approach road forgreater emphasis of this control.

This sign should always be located at the pointwhere the vehicle is to stop, or as near theretoas possible. This sign should generally beerected not less than 2 m (6.5') and not morethan 15 m (50') from the near edge of thenearest traffic lane of the through roadway.

b) Stop Line

The STOP LINE sign should be used atintersections controlled by traffic signals or aSTOP sign, where the record of observance ofthe stop line pavement marking is poor, orwhere the location of a stop line requiresgreater emphasis because of irregularlyshaped intersections.

The sign should be located adjacent to theouter edge of the pavement stop line.

c) Yield

The YIELD symbol sign should be installed atintersections where the normal right of wayrule does not provide sufficient control fortraffic entering from a minor road, and the useof a STOP/ARRET sign would be toorestrictive. The effective use of the YIELD signis dependent on low traffic volume conditionsand adequate approach speed visibility. YIELDsigns should not be installed at intersectionswith safe approach speeds of less than 15km/h.

The YIELD sign may also be used where aseparate one way right turn lane at achannelized intersection, or an interchangeramp, enters the main roadway without anadequate lane to allow for acceleration up tothe speed of through traffic.

d) Do Not Enter

The DO NOT ENTER symbol sign should beconspicuously placed at the end of a one wayroadway or ramp to prohibit traffic from enteringthe restricted area in the wrong direction.

At intersections where the use of these signsalone does not prove to be effective they maybe supplemented by the Turn (R-ll) signmounted in a near right location, or adjacent tothe appropriate traffic signal head.



Where required at intersections, the DO NOENTER sign should be placed at the farcorners. At signalized intersections the signshould be placed adjacent to the signal headsgoverning the traffic to which the sign applies.

f) Snowmobiles Prohibited

The SNOWMOBILES PROHIBITED signshould be used on roadways at entrances toroadways or other areas where snowmobilesare prohibited.

8 . 4 Fence and Gates

A fence should be provided to define an arearequired to be rendered safe from:

(a) inadvertent entry by persons;

(b) entry by small children;

(c) undetected entry by vehicles;

(d) entry by animals; and

(e) results of jet/propeller blast.

8 . 4 . 1 C o n s t r u c t i o n . A fence shouldnormally be 2 m high, non-climbable, of watchmanor equivalent (i.e. natural barriers) or other typefabric, such as plastic where navigation aids areaffected. The heights, fabric, and openings shouldbe adjusted to local conditions as required wherecommunication, navigational aid or radarequipment performance is affected.

8 . 4 . 2 Sp e cial wild life p ro b le ms. Consideration may be given to raising sections ofthe fence in an affected area to a height of 4 m ifthe fence has proven ineffective against wildlifeafter the securing of all openings in the fence andgaps under the fence in excess of 10 cm. If this isnot practical, then, other alternatives (e.g. thedouble fence concept) may need to beconsidered where the above is not practical.

Note.— Where the top of a fence is less than1.5m below the takeoff/approach surfacedescribed in Chapter 4, marking in accordance withthe specifications contained in Chapter 6 will berequired. Plastic strips coloured internationalorange have proven to be useful in thisapplication. Consideration should also be given tomarking the top of the fence with red obstructionlights where night operations are conducted.

8.4.3 Gates. The following tabulation hasproven useful in determining the type of gaterequired for a particular application:

Frequency of use Type(s)of Gate

1-20 openings/day manual swing gatewith padlock

20-50 openings/day manual slide gatewith padlock

50-100 openings/day automated slidegate

100 or more openings/day manned operation(local or remote).

Where a fire route crosses a fence, the gateshould be designed to be frangible and to giveway to fire fighting vehicles.

9. QUALITY ASSURANCE TESTS FORAIRSIDE GUIDANCE SIGNS

The following paragraphs are intended to provideguidance to aerodrome operators and aerodromevisual aid manufactures as to the tests that may beperformed to demonstrate compliance with therelevant specifications contained in Section 5.4and Appendix C.

9 . 1 Visual Examination

For this test, the sample sign shall have at least twomessage elements, with arrows, and separated bya message divider. Mandatory instruction signsshall have a single message that, forexample..."18-36". The location sign shall have asingle message that, for example..."B".

The signs shall be visually examined forcompliance with the requirements of dimensions,component ratings, materials, finish and quality ofworkmanship.

At the discretion of the Certifying Authority, thesigns shall be tested, under day and nightconditions at distances of 250 m for discernabilityand 180 m for message readability.

The sign face and retroreflective material shallappear to be smooth and shall be free of anyaberration (except at the panel joints of modular


Attachment APage 12

TP 312E

signs). The panel joints shall not interfere with thelegibility of the sign, leak light, or otherwise wouldcause a discontinuous colour across the joint.

The signs shall be illuminated with power supplythat simulates an actual field installation.

9.2 Frangibility and Withstand Tests

9 . 2 . 1 General. A sample sign shall be testedto verify its performance for to meet therequirements of withstand and frangibility for windloadings of 320 km/hr and 480 km/hr respectively,with 1200 mm clearance.

The sign may be tested at the component level.That is, the test may be performed on a mountingleg with the applied moment determined throughmeans of calculation...given the silhouette area ofthe sign body (including the frame) and with theapplied force considered as being concentrated atthe mid-point of the sign face. The sign body (facepanel and frame) shall be tested separately todetermine the ability to withstand at least theloading required for frangibility.

9 . 2 . 2 Withstand Test, Sign Body. A staticload shall be applied progressively to thecalculated value for withstand and held at this levelfor 10 minutes. The load shall then be releasedand the face panel and frame examined forevidence of damage. Any breakage or deformationshall be cause for rejection.

9 . 2 . 3 Withstand Test, Mounting Legs. Astatic moment shall be progressively applied to themounting legs to the calculated value for the 1200mm clearance height. Where the sign constructionis such that the mounting legs would actindependently, half the wind loading force may beused to determine the applied moment. Wherethe sign construction is such that the mountinglegs do not act independently, a factor shall beincorporated to account for the structural effect.The moment shall be applied to the required windloading and held for 10 minutes. The load shallthen be released and the mounting legs examinedfor evidence of damage. Any breakage ordeformation shall be cause for rejection.

9.2.4 Frangibility Test, Mounting Legs. Thestatic load shall be increased to the point at whichthe mounting legs break, deform, or yield in amanner which would drop the sign body to ground

level. This loading shall not exceed that producedby a wind loading of 480 km/hr.

9.2.5 Spring Mounted Signs, WithstandTest. Withstand tests shall be performed to verifyconformance to Appendix C para. C.1.3.7.

9 . 2 . 6 Spring Mounted Signs, FrangibilityTest. Signs designed to swing shall be locked toprevent movement during the frangibility test. Astatic load of article [9.2.5] shall be progressivelyincreased until the mounting breaks, deforms oryields. This loading shall not exceed thatproduced by a wind loading of 480 km/hr.

9.3 Photometric Test

9 . 3 . 1 Internally illuminated signs. Aphotometer capable of measuring cd/m2 or foot-lamberts shall be used for this test. Prior to testingthe photometer shall be colour-corrected andcalibrated in accordance with IES LM-52.

The system shall be designed to measure a "spot"on the sign face of 38 mm (1.5 inches) in diameter.

The sign shall be installed as intended for fieldapplication and the measurements taken withassumption of the sign face panel being vertical.For signs having face panels that are inclined fromthe vertical or with a curvature, the measuredvalues of luminance shall be decreased by thecosine of the angle of inclination or curvature.

The sign being tested shall be without a legendand measurement taken only for a blank face panelhaving a yellow colour (directional and locationsigns) or white colour (mandatory signs).

Measurements shall be taken on a 75 mm (3 inch)grid as shown in Appendix C, Figure C-3. Nomeasurement shall be taken closer than 75 mm tothe sign edge/frame. The measured values shallbe added together and divided by the number ofmeasurements to determine the average.

The average value of luminance shall be between30 and 100 cd/m2. Adjacent measurements onthe grid shall have a ratio of values not in excess of1.5 to 1.

Measurement shall be taken for the range ofelectrical characteristics of the field circuit. Forexample, measurement shall be taken for current



range from 2.8 to 6.6 amperes. The signluminance shall meet the photometric requirementover this range.

For this test the manufacturer shall provide either apower supply that simulates the above currentrange, or information as to the lamp electricalcharacters during operation over this range underactual field conditions.

Note.— This test also applies to externallyilluminated signs.

9 . 3 . 2 Fibreoptic signs. A photometercapable of measuring intensity in candelas shall beused for this test. Prior to testing the photometershall be colour-corrected and calibrated inaccordance with IES LM-52.

Measurement shall be taken with the fibreopticsystem having a blue filter to produce a "lunarwhite" colour.

The angle of view and distance of measurementshall be sufficient to obtain the intensity output of8 fibreoptic points. The points shall have a verticalorientation. For example, a portion of the numeral"1", with additional fibreoptic points blanked out.

Measurement shall be taken of the peak intensity(100 percent) and at one degree increments in thevertical and horizontal directions. The photometricperformance shall conform to that shown inAppendix C, Figure C-4, over the specified currentrange (2.8 to 6.6 amperes).

The obtained values shall conform to thedistribution shown in Appendix C, Figure C-4,within a cone of +/- one degree and +/- 25 percentof the intensity value. For example, the measuredvalue of 1.5 candelas at 9 degrees is accepted asmeeting the requirement of 2.0 candelas at 10degrees.

Figure C-4 assumes the sign face panel to bevertical when field installed. Certain sign designsmay have the face panel inclined from the verticalor with a curvature away from the vertical. In theseinstances, the measurements may be taken withrespect to a perpendicular to the sign face and thevalues of intensity shall be plotted for themeasured angle plus the angle of inclination. Forexample, with an inclination of 10 degrees, a valueof 1.0 candelas at 20 degrees is plotted as 1.0

candelas at 30 degrees. Similarly a valuemeasured at -10 degrees is plotted as being atzero degrees.

9.4 Rain Test

A rain test shall be conducted in accordance withMIL-STD-810, Procedure I. The sign shall beoperated during the last 10 minutes of the test.Failure of the sign to operate shall be cause forrejection.

9.5 High Temperature Test

A high temperature test shall be conducted on thesign in accordance with MIL-STD-810, ProcedureII. The maximum chamber temperature shall be 55degrees Celsius. Failure of the unit to operate orevidence of damage shall be cause for rejection.

9.6 Low Temperature Test

A low temperature test shall be conducted on thesign in accordance with MIL-STD-810, Procedure I.The lowest operating temperature shall be minus55 degrees Celsius. Failure of lighted signs tooperate or failure to reach normal sign illuminationwith 2 minutes after it is energized shall be causefor rejection. Any cracking, peeling, delaminatingor structural damage of the equipment shall also because for rejection.

9.7 Trial Installation Test

At the discretion of the Certifying Authority, thesign shall undergo a trial installation at an airportselected by the Certifying Authority for a periodwhich verifies the suitability of the product underWinter conditions.
