Manual 0f Aerodrome Safeguarding

UNCONTROLLED COPY WHEN PRINTED MADS
Manual of Aerodrome Design

& Safeguarding
MADS Issue 5 UNCONTROLLED COPY WHEN PRINTED Page 1 of 296

MADS UNCONTROLLED COPY WHEN PRINTED
FOREWORD
1. Military Aviation Authority. With effect from 1 April 2010, the Secretary of State for
Defence (SofS) established by Charter the Military Aviation Authority (MAA) as the single
independent regulatory body for all Defence aviation activity. As the ‘Regulator’, Director
General MAA (DG MAA) is accountable to SofS, through the 2nd Permanent Under
Secretary of State (2nd PUS), for providing a regulatory framework, given effect by a
certification, approvals and inspection process for the acquisition, operation and
airworthiness of air systems within the Defence aviation environment. DG MAA is
responsible for providing assurance to SofS that the appropriate standards of military Air
Safety are maintained and is the Convening Authority for Service Inquiries into aircraft
occurrences.
2. Regulatory Framework. DG MAA is the owner of the MAA Regulatory Publications

(MRP) and has the authority to issue them on behalf of the SofS. There are 3 MRP
documentation levels:
a. Overarching documents:
(1) MAA01: MAA Regulatory Policy.
(2) MAA02: MAA Master Glossary.
(3) MAA03: MAA Regulatory Processes.
b. Regulatory Articles (RA):
(1) 1000 Series: General Regulations (GEN).
(2) 2000 Series: Flying Regulations (FLY).
(3) 3000 Series: Air Traffic Management Regulations (ATM).
(4) 4000 Series: Continuing Airworthiness Engineering Regulations (CAE).
(5) 5000 Series: Design and Modification Engineering Regulations (DME).
c. MAA Manuals:
(1) Manual of Air Safety.
(2) Manual of Post-Crash Management.
(3) Manual of Flying Orders for Contractors.
(4) Manual of Military Air Traffic Management.
(5) Manual of Aerodrome Design and Safeguarding (this document).
(6) Manual of Maintenance and Airworthiness Processes.
(7) Manual of Maintenance and Airworthiness Processes – MOD Form 700

Series of Forms.
3. This document forms enhanced guidance to the ATM 3000 series of Regulatory
Articles, specifically RA3016.
Page 2 of 296 UNCONTROLLED COPY WHEN PRINTED MADS Issue 5

4. Scope of Activity. The MAA has full oversight of all Defence aviation activity and
undertakes the role of the single regulatory authority responsible for regulating all aspects of
Air Safety across Defence.
5. Military Applicability. The Regulatory Articles within the MRP (also referred to as the
Regulations) are Orders within the meaning of the Armed Forces Act. With the exception of
Queen’s Regulations and MAA Regulatory Notifications (see below), the MRP has primacy
over all other military aviation orders or instructions.
6. Equal Opportunities Statement. All reference to the masculine gender (he, him and
his) is to be taken to include the feminine gender (she, her and hers).
7. Responsibilities. The Regulations contained within the MRP do not absolve any
person from using their best judgement to ensure the safety of aircraft and personnel.
Where safety or operational imperatives demand, the Regulations may be deviated from
provided that a convincing case can be offered in retrospect. Where authorized individuals
issue their own amplifying orders or instructions, they must be based on the Regulations and
they cannot be less restrictive.
8. Regulatory Notifications. Where the routine amendment process for the MRP is not
sufficiently agile, to effect timely communication of regulatory changes, the MAA will employ
one of 3 types of notification, dependent upon the nature of the information conveyed:
a. Regulatory Notice. A Notice will notify changes in structures, procedures,

regulations, or provide operational or engineering guidance.
b. Regulatory Instruction. An Instruction will provide mandatory operational or

engineering direction.
c. Regulatory Waiver/Exemption. A Regulatory Waiver/Exemption may be

employed to grant temporary waivers or permanent exemptions from extant regulations
at the request of an operator and when agreed by the Regulator for specified periods.
Notifications will be approved at the appropriate level within the MAA dependent upon type,
complexity or whether the Regulatory Notification is novel and/or contentious. They will be
promulgated to those with delegated/contracted responsibility for Air Safety such as Aviation
Duty Holders within the Services and Accountable Managers within DE&S and Industry.
Recipients will be required to acknowledge receipt, and copies of the notifications will also be
published on the MAA website (waivers or exemptions will not be published on the MAA
website). Receiving organizations are responsible for cascading notifications internally in an
effective way. This Regulatory Notification process will exist in addition to the routine
document amendment service but will only be used where more timely notification is
required.
9. Commercial Implications. The MRP will be applied through contract to those

organizations designing, producing, maintaining, handling or operating aircraft on the UK
Military Aircraft Register. Compliance with these Regulations will not in itself relieve any
person from any legal obligations imposed upon them. These Regulations have been
devised solely for the use of the UK Ministry of Defence (MOD), its contractors in the
execution of contracts for the MOD and those organizations that have requested to operate
their ac on the UK Military Aircraft Register. To the extent permitted by law, the MOD hereby
excludes all liability whatsoever and howsoever arising (including, but without limitation,
liability resulting from negligence) for any loss or damage however caused when these
Regulations are used for any other purpose. Where an organization has contracted to an

earlier version of Military Aviation Regulations or Defence Standards, these will continue to
apply unless changed through contract review. The increased risk associated with using
legacy standards or Regulations must be monitored by MOD contracting authorities and
contract changes made as required. The MAA will continue to monitor this situation through
audit and inspection.
10. Sponsorship of the MRP and the authorization of amendments are the responsibility of
DG MAA. Proposals for amendments to this document can be made in accordance with
Chapter 3 of MAA01.
<Original signed>
C J JAMES
Group Captain
Deputy Head (Air Traffic Management)
Military Aviation Authority
22 Feb 2012

TABLE OF CONTENTS
FOREWORD ..........................................................................................................................2
Table of Contents ...................................................................................................................5
List of FIgures.......................................................................................................................11
List of Tables ........................................................................................................................15
Chapter 1: Policy, Organisation and Responsibilities ...............................................18
Regulatory Cross Reference ................................................................................................18
Authority ...............................................................................................................................18
Responsibility .......................................................................................................................18
Chapter 2: Aerodrome Design Procedures .................................................................21
General ................................................................................................................................21
Implementation Policy..........................................................................................................21
Airfield Infrastructure Services...............................................................................................21
Aerodrome Maintenance......................................................................................................21
Inspections and Surveys......................................................................................................22
Reference to Other Documents ...........................................................................................22
Chapter 3: Aerodrome Design Specification for Fixed Wing Permanent Bases......27
Aerodrome Data ...................................................................................................................27
General ................................................................................................................................27
Fixed Wing Aircraft Requirements .......................................................................................27
Chapter 4: Specifications for the Aerodrome Physical Design .................................30
Runways ..............................................................................................................................30
Runway End Safety Areas ...................................................................................................34
Clearways ............................................................................................................................34
Stopways .............................................................................................................................35
Arrester Net Barrier Overrun................................................................................................35
Taxiways ..............................................................................................................................36
Holding Points......................................................................................................................39
Aprons..................................................................................................................................41
Compass Calibration Bases.................................................................................................41
Chapter 5: The Management of Obstacles on and Around the Aerodrome .............42
Obstacle Free Zones ...........................................................................................................42
Obstacle Limitation Surfaces ...............................................................................................42
Obstacle Limitation Requirements .......................................................................................50
Objects Outside the Obstacle Limitation Surfaces...............................................................51
Other Objects.......................................................................................................................51

Annex 5A: Compass Calibration Bases ...................................................................... 52

Introduction.......................................................................................................................... 52
Classes of Compass Base .................................................................................................. 52
Periodic Surveys and Annual Checks ................................................................................. 52
Sterile Area.......................................................................................................................... 52
Compass Calibration Base Specifications........................................................................... 52
Chapter 6: Visual Aids for Navigation ......................................................................... 54
Indicators and Signalling Devices ........................................................................................ 54
Markings .............................................................................................................................. 54
Signs .................................................................................................................................... 87
Markers ................................................................................................................................ 94
Annex 6A: Aeronautical Ground Light and Surface Marking Colours ..................... 99
General................................................................................................................................ 99
Discrimination ...................................................................................................................... 99
Colours for Markings, Signs and Panels ........................................................................... 100
Annex 6B: Aeronautical Ground Light Characteristics ........................................... 101
General.............................................................................................................................. 101
Isocandela Characteristics of Lights for Instrument Runways and Associated Taxiways . 102
Collective Notes for Figures 6-26 to 6-38 .......................................................................... 102
Annex 6C: PAPI Siting and Setting Angles ............................................................... 123
Acceptance at Commissioning of Precision Approach Path Indicator Installations ........... 128
Annex 6D: Control of Lighting at Aerodromes During NVG Operations................ 132
Chapter 7: Visual Aids for Denoting Obstacles ........................................................ 136
General .............................................................................................................................. 136
Marking of Objects .............................................................................................................137
Use of Markers .................................................................................................................. 138
Marking of Unserviceable Surface Areas .......................................................................... 138
Lighting of Obstacles ......................................................................................................... 138
Location of Obstacle Lights ............................................................................................... 139
Aircraft Arresting Barrier Warning Lights ........................................................................... 141
Chapter 8: Aerodrome Equipment, Installations, Maintenance and Systems ....... 142
Aircraft Arresting Systems.................................................................................................. 142
Secondary Power............................................................................................................... 142
Interleaving of AGL Electrical Circuits ............................................................................... 143
Electromagnetic Compatibility (EMC) ................................................................................ 144
AGL Operational Luminous Intensity................................................................................. 144
Runway End Services ....................................................................................................... 144
Maintenance ...................................................................................................................... 146

General ..............................................................................................................................146
Airfield Pavement Maintenance .........................................................................................147
Runway Visual Range Systems .........................................................................................147
Measurement of Runway Visual Range (RVR)..................................................................147
Chapter 9: Aircraft Picketing/Tie Down and Earthing Requirements......................151
Aircraft Picketing/tie down requirements ............................................................................151
Introduction ........................................................................................................................151
Earthing Requirements for Aircraft on Military Establishments ..........................................151
Introduction ........................................................................................................................151
Chapter 10: Aerodrome Design Specification for Rotary Wing Permanent Bases..152
Rotary wing permanent base data & physical characteristics ............................................152
General ..............................................................................................................................152
Categorisation of Rotary Wing Permanent Bases .............................................................152
Rotary Wing Permanent Base Physical Characteristics ....................................................153
Obstacle Restriction and Removal.....................................................................................155
Aircraft Picketing/Tie Down Requirements ........................................................................161
Annex 10A: Domestic Helicopters Landing Sites (HLS) ............................................162
Classification......................................................................................................................162
Criteria ...............................................................................................................................162
Markings and Cleared Areas .............................................................................................165
Chapter 11: Visual Aids and Marking for Rotary Wing Permanent Bases................166
Visual Aids for Surface Level Rotary Wing Permanent Bases ...........................................166
Markings and Markers........................................................................................................166
Lights..................................................................................................................................174
Chapter 12: Classification and Selection of Temporary/Tactical Airfields...............190
Definition ............................................................................................................................190
Classification......................................................................................................................190
Selection.............................................................................................................................192
Site Reconnaissance..........................................................................................................193
Future Developments.........................................................................................................194
Criteria ...............................................................................................................................194
Annex 12A: Types of Temporary/Tactical Airfields ....................................................195
Chapter 13: Criteria for Temporary/Tactical Airfields.................................................196
Application of Criteria .........................................................................................................196
Dimensional Criteria ...........................................................................................................196
Obstruction Criteria ............................................................................................................200
Gradient Criteria .................................................................................................................201
Strength Criteria .................................................................................................................202

Surface Roughness Criteria ............................................................................................... 204

Annex 13A: Aircraft Data Sheets.................................................................................. 207
Aircraft Data Sheets .......................................................................................................... 207
Annex 13B: Criteria for Temporary/Tactical Airfields for TAC AT Aircraft .............. 215
Criteria ............................................................................................................................... 215
Tac AT Airfield Gradients .................................................................................................. 217
Example............................................................................................................................. 218
Annex 13C: Minimum Dimensional Criteria for Temporary/Tactical Airfields for
Tactical Air Transport Aircraft .......................................................................................... 219
Annex 13D: Strength Criteria Graphs for Temporary/Tactical Airfields................... 220
Chapter 14: Instrument Surveys and Marking of Temporary/Tactical Airfields ...... 222
Instrument Survey of Longitudinal and Transverse Profiles and Analysis of Results ........ 222
General.............................................................................................................................. 222
Survey Lines and Intervals of Readings ............................................................................ 222
Analysis of Results ............................................................................................................222
Marking of Temporary Airfields .......................................................................................... 222
General.............................................................................................................................. 222
Marking Devices ................................................................................................................223
Layout of Airfield Markings ................................................................................................ 230
Emergency Markings......................................................................................................... 230
Annex 14A: Examples Undulation Analysis on Temporary Airfields ....................... 232
Annex 14B: Bare Minimum Temporary Landing Zone Markings ............................. 235
Annex 14C: Diagram of STANAG Marking of Temporary Airfields........................... 238
Chapter 15: Aerodrome Pavement Design, Construction and Maintenance ........... 242
Introduction ........................................................................................................................ 242
Functional requirements of Airfield Pavements ................................................................. 242
Foreign Object Damage (FOD) ......................................................................................... 242
Access for Maintenance/Restoration Works...................................................................... 242
Relative Importance of Functional Requirements.............................................................. 242
Pavement Friction Characteristics and Measurements...................................................... 243
Introduction........................................................................................................................ 243
MOD Runway Friction Categories ..................................................................................... 244
Friction Criteria for Manoeuvring Areas ............................................................................. 244
Friction Survey Requirements ........................................................................................... 244
Runway Friction Classification/Monitoring Survey Procedure ........................................... 244
Movement Area Friction Measurement of Compacted Snow, Ice and Slush .................... 251
Application to Aircraft Operations ...................................................................................... 253
Surface Evenness .............................................................................................................. 254

Introduction ........................................................................................................................254
Design and Evaluation .......................................................................................................254
The Bearing Capacity and Load Classification of Airfield Pavements................................255
General ..............................................................................................................................255
Pavement Design...............................................................................................................255
Load Classification of Aircraft and Airfield Pavements ......................................................256
Aircraft Classification Number (ACN).................................................................................256
Pavement Classification Number (PCN)............................................................................256
Pavement Classification for Light Aircraft ..........................................................................257
Overload Operations..........................................................................................................257
Stopways, Arrester Net Barrier Overruns and Shoulders .................................................257
Annex 15A: Aerodrome Pavement Materials and Construction................................258
Introduction ........................................................................................................................258
Material Specification.........................................................................................................258
Runway Surfacing Materials ..............................................................................................258
Construction Work/Aircraft Operations Interface ...............................................................259
Restrictions on Surfacing Materials for Roads in Proximity to Aircraft Movement Areas...259
Annex 15B: Maintenance and Restoration of Aerodrome Pavements......................261
Introduction ........................................................................................................................261
Pavement Distress.............................................................................................................261
Surface Degradation Effects of Climate and Aircraft Operations.......................................261
Reflection Cracking............................................................................................................261
Affects of Moisture in Pavements ......................................................................................261
Structural............................................................................................................................262
Functional Requirements ...................................................................................................262
Pavement Assessment/Evaluation ....................................................................................262
Design/Maintenance Solutions ..........................................................................................262
Annex 15C: Surface Friction Measurement.................................................................264
Rationale............................................................................................................................264
Technical Background .......................................................................................................264
Responsibilities ..................................................................................................................265
Runway Friction Measurement ..........................................................................................265
Friction Criteria for Manoeuvring Areas .............................................................................266
Application to Aircraft Operations ......................................................................................266
Annex 15D: Aircraft Classification Numbers (ACN) – Tables for Military Aircraft...267
Chapter 16: Safeguarding – Aerodromes and the Surrounding Environments.......272
Safe Guarding procedures .................................................................................................272
Introduction ........................................................................................................................272

Safe Guarding on MOD Property ...................................................................................... 272

Instrument Approach and Departure Criteria..................................................................... 273
Clearance of Obstructions in Aerodrome Approaches ...................................................... 273
Survey Procedure.............................................................................................................. 273
Remedial Action ................................................................................................................273
Aerodrome Long Grass Policy - Guidance for Units and Agencies Responsible for
Letting Aerodrome Ground Maintenance Contracts .......................................................... 274
Grass Maintenance Scheme ............................................................................................. 275
Grass Management ........................................................................................................... 275
Long Grass Policy (LGP)................................................................................................... 275
Over-seeding ..................................................................................................................... 276
Sites of Special Scientific Interest ..................................................................................... 277
Pest Control....................................................................................................................... 277
Land Drainage ................................................................................................................... 277
Chapter 17: Safeguarding – Obstructions and Waivers ............................................ 278
Surface Obstructions ......................................................................................................... 278
Sub Surface Obstructions .................................................................................................. 279
Waivers .............................................................................................................................. 279
Aerodrome Obstacle Limitation Zones............................................................................... 280
Approach Clearance Planes .............................................................................................. 280
Description......................................................................................................................... 280
Clearance Over Roads and Railways................................................................................ 281
Radio/radar navigation ....................................................................................................... 281
Extraneous Lighting on or in the Vicinity of Aerodromes ................................................... 281
General.............................................................................................................................. 281
Restrictions........................................................................................................................ 281
Annex 17A: Air Traffic Control Officers’ Certificate-Siting, Handover and Re-
Appropriation Boards ........................................................................................................ 285
Certificate by Unit .............................................................................................................. 285
Comments by HQ AIR/NCHQ/HQ Land/MOD DE&S ........................................................ 285
Annex 17B: Birdstrike Hazard – Safeguarding Off Base ........................................... 286
Introduction........................................................................................................................ 286
Consultation....................................................................................................................... 286
Hazard Assessment .......................................................................................................... 287
The Coast .......................................................................................................................... 287
Landfills for Food Wastes .................................................................................................. 288
Sewage Treatment and Disposal ...................................................................................... 288
Water ................................................................................................................................. 289
Mineral Extraction.............................................................................................................. 289

Agricultural Attractants.......................................................................................................290
Landscaping.......................................................................................................................290
Protected Sites and Nature Reserves................................................................................290
Annex 17C: Standard Long Grass Policy Maintenance Regime ...............................291
Maintenance Regime .........................................................................................................291
Navigational and Visual Aids .............................................................................................292
Chapter 18: STANAGS...................................................................................................293
Chapter 19: Reference Documents ..............................................................................294
LIST OF FIGURES
Figure 2-1 Typical Core Works Process Map.....................................................................23

Figure 3-1 Specimen Aerodrome Layout............................................................................27
Figure 4-1 Runway Gradients Longitudinal ............................................................................30
Figure 4-2 Runway Gradients Transverse..........................................................................32
Figure 4-3 Construction at Runway Ends ..........................................................................32
Figure 4-4 Delethalisation ....................................................................................................34
Figure 4-5 Taxiway Curve Widening.......................................................................................36
Figure 5-1 Obstacle Limitation Surfaces ............................................................................46
Figure 5-2 Inner Approach, Inner Transitional and Balked Landing Obstacle Limitation
Surfaces – (only applicable to Precision Approach Categories I, II & III) ...............................47
Figure 5-3 Obstacle Limitation Surfaces for an Instrument Runway where the
Runway Code is 4-6..............................................................................................................47
Figure 6-1 Dimensions of a Wind Direction Indicator .......................................................54
Figure 6-2 Form and Proportion of Numbers for Runway Designation Markings ...................57
Figure 6-3 Runway Designation, Centre-line and Threshold Markings...........................58
Figure 6-4 Displaced Threshold Markings .........................................................................59
Figure 6-5 Aiming Point and Touchdown Zone Markings.......................................................61
Figure 6-6 Runway Holding Positions ................................................................................63
Figure 6-7 Vehicle Roadway Marking .................................................................................64
Figure 6-8 Safe Direction Heading Arrow...........................................................................66
Figure 6-9 Aircraft Arrester System Markings ...................................................................66
Figure 6-10 Closed Runway and Taxiway Markings ..............................................................67
Figure 6-11 Runway/Taxiway Shoulder and Pre-Threshold Markings.............................69
Figure 6-12 Unserviceability Marker ...................................................................................70
Figure 6-13 Mandatory Instruction Marking .......................................................................70
Figure 6-14 Approach Lighting System..............................................................................74
Figure 6-15 Approach Lighting Plan ...................................................................................75
Figure 6-16 Approach Centre-line Lights Profile ...............................................................76

Figure 6-17 Undercarriage Check Lighting System – Layout and Optical

Requirements ....................................................................................................................... 83
Figure 6-18 Undercarriage Check Flarepath – Layout and Optical Requirements ................ 84
Figure 6-19 Aerodrome Portable Lighting Standard Layout ............................................ 85
Figure 6-20 Examples of Airfield Signs.............................................................................. 89
Figure 6-21 Runway Holding Position Signs ..................................................................... 90
Figure 6-22 Examples of Airfield Signs.............................................................................. 90
Figure 6-23 Road Traffic Signs ........................................................................................... 94
Figure 6-24 Runway Marker................................................................................................. 97
Figure 6-25 Taxiway Marker ................................................................................................ 98
Figure 6-26 Light Intensity Distribution of PAPI.................................................................... 104
Figure 6-27 Isocandela Diagram for Approach Centre Line Light and Crossbars (White
Light) .................................................................................................................................... 105
Figure 6-28 Isocandela Diagram for Approach Side Row Light and Crossbars (Red Light) 106
Figure 6-29 Isocandela Diagram for Threshold Light (Green Light)..................................... 107
Figure 6-30 Isocandela Diagram for Threshold Wing Bar Light (Green Light) ..................... 108
Figure 6-31 Isocandela Diagram for Touchdown Zone Light (White Light).......................... 109
Figure 6-32 Isocandela Diagram for Runway Centre-Line Light with 30m Longitudinal
Spacing (White Light) ........................................................................................................... 110
Figure 6-33 Isocandela Diagram for Runway Centre-Line with 15m Longitudinal Spacing
(White Light) ......................................................................................................................... 111
Figure 6-34 Isocandela Diagram for Runway End Light (Red Light).................................... 112
Figure 6-35 Isocandela Diagram for Each Light in High Intensity Runway Guard Lights
Configuration ........................................................................................................................ 113
Figure 6-36 Isocandela Diagram for Runway Edge Light where Width of Runway is 45m
(White Light) ......................................................................................................................... 114
Figure 6-37 Isocandela Diagram for Runway Edge Light where Width of Runway is 60m
(White Light) ......................................................................................................................... 115
Figure 6-38 Grid Points to be used for the Calculation of Average Intensity of Approach
and Runway Lights............................................................................................................... 116
Figure 6-39 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m where large offsets can occur) ....................................... 117
Figure 6-40 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m) ....................................................................................... 118
Figure 6-41 Isocandela Diagram for Taxiway Centre-Line (7.5m Spacing) and Stop Bar
Lights in Curved Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m) ....................................................................................... 119
Figure 6-42 Isocandela Diagram for Taxiway Centre-Line (30m, 60m Spacing) and Stop
Bar Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of
the order of 350m or greater) ............................................................................................... 120

Figure 6-43 Isocandela Diagram for Taxiway Centre-Line (7.5m, 10m, 30m Spacing) and
Stop Bar Lights in Curved Sections (Intended for use in Runway Visual Range Conditions
of the order of 350m or greater)............................................................................................121
Figure 6-44 Grid Points to be used for the Calculation of Average Intensity of Taxiway
Centre-Line and Stop Bar Lights ..........................................................................................122
Figure 6-45 Arrangement and Setting of PAPIs The distance of the PAPI from the runway
threshold will depend upon the following: .............................................................................123
Figure 6-46 PAPI Siting - Principle of Compensation for Different Ground Heights....127
Figure 7-1 Examples of Conspicuous Markings..............................................................138
Figure 7-2 Location of Obstacle Lights ............................................................................141
Figure 8-1 RVR Siting Plan ................................................................................................150
Figure 10-1 Rotary Wing Permanent Base Characteristics ..................................................155
Figure 10-2 Rotary Wing Permanent Base Obstacle Limitation Surfaces.....................156
Figure 10-3 Maximum and Minimum Sizes for Domestic Helicopter Landing Site.......165
Figure 10-4 NATO Helipad Marking (optional) .....................................................................165
Figure 11-1 Standard Helipad Marking.................................................................................167
Figure 11-2 Hospital Identification Marking .....................................................................168
Figure 11-3 FATO Designation Marking ...........................................................................168
Figure 11-4 Typical Marking and Lighting of Surface Level Rotary Wing Permanent
Bases with Runway Designation Marking........................................................................169
Figure 11-5 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases
with Runway Designation Marking........................................................................................170
Figure 11-6 Aiming Point Marking.....................................................................................171
Figure 11-7 Rotary Wing Permanent Base Identification Marking .................................171
Figure 11-8 Air Taxiway Marker.........................................................................................173
Figure 11-9 Air Transit Route Markers .................................................................................173
Bases without FATO and Runway Designation Markings ..............................................176
Figure 11-11 Landing Direction Lights..................................................................................178
Figure 11-12 Approach Direction Lights ...............................................................................180
Figure 11-13 Heliport Hoverlane Lighting .............................................................................182
Figure 11-14 TLOF Floodlighting ......................................................................................183
Figure 11-15 Characteristics of Obstacle Protection Surface..............................................184
Figure 11-16 Divergence of the "On Track" Sector ..............................................................186
Figure 11-17 Signal Format of HAPI System....................................................................187
Figure 11-18 Light Intensity of HAPI System ...................................................................188
Figure 12-1 Illustration of Criteria Terms .........................................................................194
Figure 12-2 Typical Battle Temporary Airfield .................................................................195
Figure 12-3 Typical Forward Temporary Airfield .............................................................195
Figure 12-4 Typical Support Temporary Airfield ...................................................................195

Figure 13-1 Maximum Longitudinal Gradients ................................................................ 217

Figure 13-2 Gradient Angles ............................................................................................. 217
Figure 13-3 Maximum Transverse Gradients................................................................... 218
Figure 13-4 Dimension Criteria ......................................................................................... 219
Figure 13-5 Strength Requirement For Unsurfaced Airfields......................................... 220
Figure 13-6 Hercules C Mk 1 - Reduction Of CBR for Limited Movements on
Unsurfaced Airfields .......................................................................................................... 221
Figure 14-1 Photometric Characteristics: Omnidirectional Runway Edge (Type a and
B) and Approach Lights (Type C) ..................................................................................... 226
Figure 14-2 Photometric Characteristics: (A: Unidirectional Runway Edge and B:
Unidirectional Approach Lights (Type D)) ............................................................................ 226
Figure 14-3 Abbreviated PAPI System (APAPI)............................................................... 228
Figure 14-4 Example of Undulation Analysis for Hercules C130 Mk 1 and 3................ 232
Figure 14-5 Hercules C130 Mk 1 and Mk 3 - Allowable Undulation Amplitudes for
Different Aircraft Configurations ...................................................................................... 233
Figure 14-6 Minimum TLZ Marking for Landing and Take-Off from Landing
Threshold or Opposite Direction Take-Off....................................................................... 235
Figure 14-7 Minimum TLZ Marking for Landing and Stop/Go Take-Off .............................. 236
Figure 14-8 Minimum TLZ Marking-Night (White Light) for Landing and Take-Off from
Landing Threshold or Opposite Direction Take-Off.............................................................. 237
Figure 14-9 Minimum Temporary Airfield Markings for Day Operations on a Uni-
directional Runway (visual glideslope not available) ..................................................... 238
Figure 14-10 Minimum Temporary Airfield Markings for Day Operations on a Uni-
directional Runway (visual glideslope available) ................................................................. 239
Figure 14-11 Minimum Temporary Airfield Markings for Night Operations on a Uni-
directional Runway (visual glideslope not available) ............................................................ 240
Figure 14-12 Minimum Temporary Airfield Markings for Night Operations on a Uni-
directional Runway (visual glideslope available) .................................................................. 241
Figure 15-1 Friction Classification Survey Frequency from Before Handover of New or
Resurfaced Runways ........................................................................................................... 247
Figure 15-2 Runs Start With Stationary Friction Machine Measuring Wheel/s 10m from
Pavement End...................................................................................................................... 247
Figure 15-3 Runway Friction Classification Survey Run Sequence ..................................... 248
Figure 15-4 Typical Friction Values for PFC using 65 km/h Test................................... 259
Figure 15-5 Typical Friction Values for Grooved Marshall Asphalt using 65 km/h Test ....... 260
Figure 15-6 Typical Friction Values for Coarse Slurry Seal using 65 km/h Test .................. 260
Figure 17-1 Extraneous Lighting Controlled Area for Instrument Runways Longer
Than 2150m......................................................................................................................... 282
Figure 17-2 Extraneous Lighting Controlled Area for Instrument Runways of Length Equal
to or Less than 2150m and not Less than 1200m ................................................................ 283
Figure 17-3 Extraneous Lighting Controlled Area for Instrument Runways of Length ......... 283
Figure 17-4 Extraneous Lighting Controlled Area for Non-Instrument Runway .......... 284
Figure 17-5 Landfill Site Flightline Hazards ..................................................................... 288

Figure 17-6 Water Flightline Hazards................................................................................289

Figure 17-7 Optimising a Standard Long Grass Policy Maintenance Regime..............292
LIST OF TABLES
Table 1-1 Document Sponsors ...............................................................................................18

Table 1-2 Current MOD Specialists ........................................................................................19
Table 1-3 Military Authority and Appropriate Service Specialists ...........................................20
Table 2-1 Responsibilities for Military Aerodromes Design, Standards, Inspections and
Surveys...................................................................................................................................24
Table 2-2 Verification Assurance Certification that should be Presented at Handover
of Major and Minor Works....................................................................................................26
Table 3-1 Aerodrome Reference Codes.................................................................................28
Table 3-2 Runway Separation Distances for Simultaneous Runway Operations...................28
Table 4-1 Runway Longitudinal Slopes ..................................................................................30
Table 4-2 Lines of Sight and Transverse Slopes ...............................................................32
Table 4-3 Runway Shoulders...............................................................................................33
Table 4-4 Runway Strips ........................................................................................................33
Table 4-5 Runway End Safety Areas......................................................................................34
Table 4-6 Clearways...............................................................................................................35
Table 4-7 Stopways ................................................................................................................35
Table 4-8 Taxiway Width and Wheel Clearance.....................................................................37
Table 4-9 Parallel Taxiways .................................................................................................37
Table 4-10 Taxiway Minimum Separation Distances.........................................................38
Table 4-11 Taxiway Slopes ....................................................................................................38
Table 4-12 Taxiway Shoulders.............................................................................................38
Table 4-13 Taxiway Strips ......................................................................................................39
Table 4-14 Minimum Distance from Runway Centre Line to a Holding Bay/Position ....40
Table 4-15 Aprons.................................................................................................................41
Table 5-1 Dimensions and Slopes of Approach Obstacle Limitation Surfaces – (slopes are
measured in the vertical plane containing the centre-line of the surface)...............................48
Table 5-2 Dimensions and Slopes of Take-Off Obstacle Limitation Surfaces –(slopes
are measured in the vertical plane containing the centre-line of the surface) ...............50
Table 5-3 Obstacle Limitation Requirements.....................................................................50
Table 6-1 Dimensions of Strips for Threshold Markings.........................................................56
Table 6-2 Locations and Dimensions of Aiming Point Marking .......................................60
Table 6-3 Locations and Dimensions of Touch Down Zone Marking ..............................60
Table 6-4 Minimum Prescribed Scales of AGL ..................................................................72
Table 6-5 Spacing of Centre-Line Lights ................................................................................80
Table 6-6 Spacing for Taxiway Edge Lighting ...................................................................80

Table 6-7 Character Sizes to be used on Airfield Signs ................................................... 88

Table 6-8 Sign Luminance ................................................................................................... 88
Table 6-9 Details of Information Signs and Location of both Mandatory and
Information Signs................................................................................................................. 92
Table 6-10 IRDM Brilliancy Levels ...................................................................................... 94
Table 6-11 Colours for Markings, Signs and Panels....................................................... 100
Table 6-12 Average Intensity Ratio................................................................................... 104
Table 6-13 Wheel Clearances ............................................................................................ 124
Table 6-14 Differential Settings......................................................................................... 127
Table 6-15 Control Plan Checklist .................................................................................... 133
Table 7-1 Dimensions of Obstacles Marking Bands ............................................................ 138
Table 7-2 Characteristics of Obstacle Lights .................................................................. 140
Table 8-1 Maximum Switchover Times............................................................................. 142
Table 8-2 Recommended AGL Luminous Intensity Control Stages .............................. 145
Table 8-3 AGL Serviceability Levels................................................................................. 147
Table 8-4 Positioning of RVR Lights ................................................................................ 148
Table 8-5 RVR Conversion Table ........................................................................................ 149
Table 10-1 Performance Classes of Helicopters ............................................................. 152
Table 10-2 Rotary Wing Permanent Base Physical Characteristic ................................ 153
Table 10-3 Separation Distances (expressed in multiples of maximum design helicopter
overall dimension with rotors turning)................................................................................... 155
Table 10-4 Obstacle Limitation Surfaces Dimensions & Slopes - Non-instrument &
Non-precision FATO (slopes measured in the vertical plane containing the surface
centre-line) .......................................................................................................................... 157
Table 10-5 Obstacle Limitation Surfaces Dimensions & Slopes - Instrument (Precision
Approach) FATO (slopes measured in the vertical plane containing the surface centre-
line)....................................................................................................................................... 158
Table 10-6 Obstacle Limitation Surfaces Dimensions & Slopes - Straight Take-off (slopes
are measured in the vertical plane containing the surface centre-line) ................................ 159
Table 10-7 Criteria for Curved Take-off Climb/Approach Area - Non-instrument Final
Approach and Take-offa........................................................................................................ 160
Table 10-8 Obstacle Limitation Requirements - Surface Level Rotary Wing
Permanent Bases ............................................................................................................... 161
Table 10-9 Daylight Operations......................................................................................... 163
Table 10-10 Additional Requirements for Night Operations ................................................. 164
Table 11-1 Light Distribution of FATO Lights .................................................................. 175
Table 11-2 Light Distribution of Landing Direction Lights ............................................. 177
Table 11-3 Light Distribution of Approach Direction Lights .......................................... 179
Table 11-4 Dimensions and Slopes of Obstacle Protection Surface............................. 184
Table 13-1 CBR ................................................................................................................... 204
Table 14-1 Operating Criteria for Minimum Strips .......................................................... 224

Table 14-2 Light Unit Characteristic .................................................................................225

Table 14-3 Light System Specifications ...........................................................................229
Table 14-4 Heaviest Configurations for Hercules C130 Mk1 and Mk3 Applicable to
Permissible Roughness Zones .........................................................................................233
Table 14-5 Parameters Applicable to Configurations A,B,C,D and E For Hercules C
130 Mk 1 And Mk3...............................................................................................................234
Table 15-1 Pavementa Classification Friction Table for the 65 km/h Self Wetting Test244
Table 15-2 Friction Survey Requirements ........................................................................245
Table 15-3 Runway Friction Classification/Monitoring Survey Procedures .................246
Table 15-4 Runway Friction Classification Survey Run Sequence and Results...................248
Table 15-5 Runway Friction Monitoring Survey Run Sequence and Results .......................249
Table 15-6 Runway Friction Survey Report......................................................................250
Table 15-7 Classification of Rubber Deposits.......................................................................251
Table 15-8 Classification of Surface Conditions ...................................................................251
Table 15-9 Friction Monitoring Procedures in Compacted Snowy, Icy or Slushy
Conditions ...........................................................................................................................252
Table 15-10 Friction values for compacted snow and/or ice-covered runways ...........252
Table 15-11 Condition Descriptions for Compacted Snow and/or Ice/Slush-Covered
Runways ..............................................................................................................................252
Table 15-12 PCN Reporting................................................................................................257
Table 15-13 ..........................................................................................................................267
Table 17-1 Floodlighting Intensities..................................................................................282
Table 17-2 Street Lighting Intensities ...............................................................................283

Chapter 1:
Policy, Organisation and Responsibilities
REGULATORY CROSS REFERENCE
This document supports and must be read in conjunction with RA 3016(3).
AUTHORITY
1. General. The authority to operate and regulate military aircraft is vested in the
Secretary of State for Defence, who on 1 Apr 2010 established the Military Aviation
Authority (MAA) as the single independent regulatory body for all Defence aviation
activity. As the ‘Regulator’, Director General MAA (DG MAA) is accountable to SofS,
through the 2nd Permanent Under Secretary of State (PUS), for providing a regulatory
framework, certification and approvals for the acquisition, operation and airworthiness of
air systems within the Defence aviation environment. DG MAA is responsible for
providing assurance to SofS that the appropriate standards of military Air Safety are
maintained.
2. Custodian. The custodian of this Manual is the MAA. The MAA is the defence
operating authority and contact details can be found in Table 1-3.
3. Specifications. Where possible specifications accord with NATO standards and the
International Standards and Recommended Practices contained within ICAO Annex 14, in
particular the AMLIP STANAGS as detailed in Chapter 18 .
RESPONSIBILITY
4. Sponsors. Table 1-1 details the organisations/posts that are responsible for the
various sections of this Manual. Queries should be directed to the relevant post.
Table 1-1 Document Sponsors
SECTION SECTION SPONSOR(s)
Chapter 1 All MAA Reg ATM2 AD Infra
Chapter 2 All MAA Reg ATM2 AD Infra
Chapter 3 All DIO refer to Table 1-2

Chapter 10 All (except Annex 10A) DIO refer to Table 1-2
Annex 10A NCHQ CAP AV SO2 ATC
Chapter 12 All HQ 12 (Air Spt) Eng Gp
Chapter 16 All DIO & FLCs
Chapter 17 All DIO & FLCs
Chapter 18 All DIO
Chapter 19 All DIO
5. MOD Specialists.
Table 1-2 Current MOD Specialists
SUBJECT MOD SPECIALIST ADDRESS

Safeguarding DIO Ops North-LMS7a1 Kingston Road
Safeguarding Officer (Statutory & Sutton Coldfield
Offshore)DIO Safeguarding West Midlands B75 7RL
Tel: 0121 311 3818
DIO Ops North-
LMS7a1@mod.uk
Pavements DIO OPS North – PTS5 Kingston Road
Technical Authority (Pavements) Sutton Coldfield
Specialist Engineering West Midlands B75 7RL
Professional & Technical Services Tel: 0121 311 2119
DIO DIO Ops North-PTS5@mod.uk
Visual Aids DIO OPS North – PTS8 Kingston Road

Technical Authority (AGL) Sutton Coldfield
Specialist Engineering West Midlands B75 7RL
Professional & Technical Services Tel: 0121 311 3622
DIO DIO Ops North-PTS8@mod.uk
Compass QinetiQ, Land Magnetic Facilities MOD Portland Bill
Calibration Bases Portland
Dorset DT5 2JT
Tel: 01305 862000
6. Appropriate Service Specialists. Table 1-3 lists the military authority contact details
and the details for the appropriate service specialists.

Table 1-3 Military Authority and Appropriate Service Specialists
MIL AUTHORITY AND ADDRESS CONTACT DETAILS

SPECIALISTS
Authority for Service MAA Reg ATM2 ADInfra Tel: 030679 84231
Military Airfields Juniper 1 Wg 4 Email:
MOD Abbey Wood (North) MAA-Reg-ATM2-
Bristol ADInfra@mod.uk
BS34 8JH
Non-FLC and OA Ops Spt Tel: 030679 84210
Contractor Aerodromes Juniper 0 Wg 1 Email: MAA-OA-
MOD Abbey Wood (North) OpsSpt@mod.uk
Bristol
BS34 8JH
Royal Air Force Air Cmd BM ATM SO2 Infra Tel: 01494 494796
HQ AIR Email:
RAF High Wycombe Air-1GP-
Buckinghamshire HP14 4UE BMATMINFRASO2@mod.uk
Army SO2 J8 Infra Tel: 01264 381534
Joint Helicopter HQ JHC. IDL 417 Email:
Command (JHC) HQ Land Forces, Marlborough JHC-J8Infra-SO2@mod.uk
Lines, Monxton Road
Andover SP11 8HT
Royal Navy NCHQ CAP AV SO2 ATC Tel: 02392 628919
HMS Excellent Email:
Whale Island, Portsmouth FLEET-
Hampshire PO2 8ER CAPAVATCSO2@mod.uk
Tactical Air Transport AT AAR Curr Ops Tel: 01494 493889
(Tac AT) HQ 2 Gp Email: 2GP-
RAF High Wycombe ATAARCurrOps1SO2@mod.u
Buckinghamshire HP14 4UE k
HQ 12 (Air Spt) Eng SO1 HQ12 (Air Spt) Eng Gp Tel: 01223 204581
Gp Waterbeach Barracks Email:
Cambridge 12ENGGP-DCOMD@mod.uk
Cambridgeshire CB5 9PA
PJHQ PJHQ CESO Tel: 01923 955882
PJHQ Email: PJHQ-CSD-
Northwood HQ CESO@MOD.UK
Sandy Lane
NORTHWOOD
Middlesex HA6 3HP
Low Flying Cell OC Low Flying Cell Tel: 01780 783838 ext 7184
RAF Wittering Email: CAS-
Stamford ASLFOSOC@MOD.UK
Peterborough PE8 6HB

Chapter 2:
Aerodrome Design Procedures
General
1. This Section describes the procedures and responsibilities for the provision of
aerodrome pavements, visual aids, their maintenance, inspection and survey. It should be
noted that the Manual is only relevant for UK military aerodromes and temporary airfields in
the UK and overseas.
2. Procurement of airfield infrastructure services, whether new works or maintenance, is

the responsibility of the Defence Infrastructure Organisation (DIO), less on deployed
operational bases in Military Works Areas where the military are responsible, usually through
the Royal Engineers. All airfield infrastructure services should comply with this manual.
Implementation Policy
3. The specifications and criteria described in this manual apply to the new
construction, modification and restoration of facilities. They are mandatory unless specific
engineering or operational considerations dictate a variation, in which case sponsors
should seek a waiver as detailed in the Foreword para 8c. For the Temporary Airfield see
Chapters 12,13 and 14; the appropriate military authority is the Air Commander. The
specifications do not, of themselves, establish an entitlement to construct new facilities or
to modify or to restore existing facilities and changes to existing facilities should not be
supported solely to meet the letter of the criteria.
Airfield Infrastructure Services
4. Core Works. Core Works are typically high value or complex projects, and the
typical process is shown in Figure 2-1.
5.
6. Core Services. Core Services are typically lower value or less complex
maintenance tasks.
7. Verification of Works. A Verification Plan should be established, concurrently with

the project development, for each of the phase of the project and detailed in the appropriate
and relevant documentation. The Verification Plan should provide and document or refer to
the criteria, techniques and tools to be used in the verification process.
8. Handover Documentation. Handover documentation should include Verification

Assurance Certification detailed in Table 2-2.
Aerodrome Maintenance
9. General. A maintenance programme, including preventative maintenance where

appropriate, should be established at aerodromes to maintain facilities in a condition
which does not impair the safety of operations in accordance with these regulations. The
maintenance policy should address the following aspects:
a. The organisation, roles and responsibilities.
b. The maintenance philosophy, that includes and takes account of:
(1) The maintenance objectives.

(2) The operational requirements.
(3) The maintenance resources.
c. A maintenance schedule and procedures, which include:
(1) The maintenance objectives.
(2) The operational requirements.
(3) The maintenance resources.
(4) Planned, controlled, conditional and corrective maintenance

programmes.
(5) Post-maintenance activities.
(6) The modification or upgrading of equipment.
(7) Specific safety procedures.
(8) The management of records and documentation.
(9) The provision of spares, tools and test equipment.
(10) Inspections.
10. Aerodromes should perform to their design standards yet will deteriorate through
usage and in time. Maintenance is an aid to retaining acceptable standards and
maximising facility life.
Inspections and Surveys
11. Inspections and surveys are a technical maintenance tool and a staff tool to support
requests for the funding of projects and to audit compliance of aerodromes with this Manual.
Measured Height Surveys update the position and height of all obstructions to the Approach
Clearance Planes and provide data to OCA Flt No 1 AIDU for the provision of airfield
approach procedures. Table 2-1 details the responsibilities for Inspections and Surveys of
aerodrome operating facilities. Defence Works Functional Standard 06 – ‘Guide to Airfield
Pavement Maintenance’ is a reference document for Stations to back up
recommendations arising from inspections and surveys. Chapter 8 Para 20 and Annex
15B.
12. For verification assurance certification to be presented at handover of major and

minor work see Table 1-1.
Reference to Other Documents
13. Bibliography. The Bibliography in Chapter 19 gives a comprehensive, but not

exhaustive, list of related publications. Of particular note are ICAO, CAA and NATO
publications, any of which may contain conflicting standards and criteria. Where
uncertainty exists, advice should be sought from the sponsor of the relevant section of
this Manual.
14. STANAGS. This Manual implements a number of STANAGS. Information on the

edition and implementation status of the STANAGS referenced can be found in the
Chapter 18.

Figure 2-1 Typical Core Works Process Map
TLB DIO
Raise user need Identify requirement
Initial procurement
Prepare Business Case Options to meet user needs
strategy
Obtain Business Case approval
No
Approved?
Yes
Prepare Project Brief
Confirm Procurement
Obtain authority to proceed Prepare Viability Study
Strategy
No
Proceed?
Yes
Whole life based design
Obtain authority to proceed Contract preparation
No
Proceed?
Yes
Obtain authority to proceed Tender process
No
Proceed?
Yes
Award contract
Do Contract works
Accept completed works Handover contract works
Post Project Review Process review

Table 2-1 Responsibilities for Military Aerodromes Design, Standards, Inspections and Surveys
Measured Height Surveys

Maintenance Inspections
Works (Major & Minor)

Friction Surveys
Staff Inspection
Responsible Organisation/Responsibility Remarks
Classification
Monitoring
Special
APPROPRIATE MILITARY AUTHORITIES
Assist Operations Staffs to set minimum
• • • • • • •
standards
Confirm requirement for special surveys related
• • •
to flight safety
Approval Authority for proposed deviation from
• • • • • • •
Regulations
Promulgate Staff Inspection Programme •
With MOD
Approval Authority for friction measurement
• • • Specialists
machines
advice
TLB REPRESENTATIVES
Seek MOD
Set operational and design requirements • Specialists'
advice
Sponsor, fund and programme any major
• • • • • •
projects
From MOD
Agree and promulgate the Inspection/Survey
• • • • • Specialists
programme annually
input
DLO
Including.
those held
Equipment Manager for in-service friction by STRE
• • •
measuring devices. (Air Sp)
when
Authorised.
Currently
Fund spares and calibration of in-service
• • • Mu-Meter
approved friction classification equipment held
Mk V
MOD SPECIALISTS
For airfield
Policy on construction materials and equipment pavement
• • • • •
(i.e. performance, characteristics, testing, etc.) wks see
Chapter 15
Maintain Inspection/Survey databases for MOD
• • • •
aerodromes
Approval Authority for Inspection/Survey
• • • • •
procedures and agencies.
Draft/advise on Inspection/Survey Programmes • • • • Annually

Measured Height Surveys

Maintenance Inspections
Works (Major & Minor)

Friction Surveys
Staff Inspection
Responsible Organisation/Responsibility Remarks
Classification
Monitoring
Special
Arrange contract support to Inspections/Surveys • • • •
STRE (Air Sp)
Maintain and operate in-service friction When issue
• •
measuring devices authorised
Carry out operational Inspections/Surveys at
• • • •
FOB
STATIONS
Seek MOD
Set operational and design requirements • Specialists'
advice
Stns without
Mu-Meters
Conduct Friction Monitoring Surveys • to request
surveys as
required
Except at
handover of
major
Fund Inspections/Surveys • • • • • projects
when project
pays
•
Request surveys as required
In
accordance
Conduct periodic inspections • with the
Manual of
Military ATM
1 4c a a 2 1d
Frequency of Inspections/Surveys (years)
a As required
b Statutory
c Annually when Friction Level is below MPL
d Check Survey Annually, Full Survey every 5 years, or at frequencies as determined in accordance with
CAP232

Table 2-2 Verification Assurance Certification that should be Presented at Handover of Major and
Minor Works
Taxiway
Runway
Aprons
Verification
Assurance Manual References Comments
Certificates*
* To be provided at Handover
Chapter 6 Para 1 Indicators
and Signalling Devices
AGL System Chapter 6 Para 4 Markings
Where compliance is not assured a
Installation Chapter 6 Para 26 Lights
Dispensation is required from Air
Compliance Chapter 6 Para 46 Signs
Command
Certificate* Chapter 6 Para 52 Markers
Chapter 7 Obstacles
Chapter 9 Para 2 Earthing
New, refurbished or modified
AGL Photometric installations where more than 25% of
Test Certificate of Annex 6B the system has been changed. All
Compliance* Runway Services and Taxiway
Centreline only
Apron Floodlighting
Photometric Test
Chapter 6 Para 43
Certificate of
Compliance*
Certificate of
Determined by Approach Category
Compliance for
(i.e Non-precision, Precision CAT I
provision of Chapter 8 Paras 3-6
and Precision Approach CAT II as
Secondary Power
applicable)
Supplies*.
PAPI Acceptance Where bases have not been affected
Annex 6C
Form* or PAPI removed
Full system check required after any
MCS Functional work is undertaken. Compliance with
Chapter 6 Para 45.f
Test Certificate* DIO Policy Instruction 19/2006 is
mandatory.
Insulation Results to comply with DIO Policy
Resistance Test Chapter 8 Para 19 Instruction 29/2005 Annex B
Results*
Should be provided within the
“As Built” Drawings period detailed in the contract
(normally within 28 days of handover)
Updated Airfield
Should be provided within the
period detailed in the contract
Lighting Schedule
(normally within 28 days of handover)
O&M Manuals*
AGL Equipment
Annex 6B Para 3
Warranty*
Friction Test
Chapter 15 Para 7
Certificate*
Note: DIO Policy Instructions can be downloaded at
www.mod.uk/DefenceInternet/Microsite/dio/

Chapter 3:
Aerodrome Design Specification for Fixed Wing Permanent
Bases
AERODROME DATA
General
1. These specifications and criteria apply to the new construction, modification and
restoration of military aerodrome facilities at home and overseas. They are mandatory
unless specific engineering or operational considerations dictate a variation, in which case
the sponsors should seek formal approval from the appropriate military authorities as laid
down in Chapter 1.
2. Criteria for RAF Gliding Sites operated under the auspices of AOC 22 Gp, is
managed by HQ 3 FTS and the RAF Central Gliding School.
Fixed Wing Aircraft Requirements
3. The specifications in this part of the document cover the general requirements of all
military fixed wing aircraft, including wide bodied transport aircraft. A specimen layout of
an aerodrome is shown at Figure 3-1 Specimen Aerodrome Layout. Specifications and
criteria for military rotary wing aircraft and heliports are laid down in Chapters 10 and 11.
Figure 3-1 Specimen Aerodrome Layout
4. For the purpose of defining standard dimensions for aerodrome movement areas in
this document, permanent aerodromes are divided into categories and assigned an
Aerodrome Reference Code comprising a Code Number and Code Letter. The basis for
these categories, which include grass runways, shown in Table 3-1 are runway length and
aircraft wing span/wheel span. The standard runway widths are shown, but do not affect
aerodrome categories. Codes 4-6 equating to the ICAO Code 4, are introduced to allow
compatibility with NATO Criteria. The codes should be determined as follows:

a. The Code Number corresponds to the highest value of the aerodrome

reference field lengths of the design aircraft.
b. The Code Letter corresponds to the greatest wing span, or the greatest outer
main wheel gear span, whichever gives the more demanding code letter of the
design aircraft.
Table 3-1 Aerodrome Reference Codes
Aerodrome Code
Main Runway Length Minimum Runway Widtha
Number
1 < 800m (2600ft) 18m (60ft)b and 23m (75ft)
2 ≥ 800m (2600ft) and < 1200m 30m (100ft)
3 ≥1200m (3900ft) and < 1800m 45m (150ft)
4 ≥ 1800m (6000ft) and < 2300m 45m (150ft)
5 ≥ 2300m (7500ft) and < 2750m 45m (150ft)
6 ≥ 2750m (9000ft) 60m (200 ft)
a
The width of precision approach runways ≥ 30m (100ft)
b
Subject to requirements of aircraft manuals, will normally only be considered for light
aircraft operations.
Aerodrome
Wing Span Outer Main Gear Wheel Span
Code Letter
A < 15m < 4.5m
B ≥ 15m and < 24m ≥ 4.5m and < 6m
C ≥ 24m and < 36m ≥ 6m and < 9m
Dc ≥ 36m and < 52m ≥ 9m and < 14m
Ec ≥52m and < 65m ≥ 9m and < 14m
Fc ≥65m and < 80m ≥ 14m and < 16m
c
The minimum runway width is 45m.
5. Simultaneous Runway Operations. The conditions of Table 3-2 are unlikely to be

feasible on existing military aerodromes and so simultaneous runway operations are not
normally permitted in peacetime. Stations whom wish to carry out simultaneous runway
operations, but do not meet the requirements of Table 3-2, should seek formal
dispensation from the appropriate military authority.
Table 3-2 Runway Separation Distances for Simultaneous Runway Operations

Centre-line Separation Distance
Aerodrome Code Number a 1 2 3-6
Use
Non-instrument simultaneous 120m 150m 210m
Independent parallel approaches b 1035m
Dependent parallel approaches b 915m
Independent parallel departures b 760m
Segregated parallel operations b 760m cd

a
Based on the higher code number for the intended use
b
See ICAO Manual of Simultaneous Operations on Parallel or Near-Parallel Instrument
Runways (Doc 9643)
c
Decreased by 30m (minimum 300m) for each 150m that arrival runway is staggered toward
the arriving aircraft
d
Increased by 30m for each 150m that arrival runway is staggered away from the arriving
aircraft

Chapter 4:
Specifications for the Aerodrome Physical Design
Runways
1. The following rules for all runways apply, regardless of the aerodrome category or of
the specified or actual dimensions of the paved and prepared runway surfaces:
a. Length. Runway length should be sufficient to meet the operational

requirement. 150m at each end of each runway should be of rigid construction to
combat the effects of jet engine efflux.
b. Width. Width should be in accordance with Table 3-1 unless a greater width
is required for operational reasons.
c. Longitudinal Slopes. Figure 4-1 shows the split of the runways/stopways

that should be considered. Runway longitudinal slope limits are given in Table 4-1.
Stopway slope limits are given in Table 4-7.
Figure 4-1 Runway Gradients Longitudinal
End Section Centre Section End Section
Stopway Stopway
Paved Runway
Table 4-1 Runway Longitudinal Slopes
Aerodrome Longitudinal Slope

Code Transitional Rate of
Number Overall(a) Local Changes
Change
1 ≤ 2% ≤ 2% ≤ 2% ≤ 0.4% per 30m
2 ≤ 2% ≤ 2% ≤ 2% (radius of curvature >
7500m)
≤ 0.2% per 30m
3 ≤ 1% ≤ 1.5% (≤ 0.8%)d ≤ 1.5% (radius of curvature >
15000m)
4 ≤ 1% ≤ 1.25% (≤ 0.8%)c ≤ 1.5%
≤ 0.1% per 30m
5 ≤ 1% ≤ 1.25% (≤ 0.5% up or ≤ ≤ 1.5%
(radius of curvature >
6 ≤ 1% ≤ 1.25% (≤ 0.5% up or ≤ ≤ 1.5% 30000m)
0.8% down)b
a =Difference in elevation between the runway ends on the centre-line divided by the runway
length
b For end thirds of runway viewed from the centre section
c For end quarters of runway
d For end quarters of a precision approach Category II or III runway

d. Distance Between Slope Changes. Undulations or appreciable changes in

slopes located close together along a runway should be avoided. The distance
between the points of intersection of two successive curves should not be less
than:
(1) The sum of the absolute numerical values of the corresponding slope
changes multiplied by the appropriate value as follows:
(a) 30000m where the code number is 4 or greater;
(b) 15000m where the code number is 3; and
(c) 5000m where the code number is 1 or 2; or
(2) 45m, whichever is the greater.
e. Lines of Sight. Where slope changes cannot be avoided, unobstructed lines

of sight are as given in Table 4-2.
f. Transverse Slopes. Figure 4-2 shows the split of runway/shoulders/ graded

portions of strips outside of shoulders, to be considered. Runway transverse slope
limits are given in Table 4-3. Shoulder slope limits are given in Table 4-3. Strip
slope limits are given in Table 4-4.
g. Strength. The bearing strength of the runway should be capable of

accepting the design aircraft operations including the safe movement of rescue and
fire fighting vehicles. Further details are given at Chapter 15 Para 28-47.
h. Surface of Runways. Runway surfaces should be constructed and

maintained so that they permit safe take-off and landing of aircraft. This includes
requirements in respect of surface integrity, friction and surface evenness. Further
details are given in Chapter 15.
i. Construction at the End of Runways. In order to minimise the possibility of

damage to aircraft landing short of the paved runway surface, the end of the runway
pavement should be inclined to the horizontal at a slope of 12.5%. The inclined
portion at the end of the runway should be formed by the provision of a concrete
ramp, finishing below the ground surface, 2.4m in length and of 0.15m minimum
thickness. See Figure 4-3.
j. Blast Pads. Concrete blast pads, when authorised, should be of sufficient

size to prevent surface erosion and migration of foreign material onto the runway.
The ends should to comply with the provisions of Chapter 4 Para 1i Blast pads
should form part of stopways, in which case they should be designed as paved
stopways.
k. Runways for VTOL/STOL Operations. Runway dimensions (length and

width) for VTOL/STOL operations are laid down in respective aircraft manuals and
will vary from aircraft to aircraft. The requirements will be dependent on payload
and crosswind components and the manuals for the aerodrome/runway design
aircraft should be consulted before any design or construction work is undertaken.
In all other respects the runway should be treated as a normal runway with the
criteria being dictated by the Aerodrome Code Number and Letter.

Figure 4-2 Runway Gradients Transverse
3m 3m
Shoulder Paved Runway Shoulder
Strip Strip
Table 4-2 Lines of Sight and Transverse Slopes
>
Figure 4-3 Construction at Runway Ends

Line of Sight
Aerodrome
(any point of the given height to all other
Code Transverse Slope
points of the same given height within at
Letter
least ½ runway length
A 1.5m
1% ≤ slope ≤ 2%
B 2m
C
D
3m 1% ≤ slope ≤ 1.5%
E
F
2. Runway Shoulders. Shoulders should be provided symmetrically either side of

the runway centre-line in accordance with Figure 4-2 and Figure 4-3. Paved shoulders
should be authorised in special cases (eg for aircraft with outrigger wheels on the wing-
tips or where jet blast from large aircraft with wing-mounted engines overhanging the
pavement edge causing possible FOD problems or where the topsoil/climate will not
support grassed shoulders). See Chapter 17 Para 3.

Table 4-3 Runway Shoulders

Aerodrome Overall Slopes Strength
Code Letter Widtha Longitudinal Transverse (Paved/Unpaved)
A
B Shoulders not required
C
D ≥ 60m ≤ 2.5%. Edge to
As for the runway Refer to Section
E ≥ 60m be flush with
Chap 15 para 27.
F ≥ 75m runway
a
Overall width=runway +2 x shoulder width
3.
4. Runway Strips
a. A runway and any associated stopways should be included in a strip with

characteristics as shown in Table 4-4. There should be no isolated hard or soft
areas of ground in the graded portion so as to minimise hazards to aircraft arising
from differences in load bearing capacity. The strip should be of sufficient strength
such that it does not hinder the movement of rescue and fire fighting vehicles See
also Chapter 15 Para 28 and Chapter 17 Para 4.
Table 4-4 Runway Strips

Graded Portion
Length (before threshold and
Objects (not allowed within
(distance from
Aerodrome Code Number
given distance of runway

beyond runway /stopway
runway centre-
Widthh line. Flush where Slopes
abutting
centre-line)
runway/shoulder/
stopway)
Transversee,f
Longitudinal
Instrument
Instrument
Instrument
Precision
Precision
Non-
Non-
Non-
1 60/30ma ≥ 30m ≥ 30m

≥ 75m 45mb ≥ 40m ≤ 2% ≤ 3%
2 ≥ 40m ≥ 40m
3 ≤ 1.75%
4 60m g c,d
≥ 150m ≥ 75m 60m ≥ 75m ≤ 2.5%
5 ≤ 1.5%
6
a
60m instrumented, 30m non-instrumented
b
Precision approach runway Category I
c
Precision approach runway Categories I, II, or III
d
Change to within 77.5m for precision approach runway category I,II or III where the code
number is 4 or more and the code letter is F
e
Slope of 3m from runway/shoulder/stopway to be downwards and ≤ 5% to aid drainage
f
Beyond graded portion slope ≤ 5% upwards. Downward slope as given above.
g
90m for subsidiary runways
h
Each side of centre-line

b. Delethalisation. The graded portion of runway strips should be delethalised

as indicated in Figure 4-4; the sub-surface ramp should be inclined to the horizontal
at a maximum slope of 12.5%.
Figure 4-4 Delethalisation

Runway Strip Surface Hard object (eg manhole cover, cable duct or
edge of intersecting pavements) within runway strip
>300mm
Unpaved ‘soft’ runway
Slope 12.5%
c. An object situated on a runway strip which may endanger aeroplanes should

be regarded as an obstacle and should, as far as practicable, be removed. See
Chapter 17 Para 9.
Runway End Safety Areas
5. RESA, providing an undershooting or overrunning aircraft with a cleared and graded

area, should be provided in accordance with Table 4-5. No fixed object, other than visual
aids required for air navigation purposes, which satisfy the relevant safeguarding criteria,
is permitted on a RESA. The RESA should be prepared/constructed to reduce the risk of
damage to an aeroplane undershooting or over running the runway and to facilitate the
movement of rescue and fire fighting vehicles.
Table 4-5 Runway End Safety Areas

Aerodrome Slopesb
ac
Code Length Width
Longitudinal Transverse
Number
1 Minimum of
2 90m.
3 Recommended ≤ 5%
≥2x
4 120m for code downwards
associated ≤ ± 5% with gradual
5 number 1 or 2 with gradual
runway changes in slope
runways and changes in
width
240m for code slope
6 3 or greater
runwaysd
a
Aerodrome Code 3, 4, 5, 6 require RESA, also for Code 1 & 2 if the runway is an
instrument one
b
RESA not to penetrate approach or take-off climb surface
c
Extending from the end of the runway strip
d
A safety assessment which takes account of a reasonable probable combination of
adverse operational factors should be provided where the Recommended distances are
not practicable, notwithstanding compliance with the minimum requirement.
Clearways
6. The requirement for clearways at each end of the runway is dependent on the
declared runway length and the required TODA of the design aircraft. Where the declared

runway length is shorter than the TODA required for the design aircraft a clearway should
be provided at the end(s) of the runway in accordance with Table 4-6. Objects on a
clearway which may endanger aircraft in the air should be regarded as obstacles and
removed. Chapter 17 Para 6.
Table 4-6 Clearways

Length Width Slopes
Origin at end of ≥ 75m to each a. Ground not to penetrate an upward slope of 1.25%
TORA side of from the TORA endb.
Length ≤ ½ TORAa extended b. Abrupt upward slope changes should be avoided.
runway centre- c. Within 22.5m of extended runway centre-line, slope
line changes and transition from runway to clearway should
conform with those of the associated runway.
a
Clearway should not extend beyond aerodrome boundary unless obstacle control can be
exercised over the additional land/water.
b
Shoulders and strips need not be graded to conform with the clearway plane. Terrain or objects
above the clearway plane but below the level of the runway strip need only be removed if
considered dangerous to aircraft.
Stopways
7. The requirement for stopways at each end of the runway is dependent on the TORA
and ASDA of the design aircraft. The surface should have a coefficient of friction when
wet compatible with that of the associated runway. See also Table 4-7 and Chapter 17
Para 5.
Table 4-7 Stopways

Strength
Length Width Slopes/Changes in Slope
Paved/Unpaved
a. Accelerate-stop = width of As for associated runway
distance reqd minus runway + except:
runway length (provided at shoulders, a. 0.8% first and last ¼
both ends) centred on the limitations need not be
b. When an Arrester Net runway applied.
a. Refer to
Barrier is provided the centre-line b. Runway/stopway junction
Chapter 15 Para
length of the overrun rate of change ≤ 0.3% per
28
beyond the barrier should 30m (radius of curvature ≥
not normally be included 10000m for Aerodrome Code
in ASDA because not all No 3, 4, 5, or 6.
aircraft are capable of
taking a lowered barrier
Arrester Net Barrier Overrun
8. When an arrester barrier is fitted (ie normally at a specified distance beyond the
end(s) of a runway) an Arrester Net Barrier Overrun should be provided; the length of the
Overrun should allow for the full extension of the barrier type used. See Table 4-7. The
requirements for pavement strength and surface from the runway end up to and 2 metres
beyond the barrier should be as that for a paved stopway except as modified at Chapter
15 Para 46 Beyond this point the requirements for a stopway are applicable.

Taxiways
9. Taxiways
a. The design of a taxiway should be such that, when the cockpit of the
specified design aircraft remains over the taxiway centre-line markings, the width
and clearance distance between the outer main wheel of the aeroplane and the
edge of the taxiway should not to be less than that given in Table 4-8. An example
of widening taxiways to achieve the wheel clearance specified on curves is
illustrated in Figure 4-5. However, changes in direction of taxiways should be as
few and as small as possible. The radii of the curves should be compatible with the
manoeuvring capability and normal taxiing speeds of the design aircraft. Minimum
separation distances are detailed in Table 4-10 and slopes as in Table 4-11.
b. The strength of taxiways should be at least equal to that of the runway(s) that
they serve, due consideration being given to the fact that a taxiway will be subjected
to a greater density of slower moving or stationary traffic leading to higher stresses
than the runway(s) they serve. The surface of taxiways should not have
irregularities that could cause damage to aeroplane structures and should provide
good friction characteristics when wet. Refer to Chapter 15 for further details in
respect of pavement surface and strength requirements.
Figure 4-5 Taxiway Curve Widening

Table 4-8 Taxiway Width and Wheel Clearance

Junctions/
Aerodrome Minimum Wheel Intersections with
Width
Code Letter Clearance Runways/Aprons/
Other Taxiways
A 7.5m 1.5m
B 10.5m 2.25m
C a. 15m for design aircraft a. 3m for design aircraft
wheel base < 18m wheel base < 18m a. Fillets should be
b. 18m for design aircraft b. 4.5m for design aircraft provided
wheel base ≥ 18m wheel base ≥ 18m b. Radii of curvature
D a. 18m for design aircraft 4.5m on the centre-line ≥
wheel span < 9m 60m and compatible
b. 23m for design aircraft with the taxiing speed
outer main gear wheel of the design aircraft
span ≥ 9m
E 23m 4.5m
F 25m 4.5m
Table 4-9 Parallel Taxiways

Slopes
Facility Length Width
Longitudinal Transverse
Parallel As for main
≥ 23m As for main runway
Taxiway runway
Shoulders ≥ 30m from
Full length
taxiway edge
Clearwayab Not to project above
plane through end of
≤ 150m 52.5m ≤ 3%
taxiway with slope =
2%
Stopway Not required
Strip 60m beyond 100m to each side
parallel taxiway of parallel taxiway As for main runway
ends centre-line
Separation a. To runway centre-line - 150m
Distances b. To dispersed hard standings - 100m
c. To nearest building, facility etc - 100m
d. To the centre-line of nearest taxiway - 100m
a
At both ends of taxiway
b
Not to extend beyond runway clearway

Table 4-10 Taxiway Minimum Separation Distances
Taxiway, other than aircraft

stand taxilane, centre-line
Aerodrome Code letter
Aircraft stand taxilane

Centre-line to taxiway
Distance between taxiway centre-line
centre-line to objecta
and runway centre-linea
centre-linea
Non-instrument
Instrument Runways
to objecta
Runways
Taxiway
Aerodrome Code number
1 2 3 4-6 1 2 3 4-6
(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l)
A 82.5 82.5 - - 37.5 47.5 - - 23.75 16.25 12
B 87 87 - - 42 52 - - 33.5 21.5 16.5
C - - 168 - - - 93 - 44 26 24.5
D - - 176 176 - - 101 101 66.5 40.5 36
E - - - 182. - - - 107.5 80 47.5 42.5
5
F - - - 190 - - - 115 97.5 57.5 50.5
a
All distances in metres
Table 4-11 Taxiway Slopes
Longitudinal Distance Lines of Sightc

Aerodrome Transverse Between
Code Letter Slope Slope Change a Slopeb Gradient
Changes
A ≤ 1% per 25m (min 1.5m above for 150m
≤ 3% radius of curvature ≤ 2% distance
B 2500m) 2m above for 200m
between
C tangent
D ≤ 1% per 30m (min points
≤ 1.5% radius of curvature ≤ 1.5% ≥ 150m 3m above for 300m
E 3000m)
F
a
A curved surface with rates of change as shown
b
Sufficient to prevent surface water accumulation
c
Possible to see whole taxiway surface from height stated above taxiway for distance
stated
10. Taxiway Shoulders. Shoulders should be provided symmetrically, either side of

the centre-line in accordance with Table 4-12 Paved shoulders may be authorised in
special cases (eg for aircraft with outrigger wheels on the wing-tips or where jet blast from
large aircraft with wing-mounted engines overhanging the pavement edge causing
possible FOD problems or where the topsoil/climate will not support grassed shoulders).
Table 4-12 Taxiway Shoulders

Aerodrome Taxiway Overall Transverse Strength
Code Letter Width Widtha,c Slopesb
(including
shoulder)
A
B

C 15/18m ≥ 25m -1.5% ≤ new Refer to Chapter 14 Para 27

D 18/23m ≥ 38m construction ≤ +3% Unpaved to be grassed
E 23m ≥ 44m restoration work ± To be FOD resistant
F 25m ≥ 60m 3%
a
Where pavement width increases on curves/junctions/intersections shoulder width should
be as for straight taxiway portions
b
Longitudinal slopes/slope changes should match those of associated taxiway
c
Overall width=taxiway width + 2 x shoulder width
11. Taxiway Strips. Each taxiway should be protected by a taxiway strip as detailed in
Table 4-13. The strip should be clear of objects which may endanger taxiing aircraft. See
Chapter 4 Para 1 and Chapter 7 Para 6.
Table 4-13 Taxiway Strips

Graded Portion
Aerodrome Taxiway Strip
Distance from Transverse Slopesb
Code Letter Width Widtha
Taxiway Centre-line
A 7.5m 16.25m 11m
a. Flush with associated
B 10.5m 21.5m 12.5m
taxiway/shoulder
C 15/18m 26m 12.5m
b. –5% ≤ graded portion ≤
D 18/23m 40.5m 19m
+2.5%
E 23m 47.5m 22m
c. Non-graded portion ≤ +5%
F 25m 57.5m 30m
a
Each side of centre-line
b
Longitudinal slopes/slope changes should match those of associated taxiway
12. Parallel Taxiways. Parallel taxiways are a NATO specific requirement and for this
reason the criteria detailed in Table 4-9 may not appear to correlate with other information
given in this document. If provided, an aerodrome will only have one parallel taxiway, but
it should be noted that a parallel taxiway gives an aerodrome redundancy rather than
increased operational capability. The runway/parallel taxiway requirements for
VTOL/STOL operations are laid down in respective aircraft manuals which, should be
consulted before design/construction work is undertaken. Refer to Chapter 15 in respect
of pavement surface and strength requirements; friction requirements should be
determined with the Aerodrome Authority.
Holding Points
13. Holding Bays, Runway Holding Positions and Road Holding Positions
a. General
(1) Holding Bay(s) are required when the traffic density is medium or heavy.
(2) Runway holding position signs are detailed at Chapter 6 Para 47

Runway-holding positions should be marked in accordance with Chapter 6
Para 12 and established:
(a) On the taxiway, at the intersection of a taxiway and a runway.
(b) At the intersection of 2 runways when one runway is a part of a

standard taxi-route.
(c) On a taxiway if the location or alignment of the taxiway is such that

a taxiing aircraft or vehicle can infringe an obstacle limitation surface or

interfere with the operation of radio navigation aids. This could result in
2 runway-holding positions, one for VMC and one for IMC operations.
(3) A road-holding position should be established at an intersection of a

road with a runway. See Chapter 6 Para 14.
(4) An intermediate holding position should be established on a taxiway at

any point other than a runway-holding position where it is desirable to define a
specific holding limit.
b. Location. Table 4-14 details the location of holding bays or positions.

Holding aircraft/vehicle should not:
(1) Infringe obstacle free zones, approach surfaces, or the take-off climb
surface.
(2) Interfere with the operation of radio navigation aids.
Table 4-14 Minimum Distance from Runway Centre Line to a Holding Bay/Position
Aerodrome Code Numberd
Type of Runway
1 2 3-6
Non-instrument 30m 40m 75m
Non-precision approach 40m 40m 75m
a a
Precision approach category I 60m 60m 90mabc
Precision approach categories II and III 90mabc
Take-off runway 30m 40m 75m
a
Can be reduced by 5m for every 1m the bay/position is lower than the
threshold, provided it does not infringe the lower transitional surface
b
May need to be increased to avoid interference with radio navigation aids
c
107.5m for Aerodrome Code Letter is ‘F’.
d
See ICAO Annex 14 Vol 1 for details of design aircraft giving these distances
c. At elevations greater than 700m (2300ft) the distance of 90m specified in

Table 4-14 for a precision approach number of 4 or greater will be increased as
follows:
(1) Up to an elevation of 2000m (6600ft); 1m for every 100m (330ft) in

excess of 700m (2300ft).
(2) Elevation in excess of 2000m (6600ft) and up to 4000m (13,320ft); 13m

plus 1.5m for every 100m (330ft) in excess of 2000m (13,320ft); and
(3) Elevation in excess of 4000m (13,320ft) and up to 5000m (16,650ft) ;

43m plus 2m for every 100m (330ft) in excess of 4000m (13,320ft)
d. If a holding bay, runway-holding position or road-holding position for a

precision approach runway code number 4 or greater is at a greater elevation
compared to the threshold, the distance of 90m or 107.5m, as appropriate specified
in Table 4-14 should be further increased 5m for every metre the bay or position is
higher than the threshold.

Aprons
14. Aprons should be as detailed in Table 4-15. They should provide good friction
characteristics when wet. Refer to Chapter 15 in respect of pavement and surface
requirements.
Table 4-15 Aprons

Wing Tip Shoulder
Facility Size Strips Slopes
Clearances Width
ASP/ORP/ a
a. Apron:
Apron 15m from edge of
0.5% ≤ and ≤ 1%
Dispersed paved surface
Turning a. Wingspan ≤ 30m: ≥ 3m from Sufficient to
Stands
radius of 4.5m edge of prevent water
The greater of
outer b. Wingspan > 30m: paved accumulation
Hangar/ 5m or ½ design
aircraft 7.5m surface b. Shoulders: ≤
HAS aircraft wingspan
wheels + 2%, longitudinal
Aprons from edge of
3m and transverse
paved surface
a
Design Factors: No/size of design aircraft; wing tip clearances; access for aircraft/vehicles;
safe distances/headings for armed aircraft, wheel clearance to edge of apron
Compass Calibration Bases
15. Details of the layout and calibration of Compass Bases (previously published under
GAI 1006) are at Annex 5A.

Chapter 5:
The Management of Obstacles on and Around the Aerodrome
Obstacle Free Zones
1. Aerodrome obstacle free zones permit the designated aircraft operations to be

conducted safely. They are achieved by establishing a series of obstacle limitation
surfaces that define the limits to which objects may project into the airspace.
2. Objects which penetrate the obstacle limitation surfaces may in certain

circumstances cause an increase in the obstacle clearance altitude/height for an
instrument approach procedure or any associated visual circling procedure.
3. Only frangible mounted obstacles, such as AGL fittings, which are operationally
essential, constructed and sited to reduce the hazard to a minimum, are permitted.
Other operationally essential items include runway caravans, arrester installations and
RVR towers Chapter 17 Para 10. Guidance on frangibility is contained in the ICAO
Aerodrome Design Manual (Doc 9157), Part 6.
Obstacle Limitation Surfaces
4. Dimensions. Dimensions and slopes of Approach and Take-off obstacle limitation

surfaces are given in Table 5-1 and Table 5-2. The obstacle limitation surfaces are
illustrated in Figure 5-1 and Figure 5-2 and further detailed in Chap 5 para 2-12.
General guidance on the requirements and characteristics of all the obstacle limitation
surfaces is given in ICAO Airport Services Manual, (Doc 9137) Part 6. See Chapter 16
and Chapter 17 Para 16.
Note: For statutory safeguarding map production purposes, aerodrome codes are determined
from the length of the runway only. Width and runway letters will not be used. Where more than
one runway exisits the most stringent code is used for all runways.'
Note: For statutory safeguarding map production purposes, threshold, runway end and clearway
locations and heights will be taken from the latest Measured Heights Survey available.
5. Inner Horizontal Surface. Comprises a surface located in a horizontal plane above

an aerodrome and its environs as follows:
a. The radius or outer limits of the inner horizontal surface should be measured
from the runway ends excluding clearways and stopways. For aerodromes codes 1
& 2 the reference point should be the midpoint of the runway ends, excluding
clearways and stopways. For aerodrome codes 3-6, the reference point should be
the runway ends, excluding clearways and stopways. See Chapter 4 Para 1 and
Figure 4-3.
b. The height of the inner horizontal surface should be measured above the
lowest aerodrome threshold. See Figure 5-1 and Figure 5-2.
c. Inner horizontal surfaces should be created for all runways within each
aerodrome.
Note: For statutory safeguarding map production purposes for runway codes 1 and 2, if the
runways do not cross at the exact mid points, the midpoint of a line joining the runway midpoints
will be used

6. Conical Surface. Comprises a surface sloping upwards and outwards from the
periphery of the inner horizontal surface as follows:
a. A lower edge coincident with the periphery of the inner horizontal surface; and
b. An upper edge located at a specified height above the inner horizontal

surface; and
c. The slope of the conical surface will be measured in a vertical plane

perpendicular to the periphery of the inner horizontal surface. See Figure 5-1 and
Figure 5-2.
d. The reference point used should be the same as for the inner horizontal
surface.
7. Outer Horizontal Surface. Comprises a surface located in a horizontal plane

extending from the periphery of the conical surface as follows:
a. The radius or outer limits of the outer horizontal surface should be measured
from the midpoint of the runway ends excluding clearways and stopways in
accordance with Table 5-1.
b. The height of the outer horizontal surface should be measured in accordance

with Table 5-1.
c. There is no outer horizontal surface for aerodrome codes 1 and 2.
8. Approach Surface. Comprises an inclined plane or combination of planes

preceding the threshold as follows:
a. An inner edge of specified length, horizontal and perpendicular to the

extended centre-line of the runway and located at a specified distance before the
threshold;
b. Two sides originating at the ends of the inner edge and diverging uniformly at
a specified rate from the extended centre-line of the runway; and
c. An outer edge parallel to the inner edge.
d. The elevation of the inner edge should be equal to the elevation of the mid-
point of the threshold.
e. The slope(s) of the approach surface should be measured in the vertical

plane containing the centre-line of the runway and should continue containing the
centre line of any lateral offset or curved ground track.
f. The above surface should be varied when lateral offset, offset or curved
approaches are utilized, specifically, two sides originated at the ends of the inner
edge and diverging uniformly at a specified rate from the extended centre-line of the
lateral offset, or curved ground track. See Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the approach surface will not be varied
where lateral offset or curved approaches are utilized.
9. Inner Approach Surface. Comprises a rectangular portion of the approach surface

immediately preceding the threshold as follows:

a. An inner edge coincident with the location of the inner edge of the approach
surface but of its own specified length;
b. Two sides originating at the ends of the inner edge and extending parallel to
the vertical plane containing the centre-line of the runway; and
c. An outer edge parallel to the inner edge. See Figure 5-1 and Figure 5-2.
10. Transitional Surface. Comprises a complex surface along the side of the strip and
part of the side of the approach surface, that slopes upwards and outwards to the inner
horizontal surface as follows:
a. A lower edge beginning at the intersection of the side of the approach surface
with the inner horizontal surface and extending down the side of the approach
surface and from there along the length of the strip parallel to the runway centre-
line; and
b. An upper edge located in the plane of the inner horizontal surface.
c. The elevation of a point on the lower edge should be along the side of the
approach surface (equal to the elevation of the approach surface at that point) and
along the strip (equal to the elevation of the nearest point on the centre-line of the
runway or its extension).
d. The slope of the transitional surface should be measured in a vertical plane at

right angles to the centre-line of the runway. See Figure 5-1 and Figure 5- 2.
Note: For statutory safeguarding map production purposes the Transitional Surface also
incorporates the Runway Strip'.
11. Inner Transitional Surface. Comprises a surface similar to the transitional surface
but closer to the runway as follows: See Figure 5-1 and Figure 5-2. A lower edge
beginning at the end of the inner approach surface and extending down the side of the
inner approach surface to the inner edge of that surface, from there along the strip
parallel to the runway centre-line to the inner edge of the balked landing surface and
from there up the side of the balked landing surface to the point where the side
intersects the inner horizontal surface; and
a. An upper edge located in the plane of the inner horizontal surface.
b. The elevation of a point on the lower edge should be – along the side of the
inner approach surface and balked landing surface (equal to the elevation of the
particular surface at that point) and along the strip (equal to the elevation of the
nearest point on the centre-line of the runway or its extension).
c. The slope of the inner transitional surface should be measured in a vertical

plane at right angles to the centre-line of the runway. See Figure 5-1 and Figure 5-2.
12. Balked Landing Surface. Comprises an inclined plane located at a specified

distance after the threshold, extending between the inner transitional surface as follows:
a. An inner edge horizontal and perpendicular to the centre-line of the runway

and located at a specified distance after the threshold;
b. Two sides originating at the ends of the inner edge and diverging uniformly at
a specified rate from the vertical plane containing the centre-line of the runway; and

c. An outer edge parallel to the inner edge and located in the plane of the inner
horizontal surface.
d. The elevation of the inner edge should be equal to the elevation of the
runway centre-line at the location of the inner edge.
e. The slope of the balked landing surface should be measured in the vertical
plane containing the centre-line of the runway. See Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the Inner Approach, Inner Transitional
and Balked Landing Surfaces are not required to be calculated or shown on the map.
13. Take-Off Climb Surface. Comprises an inclined plane or other specified surface
beyond the end of a runway or clearway as follows:
a. An inner edge horizontal and perpendicular to the centre-line of the runway

and located either at a specified distance beyond the end of the runway or at the
end of the clearway when such is provided and its length exceeds the specified
distance;
b. Two sides originating at the ends of the inner edge, diverging uniformly at a
specified rate from the take-off track to a specified final width for the remainder of
the length of the take-off climb surface; and
c. An outer edge horizontal and perpendicular to the specified take-off track.
d. The elevation of the inner edge should be equal to the highest point on the
extended runway centre-line between the end of the runway and the inner edge,
except that when a clearway is provided the elevation should be equal to the
highest point on the ground on the centre-line of the clearway.
e. In the case of a straight take-off flight path, the slope of the take-off climb
surface should be measured in the vertical plane containing the centre-line of the
runway.
f. In the case of a take-off flight path involving a turn, the take-off climb surface
should be a complex surface containing the horizontal normal to its centre-line, and
the slope of the centre-line should be the same as that for a straight take-off flight
path. See Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the take off surface will not be varied
where the take off flight path involves a turn.
Note: For statutory safeguarding map production purposes the elevation on the inner edge will be
the highest point on the extended runway centreline or clearway supplied on the Measured
Heights Survey

Figure 5-1 Obstacle Limitation Surfaces

B
Outer
horizontal
conical
inner horizontal
clearway strip transitional
A A
take-off climb Runway approach
inner approach
inner horizontal
conical
conical
inner horizontal
transitional
take-off climb approach
Runway
Section A-A
approach
conical inner horizontal
transitional
Runway inner approach

Section B-B

Figure 5-2 Inner Approach, Inner Transitional and Balked Landing Obstacle Limitation
Surfaces – (only applicable to Precision Approach Categories I, II & III)
B
inner transitional
A A
inner approach Runway balked landing
balked landing
inner transitional Section A-A
Runway
inner transitional inner horizontal
balked
Section B-B landing
Runway
Figure 5-3 Obstacle Limitation Surfaces for an Instrument Runway where the Runway Code
is 4-6
145
m
The take-off / approach funnels

are shown in chain-dot line.
To assist clarification the vertical
scale on this chart is 20 times
that of the horizontal scale.

Table 5-1 Dimensions and Slopes of Approach Obstacle Limitation Surfaces – (slopes are
measured in the vertical plane containing the centre-line of the surface)
Runway Classification
Non-Precision Precision Approach
Non-Instrument
Surface & Approach Category
Dimensionsa Aerodrome Code
Aerodrome Code Number I II or III
No
1 2 3 4-6 1, 2 3 4-6 1,2 3-6 3-6
INNER A horizontal surface located above the aerodrome & its environs, its outer
HORIZONTAL limits and height (not necessarily circular) defined in Chapter 5 Para 10.
Height above
lowest aerodrome 45 45 45 45 45 45 45 45 45 45
threshold
Radius 2000 2500 4000 4000 3500 4000 4000 3500 4000 4000
A surface sloping upwards and outwards from the inner horizontal surface
CONICAL
periphery to the outer horizontal surface.
Slope 5% 5% 5% 5% 5% 5% 5% 5% 5% 5%
Height above
inner horizontal 35 55 75 100 60 75 100 60 100 100
surface
OUTER
A horizontal surface extending from the conical surface periphery.
HORIZONTAL
Total height of
inner horizontal - - 120 145 - 120 145 - 145 145
and conical
Minimum Radius - - 10000 15000 - 10000 15000 - 15000 15000
APPROACH An inclined plane(s) preceding the threshold
Inner/outer edge
Horizontal and ⊥ to extended runway centre-line
orientation
Inner edge length 60 80 150 150 150 300 300 150 300 300
Inner edge
threshold 30 60 60 60 60 60 60 60 60 60
distance
Side divergence
10% 10% 10% 10% 15% 15% 15% 15% 15% 15%
(each side)
First Section
Length 1600 2500 3000 3000 2500 3000 3000 3000 3000 3000
Slope 5% 4% 3.33 2.5% 3.33 2% 2% 2.5% 2% 2%
Second Section
Length - - - - - 3600 3600 12000 3600 3600
Slope - - - - - 2.5% 2.5% 3% 2.5% 2.5%
Horizontal Section
Length - - - - - 8400 8400 - 8400 8400
Total Length - - - - - 15000 15000 15000 15000 15000
A rectangular specified length portion of the approach surface immediately
INNER
preceding the threshold, the inner edge coincident with the approach
APPROACH
surface inner edge.
Width - - - - - - - 90 120d 120d
Threshold - - - - - - - 60 60 60
Length - - - - - - - 900 900 900

Runway Classification
Non-Precision Precision Approach
Non-Instrument
Surface & Approach Category
Dimensionsa Aerodrome Code
Aerodrome Code Number I II or III
No
1 2 3 4-6 1, 2 3 4-6 1,2 3-6 3-6
Slope - - - - - - - 2.5% 2% 2%
A complex surface along the side of the strip and part of the side of the
approach surface, that slopes upwards and outwards to the inner
TRANSITIONALe
horizontal surface. It is the controlling obstacle limitation surface for
buildings (see Inner Transitional Surface).
Lower edge See Figure 5-1
Lower edge The elevation of a point is the elevation of the approach surface/strip at
elevation that point.
Upper edge In the plane of the inner horizontal surface.
Slope 20% 20% 14.3% 14.3% 20% 14.3% 14.3% 14.3% 14.3% 14.3%
A surface similar to the transitional surface but closer to the runway. It is
INNER the controlling obstacle limitation surface for nav-aids, aircraft and vehicles
TRANSITIONALe and not to be penetrated except by frangible objects (see Transitional
Surface).
Lower edge
See Figure 5-2
location
The elevation of a point is the elevation of the approach/balked landing
Lower edge
surfaces at that point or the elevation of the runway centre-line or
elevation
extended centre-line at a point on the strip.
Upper edge
In the plane of the inner horizontal surface
location
Slope - - - - - - - 40% 33.3% 33.3%
BALKED An inclined plane at a specified distance after the threshold extending
LANDING between the inner transitional surface.
Inner edge length - - - - - - - 90 120 120
Threshold b
- - - - - - - 1800c 1800c
distance
Side divergence
- - - - - - - 10% 10% 10%
(each side)
Slope - - - - - - - 4% 3.33% 3.33%
a
All dimensions measured horizontally and in metres unless otherwise stated
b
Distance to the end of the strip
c
Or end of runway whichever is less
d
Where the Aerodrome Code Letter is ‘F’ the width is increased to 155m
e
Curved if the runway profile is curved

Table 5-2 Dimensions and Slopes of Take-Off Obstacle Limitation Surfaces –(slopes are
measured in the vertical plane containing the centre-line of the surface)
Surface and Aerodrome Code Number
Dimensionsa 1 2 3-6
TAKE-OFF CLIMB An inclined plane or other specified surface beyond the end of a runway
or clearway
Inner edge orientation ⊥ to extended runway centre-line.
Outer edge orientation Horizontal and ⊥ to the specified take-off track.
Inner edge elevation The elevation of the highest point on the extended runway centre-line
between the end of the runway and the inner edge, except when a
clearway is provided the elevation is that of the highest point on the
ground on the centre-line of the clearway.
Inner edge length 60 80 180
Runway end distanceb 30 60 60
Side divergence (each 10% 10% 12.5%
side)
Final width 380 580 1200c
Length 1600 2500 15000
e
Slope 5% 4% 2%d
a
All dimensions measured horizontally and in metres unless otherwise stated
b
The take-off climb surface starts at the end of the clearway if the clearway length exceeds the
specified distance
c
1800m when the intended track includes heading changes > 15 degrees for operations in
IMC or VMC by night
Note: For statutory safeguarding map production purposes note (c) will not to be taken into account and
the final width to be used will be that stated in the table above.
d
If no existing object reaches the 2% surface, new objects should be limited to 1.6%
Note For statutory safeguarding map production purposes a slope of 1:6 % will always be used.
e
For a take-off flight path involving a turn, the take-off climb surface is a complex surface
containing the horizontal normals to its centre-line, and the slope of the centre-line is the same
as that for a straight take-off flight path
Note For statutory safeguarding map production purposes the take off surface will not be varied where the
take off flight path involves a turn.
Obstacle Limitation Requirements
14. Obstacle limitation surface requirements are detailed in Table 5-3.
Table 5-3 Obstacle Limitation Requirements

Inner Transitional Surface
Outer Horizontal Surface

Inner Horizontal Surface
Balked Landing Surface
Inner Approach Surface
Take-Off Climb Surface
Transitional Surface
Approach Surface
Conical Surface
Precision Approach
• • • • • • • • •
CAT I, II or III
Non-Precision Approach • • • • • •
Non-Instrument Runways • • • • • •

Objects Outside the Obstacle Limitation Surfaces
15. The appropriate Military Authorities as detailed in Table 1-3 should be consulted
concerning proposed construction beyond the limits of the obstacle limitation surfaces.
In areas beyond the limits of the obstacle limitation surfaces, at least those objects which
extend to a height of 150m or more above ground elevation should be regarded as
obstacles, unless a special aeronautical study indicates that they do not constitute a
hazard to aeroplanes.
Other Objects
16. Objects which do not project through the approach surface but which would
nevertheless adversely affect the optimum siting or performance of visual or non-visual
aids should, as far as practicable, be removed.
17. In certain circumstances, objects that do not project above any of the obstacle
limitation surfaces may constitute a hazard to aircraft as, for example, where there are
one or more isolated objects in the vicinity of an aerodrome.

Annex 5A:
Compass Calibration Bases
Introduction
1. This annex describes the types of compass bases and the requirements for their
periodic checking, magnetic environment, dimensions and construction. See Chapter 4.
Command and Formation headquarters should submit their compass base requirements
or modifications to: QinetiQ, Land Magnetic Facilities, MOD Portland Bill, Portland, Dorset,
DT5 2JT. Tel: 01305 862000 Fax: 01305 862001.
Classes of Compass Base
2. There are two classes of compass calibration base. Class 1 bases are required for
aircraft which need a refined swing, as stipulated by commands. Class 2 bases have less
stringent maximum permitted magnetic deviation requirements and are adequate for
aircraft requiring standard swings.
Periodic Surveys and Annual Checks
3. The officer responsible for aircraft compass swinging, normally the Station
Navigation Officer, is also responsible for the periodic, resurvey and annual check of the
compass calibration base. In addition, he should ensure that the station services are
aware that paving repairs should be carried out using materials approved by QinetiQ,
MOD Portland Bill. He should also notify QinetiQ, MOD Portland Bill at the earliest
opportunity of any planned work within 200m of the centre of the compass base. Periodic
surveys of all compass bases will be undertaken by staff from QinetiQ, MOD Portland Bill.
Class 1 bases will be re-surveyed every 5 years. However, Class 2 bases are normally
subject to magnetic anomalies, the effects of which are liable to change with time; these
bases should therefore be re-surveyed every 2 years.
4. At least once a year, the officer responsible for the compass calibration base
should visit the base to check:
a. That the datum compass circle is clearly and adequately marked.
b. That no work has been carried out on or around the compass base which
might alter its magnetic properties. Any suspect areas should be subjected to a
detailed magnetic survey.
c. That no magnetic objects such as metal chocks, fire extinguishers, reinforced

concrete or cables have been placed within the site.
5. Should any doubts about the magnetic integrity of the compass base arise during
the annual check or at any time, the officer responsible for the base should contact
QinetiQ, MOD Portland Bill for advice.
Sterile Area
6. There should be a sterile area around the compass calibration base as defined
within the specifications given below.
Compass Calibration Base Specifications
7. Dimensions

a. The compass calibration base should be an area of appropriate size to cater

for the turning circle of all aircraft likely to be swung on that base.
b. The radius of the datum compass circle will depend upon the size and the
turning circle of the aircraft using the base, together with the associated datum
compass safe distance. Typical datum compass circle radii are as follows:
(1) Large aircraft (e.g. Nimrod) - 60m.
(2) Medium aircraft (e.g. Chinook) - 45m.
(3) Small aircraft (e.g. Tutor) - 25 to 30m.
c. The radius of the sterile area should be the radius of the datum compass
circle plus 15m.
d. The centre of the compass base should be at least 200m from large buildings
or continuous wire fences. It may be possible to reduce this distance under some
circumstances, but only in consultation with QinetiQ, MOD Portland Bill.
8. Type and Strength of Surface
a. The compass base and access tracks should be constructed of non-ferrous

concrete or bituminous material, and should be protected against fuel spillage.
They should not contain any magnetic material and should be capable of
withstanding the all-up weight of the heaviest aircraft to be swung. All materials
which are planned to be used in the construction or repair of a compass base
should be approved by QinetiQ, MOD Portland Bill. Contractors should be warned
to liaise with QinetiQ, MOD Portland Bill over their choice of materials prior to any
bulk ordering.
b. The datum compass circle is a narrow pathway used to position the datum
compass. It should be clearly marked (creosote markings are not recommended).
The datum compass circle should comprise a continuous painted line on non
reinforced concrete or asphalt.
c. The maximum acceptable gradient within the area bounded by the

datum circle is 1 in 80.
10. Magnetic Deviation Limits. The maximum magnetic deviation permissible over
the area of a Class 1 compass calibration base is 0.1˚ at 1.5m above ground level. The
maximum deviation permissible over a Class 2 compass calibration base is 0.25˚ at 1.5m
above ground level. If a base will be used for aircraft which have magnetic sensors below
1.5m, a special survey will be required.
11. Anomalies. Anomalies which create deviations in excess of +/- 0.25˚ are
acceptable within a Class 2 CCB, providing the anomaly is clearly marked on the surface
by a suitable painted ‘exclusion zone’. The size and radius of this exclusion zone will be
determined during routine magnetic surveys, and the results recorded in subsequent
survey reports.

Chapter 6:
Visual Aids for Navigation
INDICATORS AND SIGNALLING DEVICES
1. General
a. The various indicators and signals described and illustrated in the following
regulations should be displayed and should be repainted, cleaned or replaced as
soon as their conspicuity is degraded.
b. Colour specifications for paints can be found in BS 381C and colour

specifications for signs and surface markings are given at Annex 6B those for
reflective materials are prescribed in BS EN12899-1:2007.
2. Wind Direction Indicators
a. The direction of the wind should be indicated by one or more wind sleeves.
They should be so positioned as to be visible from the air and be free from the
effects of any disturbances caused by nearby objects. They should be sited so that
at least one sleeve is visible from each take off position and comply with the
requirements at Chapter 17 Para1.
b. The wind direction indicator should be in accordance with Figure 6-1. It

should be coloured a distinctive Day-Glo colour, so as to give maximum contrast
with its background and be clearly visible and understandable from a height of at
least 300m. One wind sleeve should be illuminated for night use.
c. For rotary wing permanent bases see Chap 11 para 1.
Figure 6-1 Dimensions of a Wind Direction Indicator
≥ 0.9m ≥ 0.3m
≥
3.6m
3. Aerodrome Identification from the Air. Identification characteristics of Army and

RAF aerodromes should be a bi-gram in letters 6m by 3.6m painted white on a black
background, set on the aerodrome side of the ATC building visible from the air and in a
position clear of buildings but not on the runway.
MARKINGS
4. General
a. The various markings described and illustrated in the following regulations

should be displayed. The initial marking of aerodrome surfaces should be carried

out when required to conform to these regulations. For marking temporary

aerodromes see Para 54 and Chapters13 and 14. All markings should be
repainted, cleaned or replaced as soon as their conspicuity is degraded. For
marking objects see Chapter 7 Para 8. For verification assurance certification to be
presented at handover of major and minor works see Table 2-2.
b. At the intersection of two (or more) runways the markings of the more
important runway should be displayed and the markings of the other runway (s)
interrupted. At the intersection of a runway and a taxiway the markings of the
runway should be displayed and the markings of the taxiway interrupted.
c. Markings should be white for runways and yellow for taxiways and aircraft
stand markings unless stated otherwise. Black outlining (at least 0.15m in width)
should be provided where there is insufficient background contrast. Colour
specifications for paved surface markings are detailed at Annex 6A .
d. Apron safety lines should be of a conspicuous colour, which will contrast with
that used for aircraft stand markings.
e. Requirements for the friction characteristics of markings on a runway are

detailed in Table 15-1.
f. Where operationally justified, Airfield Tone-Down Marking should be in

compliance with STANAG 3534 AS Edition 2.
g. For rotary wing permanent bases see Chap 11 para 1.
5. Runway Designation Marking. A runway designation marking should be provided

on all paved runways. Runways should be numbered with a two digit number associated
with each threshold as follows:
a. The runway designator should be that whole number nearest to one-tenth of

the magnetic azimuth (QDM) of the centre-line of the runway, measured clockwise
from magnetic north when viewed from the direction of approach. Where this rule
would give a single digit it will be preceded by a zero. Should the assigned
magnetic heading end in a '5', the designator becomes the nearest one above.
b. The dimensions and patterns are shown in Figure 6-2 and Figure 6-3.
Standard spacing between runway (QDM) numbers should be a minimum of 3m
except for the numbers 10 and 11.
c. The base of the numbers should be 12m inward from the threshold marking.
d. For rotary wing permanent bases see Chap 11 para 6.
6. Runway Centre-Line Marking. A runway centre-line marking should be provided

on all paved runways as follows:
a. The centre-line marking should be located along the centre-line of the runway
between the runway designation markings as shown in Figure 6-3 except at an
intersection of two (or more) runways. In this instance, the markings of the main
runway should be displayed and the markings of the subsidiary runway (s) should
be interrupted.
b. The centre-line marking should consist of a broken line of longitudinal stripes

of uniform length and separation. The length of the stripes and the separation
distance should be 30m.

c. The width of the stripes should not to be less than:
(1) 0.90m on precision approach category II and III runways.
(2) 0.45m on non-precision approach runways where the code number is 3

or 4, and precision approach category I runways.
(3) 0.30m on non-precision approach runways where the code number is 1

or 2, and on non-instrument runways.
7. Threshold Marking. A threshold marking should be provided on all paved

runways as follows:
a. The stripes of the threshold marking should commence 6m from the threshold
and should consist of a pattern of longitudinal stripes of uniform dimensions
disposed symmetrically about the centre-line of the runway as shown in Figure 6-3
for a runway of width 45m. The stripes should extend laterally to within 3m of the
edge of the runway.
b. The number and dimensions of the stripes should be in accordance with

Table 6-1.
c. Where a runway threshold is permanently displaced, arrows and a transverse

bar as shown in Figure 6-4 should be provided on the portion of the runway before
the displaced threshold. A transverse bar should also be provided where the
extremity of the runway is not square with the runway centre-line.
d. Where a runway is temporarily displaced from the normal position, it should

be marked as shown in Figure 6-4 and all markings prior to the displaced threshold
should be obscured except the runway centre-line marking, which should be
converted to arrows. When the surface before a runway is paved, and is not
suitable for normal use by aircraft, it should be marked in accordance with Para
21c.
Table 6-1 Dimensions of Strips for Threshold Markings
Runway No. of Length of Width of and distance Width of

Width Stripes Stripes (m) between stripes (m) Centre Gap
(m) (m)
18 4 30 1.8 3.6
23 6 30 1.8 3.6
30 8 30 1.8 3.6
45 12 30 1.8 3.6
60 16 30 1.8 3.6
90 24 30 1.8 3.6

Figure 6-2 Form and Proportion of Numbers for Runway Designation Markings
0.3 1.5
1.
15
4.0
0.8
1.
2.2 3.0
0.5
1.
0.8
4.0
1.
90
2.0
1.
2.0
Note: All units are expressed in metres.

Figure 6-3 Runway Designation, Centre-line and Threshold Markings
All Dimensions in
Metres
30
Precision Approach II and III –

0.9m
Precision Approach I and Non-

30 Precision Approach Runways –
0.45m
Non-Instrument Runways – 0.3m

30
30
12
12
From end of line to Threshold

30
Bar – 1.5m
0.15 0.15
6.0
1.8 1.8 3.6

Figure 6-4 Displaced Threshold Markings
All Dimensions in Metres
12 1.8 3.6 1.8
30
1.8
1.8
30
h
3
h=10m min
h
12
30 0.45
30
0.15

Aiming Point Marking (AP). Where operationally justified, an aiming point marking
should be provided on all paved runways as follows: Symmetrically disposed about the
runway centre-line the stripes of the aiming point marking should commence at the
distance from the threshold specified in Table 6-2, except that on a runway equipped with
a visual approach slope indicator system the beginning of the markings should be
coincident with the visual approach slope origin. The provision of these may affect the
surface water drainage characteristics depending on the type of pavement material used.
Table 6-2 Locations and Dimensions of Aiming Point Marking

Distance between thresholds/Landing distance available
(metres)
Location and dimensions < 900 900-1199 1200-1499 1500-2399 ≥ 2400
Distance from threshold to
beginning of marking, 150 250 300 300 400
metres
Length of stripe See Figure 6-5
Width of stripe See 5.5
2.5 5 5.5 5.5
dimension “A” Figure 6-5
Lateral spacing between
inner sides of stripes, 10 10 18 18 18
metres
8. Touchdown Zone Marking (TDZ). Where operationally justified, touchdown zone

marking should be provided on all paved runways as follows: Symmetrically disposed
about the runway centre-line and, where the marking should be displayed at both
approach directions of the runway, the distance between the thresholds. They should
consist of paired rectangular markings with the number of pairs related to the landing
distance available as detailed in Table 6-3 and with the lateral spacing between the inner
sides of stripes as for the AP marking, see Figure 6-5. The provision of these may affect
the surface water drainage characteristics depending on the type of pavement material
used.
Table 6-3 Locations and Dimensions of Touch Down Zone Marking

Landing distance Pair(s) Length of Width of Position of marking(s) from
available or the of marking marking the threshold
distance between marking metres metres metresa
thresholds s
< 900m 1 22.5 1.5 300
b
900-1199 2 22.5 3 150 and 450
1200-1499 3 22.5 3 150b, 450 and 600
1500-2399 4 22.5 3 150b, 450, 600 and 750
≥ 2400 5 22.5 3 150b, 300, 600, 750 and 900
a
Where the AP marking has been relocated to the origin of a visual approach slope
indicator system the position of the TDZ markings should be moved such that the relative
positions of the AP and TDZ markings remain substantially the same.
b
Minimum distance of first TDZ marking from threshold.

Figure 6-5 Aiming Point and Touchdown Zone Markings
Touchdown zone
marking
A
A
Aiming point
markings 15 15 15
9. Runway Side Stripe Marking. A runway side stripe marking should be provided
between the thresholds of a paved runway where the width of the runway is greater than
45m wide or where there is a lack of contrast between the runway edges and the
shoulders or surrounding terrain. Runway side stripes should consist of two parallel
lines, one placed along each edge of the runway with the outer edge of each line marking
the declared edge of the runway. The lines should be 0.9m wide where the runway is
30m or more in width and 0.45m wide on narrower runways. Runway side stripe markings
should be interrupted at runway intersections. Where edge light units are located along
the extremity of the declared runway width, the edge marking should be located inboard
of the edge light units in order to avoid painting the light units. See also Para 21.
10. Taxiway Centre-Line Marking. Taxiway centre-line marking should be provided

on a paved taxiway and apron to provide continuous guidance between the runway
centre-line and aircraft stands.
a. The centre-line of paved taxiways should be at least 0.15m in width and

continuous in length except where it intersects with a runway-holding position
marking as shown in Figure 6-6. Taxiway centre-line marking should also be
provided on a paved runway when the runway is part of a standard taxi-route and
there is no runway centre-line marking; or where the taxiway centre-line is not
coincident with the runway centre-line. See sub-para c.
b. On a straight section of a taxiway the taxiway centre-line marking should be

located along the taxiway centre-line. On a taxiway curve the marking should
continue from the straight portion of the taxiway at a constant distance from the
outside edge of the curve.
c. Where a taxiway centre-line marking is provided on a runway in accordance

with sub-para a, the marking should be located on the centre-line of the designated
taxiway.
d. Where the taxiway leads onto or off the runway, the centre-line should be
curved into the nearside of and 0.75m ± 0.15m from the runway centre-line, except
at the runway threshold where the centre-line should be discontinued at the edge of
the runway. When the taxiway centre-line marking crosses the threshold or runway

designation markings, it shall be broken at a distance of 1.5m from the threshold or

runway designation markings. The taxiway centre-line marking should be extended
parallel to the runway centre-line marking for a distance of at least 60m beyond the
point of tangency where the code number is 3 or above and for a distance of least
30m where the code number is 1 or 2.
e. For rotary wing permanent bases see Chapter 11 Para 11.
11. Taxiway Edge Marking. Where it is necessary to define the outer edges of a
taxiway or where a paved taxiway shoulder has insufficient bearing strength, or where
there is little contrast between the taxiway and the surrounding area, the outer edges of
the taxiway should be marked. The marking should consist of a pair of solid lines, each
0.15m wide and spaced 0.15m apart and should be the same colour as the taxiway
centre-line marking. The marking should be so positioned that the inner edge of the
marking represents the outer edge of the taxiway. See also Para 21. For rotary wing
permanent wing bases see Chap 11 Para 11.
12. Runway-Holding Position Marking.
a. Runway-holding positions should be established in accordance with the

requirements of Chapter 4 on each taxiway serving a runway. On each taxiway the
runway-holding position closest to the runway should be marked as shown in
Figure 6-6 Pattern A. Other runway-holding positions, where provided on the same
taxiway but farther from the runway, should be marked as shown in Figure 6-6
Pattern B. The runway-holding position marking should be positioned at right
angles to the taxiway centre-line marking.
b. The runway-holding position marking displayed at a runway/runway

intersection should be perpendicular to the centre-line of the runway forming part of
the standard taxi-route. The pattern of the marking should be as shown in Figure
6-6.
c. Runway holding position signs are detailed at Para 47a.
d. For rotary wing permanent bases see Chapter 11 Para 11.

Figure 6-6 Runway Holding Positions
1.2m 1.05m
3m
0.9m 0.9m
3m RUNWAY DIRECTION
0.15m
0.9m
0.3m 0.9m
0.9m
0.9m
0.3m 0.6m 0.3m
4 lines and 3
spaces
0.15m each
Pattern B Pattern A
13. Vehicle Roadway Marking. Vehicle roadway markings should be used to

delineate roadways located on areas that are also intended for use by aircraft. Markings
for roadways not located on aircraft manoeuvring areas should conform, whenever
possible, to local road traffic regulations.
a. Vehicle roadways are delineated on aircraft manoeuvring areas where there is

a need to define a pathway for vehicle operations. A minimum spacing of 0.75m
should be maintained between the roadway edge marking and the non-movement
area boundary/boundary marking, vehicle roadway markings are interrupted by
taxiway markings.
b. Vehicle roadway markings are white. They should consist of a solid line
0.15m wide to delineate the edges of the roadway and a broken line 0.15m wide and
4.5m long at 7.5m intervals to separate lanes within the edges of the roadway as
shown in Figure 6-7.

Figure 6-7 Vehicle Roadway Marking
Solid line 0.15m wide A minimum spacing of

to delineate the edges 0.75m should be
of the roadway. maintained between
the roadway edge
Broken line 0.15m marking and the non-
wide and 4.5m long at movement area
7.5m intervals lane boundary.
separator.
Solid white stripe

0.75m wide at stop
position

c. Double solid white lines and black outlining may be used to delineate the edges
of the vehicle roadway where additional conspicuity is required.
d. Where a roadway crosses a taxiway, a solid white stripe 0.75m wide is provided
across the driving lane at the distance specified in Table 4-14 to assure adequate
clearance from taxiing aircraft. When the roadway is not located on an aircraft
manoeuvring area, a frangible mounted retro-reflective stop sign should be installed
on the left hand side of the roadway in conjunction with the solid white stripe.
e. Where a vehicle roadway crosses a runway, Paras 16,17 and 40 apply.
14. Aircraft Stand Marking. Aircraft stand markings should be provided for designated
parking positions on a paved apron and located so as to provide the clearances specified in
Table 4-15 when the nose wheel follows the stand marking. The curved portions of lead-in,
turning and lead-out lines should have radii appropriate to the most demanding aircraft type
for which the markings are intended. Guidance on the layout of aircraft stand markings is
available in ICAO Annex 14, Volume 1 and Aerodrome Design Manual, Part 4 Visual Aids.
15. Apron Safety Lines. Apron safety lines should be provided on a paved apron as
required by the parking configurations and ground facilities and located so as to define the
areas intended for use by ground vehicles and other aircraft servicing equipment to provide
safe separation from aircraft. An apron safety line should be continuous in length and at
least 0.1m in width and should include such elements as wing tip clearance lines and
service road boundary lines as required by the parking configurations and ground facilities.
Airfield markings should be of a colour(s) that do not conflict with aircraft markings.
16. Road-Holding Position Marking. A road-holding position marking should be

provided at all road entrances to a runway and should be located across the road at the
holding position. See Para 14. The marking should be in accordance with the local road
traffic regulations.
17. Safe Heading Ground Marking. When required to identify a safe directional heading
for armed aircraft, an arrow conforming to Figure 6-8 should be provided. The heading, in
degrees true, should be shown adjacent to the arrow head and followed by the letter 'T'.
The colour of the arrowhead and the heading should be aviation yellow.

Figure 6-8 Safe Direction Heading Arrow
0.6m 175 T 0.3m
3.0m 0.6m
0.2m
18. Aircraft Arresting System Marking. When an aircraft arresting system cable (or
tape) is installed on an operational runway surface, its location should be marked by a
series of discs along the line of the pendant cable across the width of full the runway
conforming to Figure 6-9. The discs should to be 3m in diameter and spaced at 7.5m
between centres. They should be arranged in two groups symmetrically disposed about the
runway centre-line with the innermost disc in each group located 3.75m from the runway
centre. The number of discs required will be dependent on the width of the runway or by the
distance between the side stripes, if present. The colour of the discs should be aviation
yellow.
Figure 6-9 Aircraft Arrester System Markings
C/L of net pendant

cable or RHAG
7.5m
3.75m
3.0m

19. Closed Runways and Taxiways (or Portion Thereof).
a. A closed marking should be displayed on a runway or taxiway, or portion thereof,

which is permanently closed to the use of all aircraft.
b. On a runway a closed marking should placed at each end of the runway, or

portion thereof, declared closed, and additional markings should be so placed that the
maximum interval between markings does not exceed 300m. On a taxiway a closed
marking should be placed at least at each end of the taxiway or portion thereof closed.
c. The closed marking for runways and taxiways should be of the form and
proportions detailed in Fig 6-10. The marking should be white when displayed on a
runway and yellow when displayed on a taxiway.
Figure 6-10 Closed Runway and Taxiway Markings
14.5m 14.5m
36m 36m
1.8m 1.8m
Runway C/L Runway

RunwayC/L
C/L
Closed Runway Marking Closed Runway available for

Emergency use Marking
9.0m
1.5m
3.75m
Closed Taxiway Marking

d. Where a closed runway is available for emergency use and providing it has been
inspected in the previous six months and declared serviceable for an emergency
landing at any time; an underscored closed marking should be placed at each end of
the runway, or portion thereof, declared closed, and additional underscored markings
should be so placed that the maximum interval between markings does not exceed
300m.
e. When a runway or taxiway or portion thereof is permanently closed, all normal

runway and taxiway markings should be obliterated.
f. Lighting on a closed runway or taxiway or portion thereof, should not be

operated except as required for maintenance purposes.
g. In addition to closed markings, when the runway or taxiway or portion thereof

closed is intercepted by a usable runway or taxiway which is used at night,
unserviceability lights should be placed across the entrance to the closed area at
intervals not exceeding 3m.
20. Restricted Use and Hazardous Area Markings (Deceptive Surface Markings).
Restricted use and hazardous areas on or adjacent to the runway and taxiway surfaces
should be marked for better recognition. If the provision of runway side stripes and taxiway
edge markings do not provide adequate definition of the operational surface, restricted use
area markings should be applied to the non-operational area. These markings should be
non-retroflective aviation surface yellow and should have the following characteristics:
a. Runway Shoulder Markings. These markings should consist of yellow stripes

which are 0.9m wide extending outboard at an angle of 45 degrees from the edge of
the operational surface for not less than 1.5m measured perpendicular to the runway
edge to within 1.5m of the outer edge of the shoulder, or for a distance of 7.5m
whichever is less. The stripes should be not more than 30m apart. The stripes on
each side of the runway, should lie on a line forming a chevron with the apex on the
runway centre-line and pointing toward the midpoint of the runway. See Figure 6-11
and Para 10.
b. Taxiway Shoulder Markings. These markings should consist of a series of

aviation surface yellow stripes that are perpendicular to and extend outward from the
taxiway edge for not less than 1.5m. The stripes should not be less than 0.9m wide
and spaced not more than 30m apart, and on curved edges not more than 15m apart.
Blast pavement striping should be at least 15m long or the width of the blast pavement
if less than 15m. See Figure 6-11 and Para 12.
c. Pre-Threshold Area.
(1) When the surface before a threshold is paved and exceeds 60m in length
and is not suitable for normal use by aircraft, the entire length before the
threshold should be marked with a chevron marking.
(2) A chevron marking should point in the direction of the runway and be
placed as shown in Figure 6-11 and Para 7d.
(3) A chevron marking should be aviation yellow and should have an overall
width of 0.9m.

Figure 6-11 Runway/Taxiway Shoulder and Pre-Threshold Markings
Change directions of
shoulder markings at
midpoint of runway A B
G G G
45M o
45
G/2 45
o
D F
C
Last Chevron
may be half
Dimension Metres C
A Minimum 0.9
B Minimum 1.5
C Maximum 30
D Maximum 15
E Minimum 1.5
F Maximum 7.5
G 30
21. Unserviceable Areas
a. Unserviceability markers should be displayed wherever any portion of a taxiway,

apron or holding bay is unfit for the movement of aircraft but it is still possible for an
aircraft to bypass the area safely. On a movement area used at night, unserviceability
lights should be used. See Chapter 7 Para 18.
b. Unserviceability markers and lights should be placed at intervals sufficiently

close so as to delineate the unserviceable area.
c. An unserviceability marker should consist of a marker board at least 0.5m in

height and 1m in length with alternate red and white or orange and white vertical
stripes as shown in Figure 6-12.
d. An unserviceability light should consist of a red fixed light. The light should
have an intensity sufficient to ensure conspicuity considering the intensity of the

adjacent lights and the general level of illumination against which it would normally be
viewed. In no case is the intensity to be less than 10cds of red light.
Figure 6-12 Unserviceability Marker
0.2m
0.5m 1m
22. Mandatory Instruction Marking.
a. Where it is impractical to install a mandatory instruction sign in accordance with

para 47 or where the taxiway width exceeds 60m, a mandatory instruction marking
should be provided.
b. Where provided, the mandatory instruction marking on taxiways with codes

letters A to D should be located across the taxiway equally placed about the taxiway
centre-line and on the holding side of the runway-holding position marking as shown in
Figure 6-13(a). For taxiways where the code letter is E or F, the marking should be
located on both sides of taxiway centre-line marking and on the holding side of the
runway-holding position marking as shown in Figure 6-13 (b), see Para 47.
c. A mandatory instruction marking should consist of an inscription in white on a

red background and should follow the arrangements shown in Para 47 with characters
4 metres high with the form and proportions detailed in ICAO Annex 14, Volume 1,
Appendix 3; except that a No Entry marking should consist of an inscription in white
reading “No Entry” on a red background.
d. Except where operationally necessary mandatory instructions should not be

used on runways.
Figure 6-13 Mandatory Instruction Marking

23. Information Marking. Where an information sign is required but it is impracticable to

install, an information marking should be displayed on the surface of the pavement. See
Para 48. The information marking should be displayed across the surface of the taxiway or
apron and positioned so as to be legible from the cockpit of an approaching aircraft.
a. An information sign should consist of:
(1) An inscription in yellow upon a black background, when it replaces a

location sign; and
(2) An inscription in black upon a yellow background, when it replaces a

direction or destination sign.
b. Where there is insufficient contract between the marking background and the
pavement surface, the marking should include:
(1) A black border where the inscriptions are in black and
(2) A yellow border where the inscriptions are in yellow.
24. The character height should be 4m high and in the form and proportions shown in
ICAO Annex 14, Volume 1 Appendix 3.

Lights
25. General.
a. AGL provides aircrew with location, orientation and alignment information in

adverse visibility conditions and at night. Table 6-4 outlines the minimum prescribed
scales of AGL requirements in respect of low visibility and night operations. It also
highlights those elements of AGL equipment considered to be operationally desirable
for a particular operation. The type of lighting is specified according to the runway
approach category. Where the prescribed AGL requirements cannot be provided there
may be a consequential penalty on operational minima. The characteristics of the
lights are detailed in Annex 6B and Table 6-4.
Table 6-4 Minimum Prescribed Scales of AGL

Operating Category a Text Ref.
CAT II CAT I Non- Non-
Precision Precision Precision Instrument
App App/ PARb App App
Illuminated Wind Para 2
O O O O
Sleeve
Aerodrome Beacon O R R R Para 27
Simple Approach - - R O Para 28
HI C/L 5 Bar Approach R R - - Para 28
Supplementary
R O - - Para 28
Approach
PAPI R R R R Para 29
Runway Edge R R R O Para 30
Threshold R R R R Para 31
Threshold Wing Bar R R R O Para 31
Runway End R R R O Para 32
Runway Centre-Line R OC - - Para 33
Touchdown Zone R - - - Para 34
Stopway R R R R Para 35
Taxiway Centre-Line R Od Re - - Para 36
Taxiway Edge - Rd R R Para 37
Stop Bars R - - - Para 38
Runway Guard Lights R - - - Para 39
Illuminated Runway Para 46
R R R O
Signs
Chapter 7
Obstacles R R R R Para 18-
20
Chapter 8
Alternate Power Supply R R R O
Para 3
KEY
R=Required, O = Operationally Desirable, C/L = Centre-Line, HI=High Intensity, LI-Low
Intensity,
App=Approach, PAR=Precision Approach Radar

a. For CAT III requirements see ICAO Annex 14.

b. If a Runway is declared as a Precision Approach Runway, through having a PAR, then it
should have corresponding levels of lighting relative to the Declared Operating Minima at the
aerodrome.
c. Centre-line lighting is recommended where the width between the runway edge lights is
greater than 50m.
d. Taxiway edge lighting may be replaced by taxiway centre-line lighting.
e. Centre-line lighting will be provided on taxiways with a width greater than 18m.
b. A non-aeronautical ground light which, by reason of its intensity, configuration or

colour, might prevent, or cause confusion in, the clear interpretation of aeronautical
ground lights should be extinguished, screened or otherwise modified so as to
eliminate such a possibility. In particular, attention should be directed to a non-
aeronautical ground light visible from the air within the area described hereunder:
(1) Instrument runway - code number 4-6: within the areas before the threshold
and beyond the end of the runway extending at least 4500m in length from the
threshold and runway end and 750m either side of the extended runway centre-
line in width.
(2) Instrument runway - code number 3 -6: as in (i), except that the length
should be at least 3000m.
(3) Instrument runway - code number 1 and non-instrument runway: within the
approach area.
26. Aerodrome Identification Beacon. An identification beacon should be provided at

an aerodrome that is intended for use at night. The Beacon should be situated on a part of
the aerodrome where the level of local background lighting is low and so that it is visible from
all directions of approach. The beacon will flash a 2 letter morse code symbol in red
identifying the aerodrome. The coded signal, promulgated in the military AIP, should show
in all angles of azimuth and the vertical light distribution will extend upwards from an
elevation of not more than 1° and effective intensity of the flash will be not less than 2000 cds
in white. The speed of transmission should be between 6 and 8 words per minute. This
applies to rotary wing permanent bases where an aerodrome identification beacon is used.
27. Approach Lighting Systems (Runway Dependent).
a. A simple approach consists of a row of high intensity lights on the extended

centre-line of the runway extending, whenever possible, over a distance of not less
than 420m from the threshold with a row of lights forming a crossbar 30m in length at a
distance of 300m from the threshold. The pattern is illustrated in Figure 6-14.
b. Where operationally justified, a barrette simple approach may be installed, as

defined in ICAO Annex 14, Volume 1, 5.3.4.7b (reference pattern B).
c. A high intensity approach lighting system consists of a 900m coded line of white
lights, on the extended centre-line of the runway, and five crossbars at 150m intervals.
The width of the crossbars decreases towards the runway threshold, lines through the
outer lights of the bars converging to meet the runway centre-line 300m upwind from
the threshold. See Para 28. The pattern is depicted in Figure 6-15. Terrain or other
constraints may limit the length of approach lighting that can be installed to less than
that specified. In such circumstances a lesser length may be acceptable, subject to
dispensation from the appropriate military authority, but will normally incur a penalty on
aerodrome operating minima. Approach lighting should have the characteristics
contained in Annex 6B

Figure 6-14 Approach Lighting System
Threshold
60m ± 3m
300m ± 15m
Spacing 2.7m
420m ± 21m
30m
Uni-directional
White Lights
d. Supplementary approach lighting required for Category II and III operations

should consist of:
(1) Two additional white lights on each side of the centre-line light forming
barrettes along the inner 300m of the approach centre-line, the lights in each
barrette being spaced 1.2m apart; and
(2) Red side row barrettes of four lights spaced 1.5m apart on each side of
each centre-line barrette, at a longitudinal spacing equal to that of the centre-line
barrettes, over the inner 270m of the approach lighting system. The lateral
spacing (or gauge) of the barrettes should be equal to that of the Touchdown
Zone lighting. See Para 22. The crossbar provided at 150m from the threshold
should fill in the gaps between the centre-line and the side rows lights. The light
characteristics are specified in Annex 6B

Figure 6-15 Approach Lighting Plan
e. All approach lights should lie, as nearly as practical, in the horizontal plane
passing through the threshold provided that:
(1) No object other than an ILS azimuth antenna protrudes through the plane
of the approach lights within a distance of 60m from the centre-line of the system;
and

(2) No light other than a light located within the central part of a crossbar or a
centre-line barrette is screened from an approaching aircraft.
Any ILS azimuth antenna protruding through the plane of the lights should be treated
as an obstacle and marked and lighted accordingly. See Para 28g.
f. The approach lights forming the crossbar should be placed as nearly as practicable
in a horizontal straight line at right angles to, and bisected by, the line of the centre-line
lights.
g. Notwithstanding the requirements at Para 28c and 28e the profile of the centre-
line lights should not exceed the limits shown in Figure 6-16. The crossbar lights
should lie in the same horizontal plane as the centre-line lights. However, the lateral
gradient of the lights in each crossbar should not be greater than 1:80 with the mid-
point in the plane of the centre-line lights, if this enables crossbar lights within a
stopway or clearway to be mounted nearer to the ground. Excessive gradients may
cause misleading perspective and height cues, and changes of gradient within the
length of the system may result in an uneven sequence of lights when seen from the
approach. To keep these effects to a minimum successive changes in profile gradients
should be as small as practicable and not exceed 1:60.
Figure 6-16 Approach Centre-line Lights Profile
1:66 rise
Ideally flat
1:66 fall
300 m 1:40 fall

Threshold
28. Precision Approach Path Indicators (Runway Dependent).
a. The PAPI system consists of 4 sharp transition multi-lamp units located as a wing
bar equally spaced, on each side of the runway. Siting and commissioning data are
contained in Annex 6C, together with information on elevation settings. For rotary wing
permanent bases see Chapter 11 Para 28.
b. The wing bar of a PAPI should be constructed and arranged in such a manner
that a pilot making an approach will:
(1) When on or close to the approach slope, see two units nearest the runway
as red and the two units farthest from the runway as white;
(2) When above the approach slope, see the one unit nearest the runway as
red and the three units farthest from the runway as white; and when further above
the approach slope, see all the units as white; and
(3) When below the approach slope, see the three units nearest the runway as
red and the unit farthest from the runway as white; and when further below the
approach slope, see all units as red.
c. The light units forming a wing bar should be mounted so as to appear to the pilot
of an approaching aircraft to be substantially in a horizontal line. The light units should

be mounted as low as possible and should be frangible. The wing bars, installed on
each side of the runway, should have corresponding light units set at the same angle
so that the signals of each wing bar change symmetrically at the same time.
d. When the runway is equipped with an ILS and/or PAR, the siting and the angle of
elevation of the light units should be such that the visual approach slope conforms as
closely as possible with the glide path of the ILS and/or PAR.
e. A PAPI wing bar installation should be withdrawn from service if one unit within
the wing bar is found to be unserviceable.
f. The light intensity distribution of PAPIs is detailed in Annex 6B and Figure 6-26.
29. Runway Edge Lights (Runway Dependent with HI Lights).
a. Runway edge lighting should be placed along the full length of the runway and
should lie in two parallel rows equidistant from the centre-line. Runway edge lights
should be placed along the edges of the area declared for use as the runway, or
outside the edges of the area at a distance of not more than 3m where the lights will be
located on a pavement surface.
b. The lights should be uniformly spaced in rows at intervals of 30m ± 3m for an

instrument runway and at intervals not greater than 100m for a non-instrument runway.
The lights on opposite sides of the runway axis should be on lines at right angles to
that axis. At intersections of runways, lights may be spaced irregularly or omitted,
provided that adequate guidance remains available to the pilot. Low intensity omni-
directional runway edge lights should be provided at intervals of 90m+ 9m to provide
circling guidance. Where both high and low intensity edge lights are provided, the
position of the low intensity edge lights should be collocated with high intensity edge
lights.
c. Runway edge lights should be white except where the threshold is displaced; the
lights between the beginning of the runway and the displaced threshold should show
red in the approach direction.
d. To prevent damage occurring to the light units, inset edge lights should be used
within the swept area of an aircraft arresting system.
e. Runway edge lighting should have the characteristics contained in Annex 6B.
f. The characteristics of low intensity omni-directional runway edge lights where the
width of the runway is 45m or 60m (white light) are given below:
(1) Elevation (above horizontal):
(a) Up to 8º = 1000 cds
(b) Between 8º and 15º = 50 cds
(2) For red light multiply values by 0.15.
(3) See collective notes in Annex 6B Para 14.
30. Runway Threshold and Wing Bar Lights (Runway Dependent).
a. Runway threshold lights are green and indicate the start of the available landing
distance. When the threshold is at the extremity of a runway, the threshold lights

should be placed in a row at right angles to the runway axis as near to the extremity of
the runway as possible. Where a threshold is displaced from the extremity of a
runway, threshold lights should be placed in a row at right angles to the runway axis at
the displaced threshold.
b. Threshold lights should be symmetrically disposed about the runway centre-line

in two groups, with the lights uniformly spaced in each group and are to consist of:
(1) On a non-instrument or non-precision approach runway at least six lights

uniformly spaced between the rows of runway edge lights.
(2) On a precision approach runway, lights uniformly spaced between the rows
of runway edge lights at intervals of not more than 3m.
c. Threshold wing bar lights are green and should be provided on, non-precision
and precision approach runways. They should be symmetrically disposed about the
runway centre-line at the threshold in two groups and where practicable should have
the same spacing as their associated threshold lights. Each wing bar should be
formed by at least five lights extending at least 10m outward from, and at right angles
to, the line of the runway edge lights, with the innermost light of each wing bar in the
line of the runway edge lights.
d. Threshold lights should have luminous intensity compatible with that of the
runway edge lights and should be runway dependent. The characteristics of these
lights are detailed at Annex 6B.
31. Runway End Lights (Non-Runway Dependent).
a. Runway end lights should be placed on a line at right angles to the runway axis
at the extremity of the runway to delineate the extremity of the runway available for
manoeuvring. Where practicable the outer lights should be coincident with the rows of
the runway edge lights. They should show red in the direction of the runway and are
connected so as not to be runway dependent.
b. Runway end lights should be symmetrically disposed about the runway centre-
line in two groups, with the lights uniformly spaced in each group and will consist of:
(1) On a non-instrument or non-precision approach runway there should be at

least six lights symmetrically disposed about the runway centre-line in two groups
with the lights uniformly spaced in each group spaced between the rows of
runway edge lights.
(2) On a precision approach runway at least eight lights should be

symmetrically disposed about the runway centre-line in two groups with the lights
uniformly spaced in each group spaced between the rows of runway edge lights.
c. Where an arrester barrier is installed, a green light should be installed on the

runway centre-line, in the centre of the runway end lighting, and should have similar
characteristics to that of the runway end lights.
d. The characteristics of runway end lights are detailed at Annex 6B.
32. Runway Centre-Line Lights (Directional with Runway Edge).
a. Runway centre-line lights should be located along the centre-line of the runway,
except that the lights may be uniformly offset to the same side of the runway centre-line
by not more than 0.6m where it is not practicable to locate them along the centre-line.

The lights should be located from the threshold to the runway end at longitudinal
spacing of approximately 30m.
b. Runway centre-line lights should to show white light from the threshold to the
point 900m from the upwind runway end, then the following 600m should be alternate
white and red lights, and the final 300m all red lights. The interleaving of the circuits for
the white and red lights should be arranged so as to preserve the colour coding in the
event of a circuit failure.
c. Where aircraft arresting systems are installed light units should be selected so
as to prevent hook engagement problems.
d. The characteristics of runway centre-line light units are detailed at Annex 6B.
33. Runway Touchdown Zone Lights (Runway Dependent).
a. Touchdown zone barrettes symmetrically disposed either side of the runway

centre-line should extend from the threshold for a distance of 900m or to the midpoint
of the runway, whichever is less. Each barrette has four white lights spaced not more
than 1.5m apart, the inner most lights being not less than 9m, nor more than 11.5m
either side of the centre-line. The longitudinal spacing between barrettes should be
60m ± 6m. The lateral spacing (gauge) of the barrettes should be equal to that of the
Supplementary Approach lighting red side row barrettes described at Para 28.d.
b. The characteristics of runway touchdown zone light units are detailed at Annex
6B.
34. Stopway Lights. The end of any stopway associated with a runway used at night
should be marked with four unidirectional red lights, in the direction of the runway, equally
spaced across the width of the stopway with the outermost light in line with the runway edge
lights. The edges of the stopway should be marked by pairs of similar red lights at a uniform
spacing not exceeding the spacing of runway edge light and that are equidistant from the
centre-line and coincident with the rows of the runway edge lights.
35. Taxiway Centre-Line Lights.
a. Green taxiway centre-line lights should provide continuous guidance on taxiways

and aprons commencing from the runway edge.
b. Taxiway centre-line lights should not be extended to the runway unless they are
interlocked with the stop bar lights. Where stop bars are installed in accordance with
para 38 the taxiway centre-line lights should extend to the runway centre-line. Taxiway
centre-line lights should be located on the taxiway centre-line marking, except that
they may be offset by not more than 0.3m where it is not practicable to locate them on
the marking.
c. The spacing of the taxiway centre-line lights should be in accordance with Table
6-5 which incorporates CAT II Operations and LVPs. A longitudinal tolerance on the
taxiway centre-line of minus 1.5m may be applied to light spacing where it might be
necessary to avoid pavement expansion joints and their specified tolerances. The
taxiway centre-line lights on a curve should continue from the straight portion of the
taxiway at a constant distance from the outside edge of the taxiway curve. The lights
should be spaced at intervals such that a clear indication of the curve is provided.
d. Taxiway centre-line lights on a taxiway other than an exit taxiway and on a

runway forming part of a standard taxi-route should be fixed lights showing green with

beam dimensions such that light is visible only from aircraft on or in the vicinity of the
taxiway.
Table 6-5 Spacing of Centre-Line Lights

Taxiway Maximum Spacing
RVR <350m ≥350m
Straight 15m 30m
Curved 7.5m 15m
e. On runways equipped with ILS, taxiway centre-line lights located within the ILS
critical/sensitive area or the lower edge of the obstacle free zone should be colour
coded to show alternate green/yellow in both directions. The colour coding should
commence with a green light close to the runway centre-line and end with a yellow light
at the perimeter of the ILS critical/sensitive area or the lower edge of the obstacle free
zone, whichever is the furthest from the runway; thereafter the lights are to show green.
f. The characteristics of taxiway centre-line lights are detailed at Annex 6B.
36. Taxiway Edge Lights.
a. Taxiway edge lighting is used to indicate the edge of a taxiway and should be
installed on paved taxiways where centre-line lighting is not provided. The lights
should be placed in pairs one on each side of the taxiway on lines at right angles to
the centre-line except at junctions and located as near as practicable to the edges of
the taxiway.
b. Taxiway edge lights should be fixed lights showing blue. The light unit should
have a minimum intensity of 2 candelas from 0° to 6° vertical, and not less than 0.2
candelas at any vertical angle.
c. The spacing for taxiway edge lighting should be in accordance with Table 6-6.
Table 6-6 Spacing for Taxiway Edge Lighting

Taxiway Spacing
Straights and curves down to 350m 60m (max), preferably 50m
radius
Curves with radius between 350m and R/7a
100m
Curves with radius between 100m and Close to but not greater than 14.5m
28m
Curves with radius below 28m R/2 a, minimum of 4 lights incl. Tangent
positions for 90 degree curves
a
‘R’ is the radius of the inner curved line joining the inside light positions
d. Elevated taxiway edge lighting should not be used where they will be subjected
to damage from jet blast, the operation of arresting systems or where they would
interfere with aircraft operations. (Elevated light units may be replaced by inset lights
to maintain luminous guidance).
e. Taxiway edge lighting may be used to augment centre-line lighting where aircraft
are required to negotiate difficult curves.
f. The edges of turning and holding bays should be marked with blue edge lights,
in accordance with Para 37a-c.

g. Where operationally justified, adequate guidance may be achieved by surface

illumination or other means.
h. See Para 54 for Taxiway Markers.
37. Stop Bars
a. Stop bars are intended to help protect the runway against inadvertent incursions.
A stop bar consists of a single row of flush or semi flush inset lights installed laterally
across a taxiway showing red towards the intended direction of approach.
b. Stop bars should be provided at all Runway-Holding Positions and Intermediate-

Holding Positions intended for use in RVR conditions less than 550m unless
procedures have been agreed with the appropriate military authority to limit the number
of aircraft either on the manoeuvring area or on final approach within 5 nm to one at
any given time.
c. Stop bars installed at taxiway/runway intersection should be unidirectional and

show red towards the direction of approach to the runway. Stop bars installed at
Intermediate-Holding Positions may be bi-directional where the holding position is
intended for use in each direction. Stop bars installed at Runway-Holding Positions
and Intermediate-Holding Positions should be independently switchable; all other stop
bars protecting runway access points should be permanently illuminated during Low
Visibility Operations.
d. An independently switchable stop bar should consist of a stop bar interlocked

with a section of taxiway centre-line lead-on lighting beyond the stop bar. The section
of interlocked taxiway centre-line lead-on lighting should, wherever practicable, be at
least 90m in length. See Para 36.
e. The light fittings making up a stop bar should be spaced equally across the
taxiway in a line at right angles to the taxiway centre-line at intervals of no greater than
3m. They should be positioned co-incident with any associated taxiway-holding
position marking so as not to obscure or interfere with the integrity of the marking. The
outer lights of the stop bar should be located on the edges of the taxiway. However, at
holding positions where a flight crew’s view of the stop bar might be obscured, the stop
bar should be extended beyond the edge of the taxiway by the addition of 4 elevated
lights, 2 placed on each side of the taxiway along the stop bar axis at intervals equal to
the spacing of other lights making up the stop bar and visible to approaching aircraft up
to the stop bar position. Stop bars installed at taxiway/runway intersections not used in
Low Visibility Operations in order to protect the runway against inadvertent incursions
should be located no closer to the runway than the distances laid down in Table 4-14.
f. The characteristics of lights, including elevated side lights used in stop bars are
given in Figures 6-39 to 6-44.
38. Runway Guard Lights.
a. Runway Guard Lights should be provided on all taxiways/runway intersections

associated with a runway intended for use in RVR less than 550 metres. The system
consists of two units, one located on each side of the taxiway at the distance given in
para b. Each unit comprises a pair of alternately illuminating yellow lamps which
operate at between 30 and 60 cycles per minute, with periods of light illumination and
suppression equal and opposite in each case. The lights should be in operation
whenever the RVR is less than 550m and be switched independently of any stop bar
lights.

b. Runway Guard Lights should not to exceed 0.36m in height. They should be
located on each side of the taxiway as close as possible to the pavement edge and
adjacent to the visual runway-holding point, normally the Runway-holding Position
closest to the runway.
c. Where runway guard lights are operated in good visibility conditions at night, the
luminous intensity may be reduced to 30% of the standard but the signal characteristics
specified in para a. should be retained.
d. On wide throat taxiways used in low visibility conditions when enhanced

conspicuity of the taxiway/runway intersection is required, an alternative form of runway
guard light may be used. This consists of a row of inset lights spaced at 3m intervals
across the taxiway at the distance from the runway centre-line specified in Para b.
above. The lights should have the characteristics described at Para a. above but
adjacent lights should be alternately illuminated and alternate lights should be
illuminated in unison. This alternative form of Runway Guard Light should not be co-
located with a stop bar.
e. The characteristic of lights of Para 39 is given in Figure 6-39.
39. Road-Holding Position Lights.
a. Road-holding position lights should be provided at the intersection of all

vehicular roads with runways in accordance with Table 4-14 (including taxiways use for
vehicular traffic) except apron taxiways where the road is provided with the appropriate
road markings and signs. See Chapter 4 Para 11 and 13. Road-holding position lights
should be located on both sides of the road, at a height not greater than 450mm, and
at a distance not greater than 1.5m from the edge of the road and adjacent to the road-
holding position marking and sign described at Para 49.
b. The road-holding position lights should consist of either a steady red/green traffic
light or where greater conspicuity is required a wig wag traffic light (pair of synchronous
flashing red signals and a steady green). The traffic light signals should be controlled
by the ATC Controller and are to raise an alarm at the controller's position on the
failure of a single red signal.
c. Road-holding position lights should be accompanied by a road holding position

sign.
40. Undercarriage Check Lighting System
a. The undercarriage check light system should be provided where there may be
an operational requirement to view the undercarriage of an aircraft. The system is
designed to allow clear night viewing of the undercarriage of an aircraft flying at 200
knots and 215 metres above ground level. The system should be installed in
accordance with the following:
(1) The layout of the system is depicted in Figure 6-17. Exceptionally, where
aircraft speeds through the system will not exceed 120 knots, an abbreviated
system may be installed by omitting 3 light units from each end.
(2) The light units are set horizontal longitudinally and aimed vertically upwards
with the outer rows toed in by 2°. The light units should be Urbis Type
RT3/W/1000/71 or similar.
b. The undercarriage check flarepath should be installed on Royal Navy

aerodromes as depicted in Figure 6-18. This consists of 14 flarepath sodiums, eight

forming the cluster, with a lead-in and lead-out of three sodiums for accurate line-up.
The installation should be sited on the airfield in a convenient position to enable the
aircraft’s undercarriage to be checked from the visual control positions without
disrupting or hazarding aircraft in the circuit area.
Figure 6-17 Undercarriage Check Lighting System – Layout and Optical Requirements
Note: ATC Tower and Centre of System to Coincide.
215m
Toe-in
2º
15m

Figure 6-18 Undercarriage Check Flarepath – Layout and Optical Requirements
41. Emergency Portable Lighting. Where appropriate, emergency portable aerodrome

lighting equipment may be used as a standby to cover temporary failures in permanent
installations or alternatively used to maintain visual cues during construction works. There is
no requirement to lay emergency portable lighting at military airfields on a routine basis.
a. Equipment
(1) Minimum Operating Strip Lighting Kit MOSKIT. MOSKIT comprising

omni-directional runway edge lights (ORELs); uni-directional approach lights
(UAL); tactical PAPIs (TAC PAPI) and night vision device (NVD) compatible
PAPIs.
(2) Portable Obstacle Lights – Marker Lamps and GLIMs. Portable

obstacle lights fitted with blue filters should be used to augment or provide
taxiway lighting on parts of the movement area not equipped with permanent
lighting. Portable obstacle lights fitted with red filters should be used to mark
obstacles.
(3) Chance Lights. If available, a chance light or mobile floodlight should be

held ready to assist in illuminating the runway in an emergency (RN only).
(4) Solar lights. These light units may be used to provide taxiway edge
lighting and should comply with the characteristics in Para 37. They should be
provided adjacent to existing taxiway edge light units.
b. Operating Criteria
(1) When MOSKIT is laid out in accordance with Figure 6-19 it will provide
adequate guidance to aircraft on instrument approaches in visibility down to
800m. However, the Type 2 lighting pattern was designed for tactical use.
(2) Portable obstacle lights should provide adequate visual guidance to

aircraft taxiing in normal operating conditions. When aircraft taxi-lights are being
used, the taxiway may be delineated with airfield retro-reflective markers or
centre-line studs.

Figure 6-19 Aerodrome Portable Lighting Standard Layout
42. Apron Lighting
a. The edges of aprons including aircraft-servicing platforms and operational-

readiness platforms should be marked with blue edge lights in accordance with the
specifications given in Para 37a-c. For rotary wing permanent bases see Chapter 11
Para 30.
b. Only the entrances to hard standings are to be indicated by blue taxiway edge
lights.
c. Floodlighting should be provided for aprons intended for use at night to:
(1) Enable the safe manoeuvring of aircraft and vehicles.
(2) Enhance security.
(3) Permit minor maintenance, when necessary.
(4) Assist in the loading and unloading of personnel and /or cargo.
(5) Assist in the servicing of aircraft.
d. The apron floodlights should be located so as to provide adequate illumination

on all apron service areas, with minimum glare to pilots of aircraft in flight and on the
ground, aerodrome and apron controllers, and persons on the apron. The arrangement

and aiming of the floodlights should be such that an aircraft stand receives light from
two or more directions to minimise shadows.
e. The spectral distribution of apron floodlights should be such that the colours
used for aircraft marking connected with routine servicing, and for surface and obstacle
marking, can be correctly identified. The average luminance should be at least the
following:
(1) Aircraft Stands. An average of 20 lux in the horizontal plane at a height of

2m above the apron with a uniformity ratio, average to minimum, of not more than
4 to 1.
(2) Other apron areas. 50% of the average luminance on the aircraft stands in
the horizontal plane at a height of 2m above the apron with a uniformity ratio,
average to minimum, of not more than 4 to 1.
Note: These levels cannot be achieved by lighting from only one direction or by one light.
Lights should be positioned to avoid creating shadow areas.
43. LED Light Fittings
a. LED light fittings may be used on taxiways, signage, road-holding position lights,
Runway Guard lights and stop bars subject to compliance with the relevant parts of this
Chapter.
b. LED light fittings should not be used on approach or runway services including
approach slope indicators and stopways. Where LED light fittings want to be used in
these services a trial will be required. (Refer to Technical Authority (AGL) - See Table
1-2.
44. Control and Monitoring of Aeronautical Ground Lighting
a. At the majority of aerodromes the AGL is controlled remotely from an ATC VCR.
In such case, a remote monitoring facility is provided in the VCR where an adequate
assessment of the serviceability of the AGL cannot be made by other means.
b. In the absence of a VCR and/or remote control facilities, the AGL should be
switched directly from its power source (in most cases the constant current regulator
(CCR)). The AGL should be verified as operationally serviceable by means of a visual
inspection and/or indications from the AGL equipment. Where operationally significant,
this information should be notified immediately to the AGL operator and, where
necessary, aircrew.
c. When in use, the operational status of the AGL system should be continuously
monitored. An appropriate means of detecting an AGL system failure or fault and other
serviceability information should be provided. The AGL system serviceability
information should be provided to the AGL operator in a simple but accurate and
concise way, so that if necessary the user can pass a report to aircrew. The report will
enable aircrew to determine whether the AGL meets their current operational flight
requirements or not.
d. In order to align with the requirements of JAR–OPS the reporting to aircrew of the
serviceability of the AGL, the AGL operator needs to be able to state whether the AGL
is in one of the following states: serviceable, downgraded, or failed. Therefore, where
a new system is installed or significant modification is carried out on an existing
system, the AGL control and monitoring system should be capable of determining and
indicating which of the aforementioned states applies. For existing AGL control and

monitoring systems, a method of reporting such states should be implemented. Using

existing indications and a look-up table is one method that could be suitable. The
status of the AGL will probably differ according to visibility conditions and other factors;
therefore the status report (or look-up table) should reflect these factors. Further
guidance on the assessment of AGL serviceability and the presentation of this
information is provided in the Manual of Military ATM.
e. The MOD has, under Health and Safety at Work Act 1974, a general duty of care
to the public and its employees. It is required to ensure that all hazards are suitably
and sufficiently controlled and reduced to a level that is ‘as low as is reasonably
practicable’ (ALARP). The means of formally documenting and recording this process
is by means of a Safety Case. The custodian of the Modular Control System (MCS)
Safety Case is the Technical Authority (AGL). See Table 1-2.
f. The MCS Safety Case details the functional and operational requirements for the
system and puts in place the specific process for the continued operation of the MCS
including system support and change control procedures. The Safety Case supports
the need for ‘standardisation’ of MCS equipment across the defence estate. Any ‘non-
standard’ changes may invalidate the Safety Case and would necessitate the
production of a bespoke ‘Aerodrome’ specific Safety Case. Any change requirement to
the MCS should be generated via the SATCO and should be correctly staffed by the
Unit through HQ AIR C41 where it will be fully considered by Safeguarding, ATC and
Engineering desks.
g. Details of the Change Control Process and available system support is detailed in
DE Policy Instruction titled 19/2006 Mandatory services available via a ‘call off’ contact
(DE6/3034) to support MCS installations on all MOD aerodromes.
SIGNS
45. General. Signs on the manoeuvring area provide various types of information to
aircraft and vehicular traffic and are divided into two categories, namely Mandatory Signs or
Information Signs. Those located near a runway or taxiway should be sufficiently low to
preserve clearance for propellers and the engine pods of jet aircraft. The installed height of
the sign should not to exceed the dimension shown in Table 6-9. The only signs on the
movement area utilising red should be mandatory signs. Signs should be frangible. Where
it is impractical to install a mandatory instruction sign or where the taxiway width exceeds
60m, a mandatory instruction marking should be provided in accordance with Para 23.
46. Mandatory Instruction Signs. A mandatory sign should be provided to identify a

location beyond which an aircraft taxiing or vehicle should not proceed unless authorised by
the ATC. Mandatory signs should include Runway-Holding Position signs and No Entry
signs. Mandatory signs display white characters on a red background. Internally lit
mandatory signs should be provided with an alternative power source in accordance with
the requirements of Chapter 8 Para 3.
a. Runway-Holding Position Signs
(1) Runway-holding position signs identify the designated runway-holding

position as determined in accordance with Chapter 4 Para 12 associated with a
particular runway and consist of the runway designation in white on a red
background as illustrated in Figure 6-20 and Figure 6-21.
(2) Where the runway is equipped with ILS, the runway-holding position
should be established at the edge of the critical/sensitive area in order to protect
the ILS when in use. Where the ILS runway-holding position is at such a

distance from the runway that it would hinder the expeditious flow of traffic in
VMC, a visual runway-holding position should be established closer to the
runway and the ILS runway-holding position should be annotated CAT I.
(3) A ‘Pattern A’ runway-holding position marking see Para 13 should be

supplemented with a visual runway-holding position sign. A ‘Pattern B’ runway-
holding position marking should be supplemented with a CAT I or II runway-
holding position sign.
(4) A runway-holding position sign should be located on each side of the

runway-holding position established with section Chapter 4 Para 12 facing the
approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as
appropriate. See Para 23.
b. A “NO ENTRY” sign should be provided when entry to an area is prohibited.

The sign should be located at the beginning of the area to which entrance is prohibited
on each side of the taxiway as viewed by the pilot.
c. The requirements concerning the design of mandatory signs (eg inscriptions,

character size, illumination, etc) are given at Appendix 4, ICAO Annex 14, Volume 1.
d. The character size to be used for letters and numbers is determined by the type
of operation that the sign is intended to support and is prescribed in Figure 6-7.
e. Where diagonal lines are used on Taxiway Ending Signs, as illustrated at Figure
6-20, the stroke width of the diagonal will be equal ¾ of the stroke of the character.
The size of the break between the diagonal and the character should be approximately
½ the character stroke width.
f. The sign luminance should be in accordance with Figure 6-8 and Appendix 4,
ICAO Annex 14, Volume 1.
Table 6-7 Character Sizes to be used on Airfield Signs

Runway Minimum Character Size (mm)
Code Mandatory Signs Information Signs
Number Runway Exit & Other Signs
Runway Vacated Signs
Height Stroke Legend Stroke Legend Stroke
Width Height Width Height Width
1 and 2 300 48 300 48 200 32
3–6 400 64 400 64 300 48
Table 6-8 Sign Luminance

Average Sign Illuminance cd/m2 (min)
Colour Precision Approach At Night – Instrument or
Runway Non-Instrument Runway
Red 30 10
Yellow 150 50
White 300 100
a. Signs intended for use at night in association with non-instrument runways, code 1 or 2,
may be illuminated and/or retroreflective in accordance with ICAO Annex 14, Vol 1.

Figure 6-20 Examples of Airfield Signs
Visual Runway-Holding Position Sign -

denotes the visual runway-holding
position and also the ILS CAT I holding
position where the visual and CAT I
holding positions are co-located.
(1)
27
(1) used to indicate a runway-holding
position at a runway extremity.
(2) used to indicate a runway-holding

position located at other taxiway/runway
(2)
09-27
intersections or runway/runway
intersection.
CAT I Runway-Holding Position Sign -

denotes the ILS CAT I runway-holding
position only where the visual runway-
(1)
27 CAT I
holding position is established closer to
the runway in order to expedite traffic
09-27 CAT
flow (1) and (2) as above.
(2)
I
27 CAT II
CAT II Runway Taxi-Holding Position
(1)
Sign - marks the ILS CAT II Taxi-Holding
Position – a visual Taxi-Holding Position
may be established closer to the runway
where it is necessary to expedite traffic
flow.
(2)
09-27 CAT II
NO ENTRY Sign

Figure 6-21 Runway Holding Position Signs
X
X Y
Y 27 27
27 CAT I 27 CAT I
Note: Distance X is established in accordance with Table 4-4. Distance Y is established

at the edge of the ILS critical/sensitive area.
47. Information Signs. The following Information Signs should be provided where there
is an operational need to identify by a sign, a specific location, or routing (direction or
destination) information to pilots manoeuvring on the ground. Where an information sign is
required but it is impracticable to install, an information marking should be displayed on the
surface of the pavement (see para 24). Information signs include: direction signs, location
signs, destination signs, runway exit signs and runway vacated signs. An information sign
other than a location sign should consist of an inscription in black on a yellow background.
A location sign should consist of an inscription in yellow on a black background and where it
is a stand-alone sign it should have a yellow border. The character size to be used for
letters and numbers is determined by the type of operation that the sign is intended to
support and is prescribed in Figure 6-7. Examples of Information Signs are given in Figure
6-22.
Figure 6-22 Examples of Airfield Signs
A
Taxiway Location Sign
15Î Runway Destination Sign
A Taxiway Ending Sign

CIVIL Î
Inbound Destination Sign
Í G Runway Exit Sign
a. Taxiway Location Signs. Taxiway location signs should be used to identify

individual taxiways. All in-use taxiways should be designated by a letter of the
alphabet – Alpha, Bravo, etc. As far as possible the allocation of designation letters
should follow a logical pattern eliminating the possibility of confusion. Taxiway
location signs bear the taxiway designation letter in yellow on a black background
surrounded by a yellow border. Taxiway location signs will be positioned at the
approach to a taxiway intersection. A taxiway location sign installed in conjunction with
a runway designation sign will be position outboard of the runway-holding position sign.
b. Taxiway Ending Sign. Where a taxiway ends at an intersection other than an

intersection with a runway, a yellow diagonal marker is overlaid on the appropriate
Taxiway Location Sign.
c. Runway Vacated Sign. A Runway vacated sign should be provided where the
exit taxiway is not provided with taxiway centre-line lights and there is a need to
indicate to a pilot leaving a runway the perimeter of the ILS critical/sensitive area or the
lower edge of the obstacle free zone whichever is farther from the runway centre-line.
The runway vacated sign will be located on one side of the taxiway. The inscription on
a runway vacated sign should depict the pattern A runway-holding position marking.
The distance between the sign and the centre-line of a runway should not be less than
the following:
(1) The distance between the centre-line of the runway and the perimeter of
the ILS critical/sensitive area; or
(2) The distance between the centre-line of the runway and the lower edge of
the inner transitional surface.
d. Direction Signs. Direction signs located at the approach to a taxiway

intersection indicate the directions of taxiways leading out of that intersection. These
signs bear the letter designating each taxiway leading out of the intersection along with
an arrow orientated to illustrate the direction and degree of the turn. The designation
letter and the arrow are black on a yellow background. Direction signs should be
accompanied by a taxiway location sign. Where a location sign and direction signs are
used in combination:
(1). All direction signs related to left turns should be placed on the left side of
the location sign and all direction signs related to right turns should be placed on
the right side of the location sign, except that where the junction consists of one
intersecting taxiway, the location sign may alternatively be placed on the left hand
side;

(2). The direction signs should be placed such that the direction of the arrows
departs increasingly from the vertical with increasing deviation of the corresponding
taxiway.
(3). An appropriate direction sign should be placed next to the location sign where
the direction of the location taxiway changes significantly beyond the intersection; and
(4). Adjacent direction signs should be delineated by a vertical black line.
e. Runway Exit Sign. A Runway Exit sign is provided to identify a runway exit. When
provided the Runway Exit Sign should be located on the same side of the runway as the exit
is located in accordance with Figure 6-9 and should be located prior to the runway exit point
in line with a position at least 60m prior to the point on tangency where the code number is 3
to 6, and at least 30m where the code number is 1 or 2.
f. Destination Signs. Destination signs should be used where it is determined that the
combination of location and direction signs would not provide adequate guidance to a
destination. Destination signs should not be accompanied by location or direction signs.
Common abbreviations used for inbound destinations are:
APRON General parking, servicing and loading areas

STANDS Aircraft stands
CIVIL Areas set aside for civil aircraft
TERM Gate positions at which aircraft are loaded or unloaded
g. Location. Information signs are to be, wherever practicable, located on the left-hand
side of the taxiway in accordance with Figure 6-9 Characteristics.
h. Characteristics. The requirements concerning the design of Information Signs is

given at ICAO Annex 14, Volume 1, Appendix 4.
Table 6-9 Details of Information Signs and Location of both Mandatory and Information Signs
Sign Height (mm) Perpendicular Perpendicular

Distance from Distance from
defined defined
Code Face Installed taxiway runway
Legenda
number (min.) (max.) pavement pavement
edge to near edge to near
side of sign. side of sign.
1 or 2 200 400 700 5-11m 3-10m
1 or 2 300 600 900 5-11m 3-10m
3–6 300 600 900 11-21m 8-15m
3–6 400 800 1100 11-21m 8-15m
a
. See Table 6-7 for Legend size
48. Road-Holding Position Sign.
a. Whenever a route for vehicular traffic use intersects a taxiway or a runway, a

road-holding position sign should be located not closer to the appropriate taxiway or
runway than the distances notified in Table 4-14 and 1.5m from the defined edge of the
vehicular traffic route. Road-holding position lights are detailed at Para 40.
b. The road-holding sign should consist of an inscription in white on a red

background. The inscription should combine a standard road traffic ‘STOP’ sign with,
where appropriate, an instruction on how the driver of a vehicle should proceed.

Examples of Road-Holding Position Signs are illustrated in Figure 6-23. Road-holding

Position signs need not be provided where a runway-holding position sign is installed.
49. Illuminated Arrester Cable Markers. The position of all runway arrester gear cables
should be indicated by vertical illuminated arrester gear markers as follows:
a. The markers should be placed on both sides of the runway in line with the cable
and normally equidistant from the runway centre-line. The distance from the edge of
the usable runway to the markers should not be less than 15m nor greater than 23m.
b. The markers should show an aviation yellow disc of 1.0m diameter on a black
background. The markers should be frangible.
c. The characteristics of the markers should be as depicted at Para 51.
d. For temporary airfields see Chapters 13 and 14.
50. Illuminated Runway Distance to Go Markers. Illuminated runway distance markers

should be installed on all runways in accordance with the following:
a. The markers should be placed on both sides of the runway on lines parallel with
and normally equidistant from the centre-line of the runway. The markers should
indicate the distance for both directions of operation.
b. The markers should indicate the runway distance remaining in thousands of feet
(the last three digits being omitted). Where the length of the runway is not an exact
multiple of 300m the amount remaining after subtraction of the maximum number of
such multiples should be shared equally between and added to the runway start to the
first IRDM and the last IRDM to the runway end distance to give ideal positions. (eg a
2600m runway will give 8 multiples of 300m plus 200m remaining; this shared equally
gives distances of 400m at each end of the runway).
c. The distance from the edge of the usable runway should not be less than 15m
nor greater than 23m. Markers that would normally be at a runway or taxiway
intersection may be omitted. However, they may be sited up to 30m from the
calculated position and along the line if this makes it possible to avoid omitting them
altogether. The corresponding markers should remain opposite to each other.
d. The colour of the number on each marker should be white on a black

background. The height of the figures should be 1.0m and the stroke of each figure
should be 0.13m wide. The breadth of the figure should be approximately 0.6m. The
markers should be frangible.
e. The luminance of the RHAG Marker and IRDM on Precision runways should be
at least 150cd/m2 for yellow and 300 cd/m2 for white at maximum brilliancy. See
Chapter 6 Para 50. For non-instrument runways, luminance should be at least
50cd/m2 for yellow and 100 cd/m2 for white respectively. The ratio between the
maximum and the minimum luminance value over the whole sign face should not
exceed 5:1. The average luminance should be obtained in a similar manner to that
detailed in ICAO Annex 14, Volume 1, Appendix 4.
f. The current control for an IRDM should be in accordance with Table 6-10.
Where LED technology is used these values may need to be adjusted.

Table 6-10 IRDM Brilliancy Levels

Brilliancy Levels and Current Values
Primary Secondary
Brilliancy % Current(A) Current(A) Brilliancy %
100 12.0 = 6.60 100
30 9.72 = 6.60 100
10 8.28 = 6.34 80
3 7.08 = 5.90 50
1 6.12 = 5.02 20
0.3 5.28 = 4.55 10
Figure 6-23 Road Traffic Signs
Standard Stop Stop Sign with supplementary

Sign instructions
Note: For dimensions see ‘The Traffic Signs Regulations and General Directions 1994’
MARKERS
51. General. Markers should be frangible and retro-reflective. Those located near a
runway or taxiway should be a maximum height of 0.45m. Markers should be securely
fixed to prevent their removal by jet efflux and/or rotor down wash. See Table 1-3. For
rotary wing permanent base markers see Chap 11 Para 11.
52. Edge Markers for Snow Covered Runways. Edge markers should be used to
indicate the usable limits of a snow-covered runway when the limits are not otherwise
indicated. The edge markers should be placed along the sides of the runway at intervals not
exceeding 90m, and should be located symmetrically about the runway centre-line.
Sufficient markers should be placed across the threshold and end of the runway.
53. Taxiway Markers. Retro-reflective edge markers or centre-line markers (studs) either
together or separately may be used instead of taxiway edge lights for non-instrument
runways. See Chapter 6 Para 37. Taxiway edge and centre-line markers should be
installed in the same location as would taxiway edge lights or taxiway centre-line lights, had
they been used. A taxiway edge marker should have a minimum viewing area of 15
000mm2 and be blue in colour; centre-line markers should be green. Edge markers should
not exceed 0.45m in height, centre-line studs should not exceed 0.025m in height. Markers
may also be used on other, infrequently used taxiways, when dispensation is obtained from
the appropriate military authority. For temporary airfields see Chapters 12 and 14.
54. Aerodrome Portable Marking. When it is considered that the expected tenure of
temporary aerodromes including strips, does not justify the marking of airfield services in

accordance with Para 1, portable marking with defined minimum specifications to meet
operations under tactical conditions is permissible. The decision to use portable markings is
the prerogative of the operating authority when operational considerations for either
concealment or tactical requirements are paramount. The minimum standard, where a
requirement for portable marking exists, will be to define the longitudinal and lateral limits of
runways, landings strips, taxiing areas and aircraft dispersal areas. Such definitions may be
achieved in some circumstances solely by the contrast between the manoeuvring area
surface and surrounding terrain whilst in other cases supplementary lighting or marking will
be required. The markings specified in this section are suitable for daytime operations down
to a meteorological visibility of the order of 3.7km. These markings may be supplemented
under any weather conditions by the addition of portable lighting as defined in Chapters 12,
13 and 14.
55. Minimum Markings. Any markings defined in Para 4 may be used when practicable
but certain minimum markings consistent with flight safety should be used where possible.
They are:
a. Runway Markings. The minimum runway markings are: Runway Designation

marking, centre-line marking, threshold marking and displaced threshold marking.
b. Taxiway Markings. The minimum taxiway markings are: centre-line markings

and runway hold position marking.
56. Obstacle Clearances. When an aerodrome or landing strip is marked by portable or

paint markings to delineate the manoeuvring surfaces, the areas immediately adjacent to the
edges of the runway and taxiways should be clear of all obstacles other than approved
markers.
57. Delineation. Where it is decided that a requirement for aerodrome portable marking
exists, the longitudinal and lateral limits of runways/strips, taxiing areas and aircraft dispersal
areas should be delineated. In some circumstances delineation will be achieved solely by
the contrast between the manoeuvring area surfaces and surrounding terrain. In other cases
a line of lights or other basic markers may be adequate.
58. Composition. Where aerodrome markers are necessary, the following general
principles are to apply:
a. Materials. Any material suitable for aerodrome marking may be used provided
that it is:
(1) Easily transportable by air, or locally available.
(2) Frangible, if it projects above ground level.
(3) Conspicuous to aircraft in the circuit and on the manoeuvring area.
(4) Capable of being secured to withstand jet efflux and/or rotor downwash.
Note: Retro-reflective markers are particularly suitable when their use does not conflict with
tone-down requirements.
b. Dimensions. Markers should to project more than 0.45m above ground level.
c. Colour. The colour of markers should contrast with the surrounding terrain.
d. Size

(1) Runway markers should present to the pilot with a minimum rectangular
viewing area of 0.35m².
(2) Taxiway markers should present to the pilot with a minimum rectangular
viewing area of 0.30m².
59. Layout. When markers are used, the following layout should be adopted:
a. Runway Marker. (See Figure 6-24)
(1) Markers should be placed opposite each other on both sides of the runway
at intervals not exceeding 90m.
(2) The separation distance of the markers from the edge of the runway
should not exceed 3.0m.
(3) The runway threshold should be marked by two pairs of markers, 30m
between pairs, on both sides of and at right angles to the runway. The outer
markers should be located no more than 4.5m laterally from the inner markers.
(4) The end of the runway should be indicated by a pair of markers on each
side of the runway.
b. Taxiway Marker. (Figure 6-25)
(1) Except on curves, markers should be placed opposite each other on both
sides of the taxiway.
(2) The maximum longitudinal spacing should not exceed 50m on straight
sections. The spacing should be reduced on curved sections and should not
exceed 30m.
(3) The runway-holding position should be indicated by double markers

located on both sides of the taxiway and at least 30m from the near edge of the
runway.
c. Aircraft Dispersal Areas. Markers should define the edges of dispersal areas
where necessary. The distance between markers should not exceed 50m. See
Figure 6-25.
d. Light Landing Areas. The limits of natural surfaces set aside as light landing
areas should be marked. The distance between markers should not exceed 90m.
e. Helicopter Landing Areas. Any area set aside exclusively for use by
helicopters should be marked by a single letter ‘H’ in accordance with Chapter s 10
and 11.

Figure 6-24 Runway Marker
Not Exceeding
Dimensions
Metres Feet
A 30 100
B 4.5 15
C 90 300
D 4.5 15
E 90 300
F 9 30
Note: When necessary,
dimension A can be increased but
should not to exceed 45m
(150ft).

Figure 6-25 Taxiway Marker
Dispers
Holding
Position
Taxiway
Dimensions Metres Feet

A: Not Less Than
A 30 100
B,C,D: Not Exceeding
B 50 200
C 30 100
D 4.5 15
Markers should be positioned
as close to the taxiway edge as
operational considerations
permit

Annex 6A: Aeronautical Ground Light and Surface

Marking Colours
General
1. The colour of light signals is an important characteristic of the guidance provided by the
AGL. It is essential to ensure that wherever a light signal depends on colour to provide
essential information, the lighting equipment employed displays no misleading signals within
the equipment beamspread or at angle within the intended viewing segment.
2. The colour of AGL should be verified by the manufacturer as being within the
boundaries within ICAO Annex 14, Volume 1 Appendix 1 A, Figure A1.1, by measurement at
five points within the area bounded by the innermost isocandela curve See Annex 6B Table
6-12, with operation at rated current or voltage as follows:
a. Elliptical or circular isocandela curves: the colour measurements should be

taken at the centre and at the horizontal and vertical limits.
b. Rectangular isocandela curves: the colour measurements should be taken at the

centre and at the limits of the diagonals (corners).
c. The colour of the light should be checked at the outermost isocandela curve to
ensure that there is no colour shift that might cause signal confusion.
d. Where lights may be viewed and used by flight crew from directions beyond that
of the indicated isocandela curve, the aerodrome operating authority should make a
visual assessment of the actual application and, if necessary, require a check of colour
shift at angular ranges beyond the outermost isocandela diagram curve; and
e. The signal colours for PAPI and AGL having a colour transition sector should be
measured at points, as indicated above, except that the colour areas should be treated
separately and no point will be within 0.5 degrees of the transition sector.
3. The chromaticy of AGL should be within the boundaries defined in ICAO Annex 14,
Volume 1, Appendix 1, Figure A1-1.
Discrimination
4. If there is a requirement to discriminate yellow from green and/or white, as for example
on exit taxiway centre-line lights, the y coordinates of the yellow light should not exceed a
value of 0.4.
5. The colour variable white is intended to be used only for lights that should be varied in
intensity eg to avoid dazzling. If this colour should be discriminated from yellow, the lights
should be so designed and operated that:
a. The x coordinate of the yellow is at least 0.050 greater that the x coordinate of
the white; and
b. The disposition of the lights will be such that the yellow lights are displayed
simultaneously and in close proximity to the white lights.

Colours for Markings, Signs and Panels
6. The chromaticity and luminance factors of ordinary colours, colours of retro-reflective

materials and colours of transilluminated (internally illuminated) signs and panels should be
determined under the following conditions:
a. Angle of illumination: 45°.
b. Direction of view: perpendicular to surface; and
c. Illuminant: CIE standard illuminant D65.
7. The chromaticity and luminance factors should be in accordance with Table 6-11 also
see Chapter 6 Para 1 and 4.
Table 6-11 Colours for Markings, Signs and Panels

Equipment ICAO Annex 14, Volume 1, Appendix 1
Section Figure
Markings and externally illuminated signs 3.2 A1-2
and panels
Retro-reflective materials 3.3 A1-3
Transilluminated (internally illuminated) 3.4 A1-4
signs and panels

Annex 6B:
Aeronautical Ground Light Characteristics
General
1. A light should be deemed to be unserviceable when the main beam average intensity
is less than half of the value specified in the relevant isocandela diagram detailed in Annex
6B Table 6-12. Where more than one light is used in a unit, the unit is considered to be
unserviceable if its light output is similarly reduced. For light units where the designed main
beam average intensity is above the value shown in the relevant isocandela diagram, the
50% value should be related to that design value. Only AGL conforming to the specified
colours should be displayed to flight crew and vehicle drivers. See Table 2-2.
2. The importance of adequate maintenance cannot be over-emphasised. The average

intensity should not fall below 50% of the value shown in the relevant isocandela diagrams
and it should be the aim of the Maintenance Management Organization (MMO) to maintain a
level of light exceeding the specified minimum intensities.
3. Construction and Height of Lighting Fittings
a. All AGL fittings should be of such construction and height that their presence
does not endanger aircraft.
b. Elevated approach lights and their supporting structures should be frangible

except that, in that portion of the approach lighting system, beyond 300m from the
threshold:
(1) Where the height of a supporting structure exceeds 12m, the frangibility
requirement applies to the top 12m only; and
(2) Where a supporting structure is surrounded by non-frangible objects, only

that part of the structure that extends above the surrounding objects should be
frangible.
c. When an approach light fixture or supporting structure is not in itself sufficiently

conspicuous, it should be suitably marked.
d. Elevated runway, stopway and taxiway lights should be frangible. Their height
should be sufficiently low to preserve clearance for propellers and for the engine pods
of aircraft. Light fixtures inset in the surface of runways, stopways, taxiways and
aprons should be so designed and installed as to withstand being run over by the
wheels of an aircraft without damage either to the aircraft or to the lights themselves.
See Chapter 17.
e. Within the manoeuvring area, elevated fittings should be conspicuous.
f. Elevated light fittings should not exceed 36cm in height above the adjacent
pavement level. In stopways and clearways used for routine manoeuvring (e.g. as
entry or exit taxiways) the lights should be flush with the pavement. Otherwise, the
fittings in these areas should not exceed the following dimensions:
(1) 0.46m above ground level in stopways.
(2) 1.2m above local ground level in clearways.

g. Inset fittings should be capable of bearing the loads imposed by any aircraft
normally using the aerodrome when landing, taking-off or taxiing. The contours and
temperature of the top surface of the light fitting should not cause damage to aircraft
undercarriage components especially tyres.
h. The projection of an inset fitting above the surrounding surface should not
exceed:
(1) 1.6cm within 7.5m either side of the runway centre-line except that inset
approach lights in this area and taxiway lights crossing a runway or leading to a
runway centre-line may project 2.5cm.
(2) 1.9cm between 7.5m from the runway centre-line to 3m from the runway
edge except that inset approach lights in these areas may project 3.2cm and
taxiway lights crossing or leading to a runway centre-line may project 2.5cm.
(3) 3.8cm within 6m of the runway end or within 3m of the runway edge.
(4) 3.2cm for displaced threshold lights.
(5) 2.5cm in taxiway surfaces.
i. Inset fittings should be secured in the surface so as to prevent accidental

extraction. It is particularly important that stable mountings are provided so that the
beam spread angles are maintained within the tolerances detailed in the appropriate
table.
j. Except for the projection heights in Para g, fittings should conform to the
mechanical and electrical specifications of appropriate National and International
Standards as recommended by Technical Authority (AGL).
k. Only AGL equipment should be used that is in compliance with this Manual,
ICAO Annex 14 and National and International Standards where the bespoke system
integration or homogeneous assembly design, including the use of installation
materials, is underwritten by system designer, or if no system designer, the installer.
4. Colour requirements for all aeronautical ground lights should be as detailed in ICAO
Annex 14, Volume I, Appendix 1.
Isocandela Characteristics of Lights for Instrument Runways and Associated

Taxiways
5. Figures 6-26 to 6-44 of this annex give the characteristics of lighting to be used for new
installations.
6. Figure 6-39 to 6-44 give details of characteristics for taxiway centre-line and stop bar
lights.
Collective Notes for Figures 6-26 to 6-38
7. The ellipses in each figure are symmetrical about the common vertical and horizontal
axis.
8. On the perimeter of and within the ellipse defining the main beam in Figures 6-27 to 6-
37 the maximum light intensity value should not be greater than three times the minimum
light intensity value measured in accordance with Annex 6B Para 16.

9. Figures 6-26 to 6-37 show the minimum allowable light intensities. The average
intensity of the main beam is calculated by establishing grid points as shown in Figure 6-38
and using the intensity values measured at all grid points located within and on the perimeter
of the ellipse representing the main beam. The average value is the arithmetic average of
light intensities measured at all considered grid points.
10. No deviations are acceptable in the main beam pattern when the lighting fixture is
properly aimed. The light unit should be installed so that the main beam is aligned within ±
½ degree of the specified requirement.
11. The ratio between the average intensity within the ellipse defining the main beam of a
typical new light and the average light intensity of the main beam of a new runway edge light
should be as detailed in Table 6-12.
12. The beam coverages in the figures provide the necessary guidance for approach down
to an RVR of 150m and take-off down to an RVR of 100m.
13. Horizontal angles are measured with respect to the vertical plane through the runway
centre-line. For lights other than centre-line lights, the direction towards the runway centre-
line is considered positive. Vertical angles are measured with respect to the horizontal
plane.
Collective Notes for Figures 6-39 to 6-44
14. Figures 6-39 to 6-44 show candela values in green and yellow for taxiway centre-line
lights and red for stop bar lights.
15. On the perimeter of and within the rectangle defining the main beam in Figures 6-39 to
6-43 the maximum light intensity value should not be greater than three times the minimum
light intensity value measured in accordance with Para 16.
16. Figures 6-39 to 6-44 show the minimum allowable light intensities. The average
intensity of the main beam is calculated by establishing grid points as shown in Figure 6-43
and using the intensity values measured at all grid points located within and on the perimeter
of the rectangle representing the main beam. The average value is the arithmetic average of
the light intensities measured at all considered grid points.
17. No deviations are acceptable in the main beam when the lighting fixture is properly
aimed.
18. Horizontal angles are measured with respect to the vertical plane through the taxiway
centre-line except on curves where they are measured with respect to the tangent to the
curve.
19. Vertical angles are measured from the longitudinal slope of the taxiway surface.
20. The light unit should be installed so that the main beam is aligned within ± 1/2 degree
of the specified requirement.

Table 6-12 Average Intensity Ratio

Figure Reference AGL System Ratio
Figure 6-27 Approach Centre-Line and Crossbars 1.5 to 2.0 (white light)
Figure 6-28 Approach Side Row 0.5 to 1.0 (red light)
Figure 6-29 Threshold 1.0 to 1.5 (green light)
Figure 6-30 Threshold Wing Bar 1.0 to 1.5 (green light)
Figure 6-31 Touchdown Zone 0.5 to 1.0 (white light)
Figure 6-32 Runway Centre-Line (30m spacing) 0.5 to 1.0 (white light)
Figure 6-33 Runway Centre-Line (15m spacing) CAT I/II 0.25 to 0.5 (white light)
Figure 6-34 Runway End 0.25 to 0.5 (red light)
Figure 6-35 Runway Guard Lights -
Figure 6-36 Runway Edge (45m width) 1.0 (white light)
Figure 6-37 Runway Edge (60m width) 1.0 (white light)
Figure 6-26 Light Intensity Distribution of PAPI
Notes: 1. These curves are minimum intensities.

2. Luminous intensities are in candelas as measured by a detector subtending an
angle not greater than 5’ of arc.
3. The unit should appear at a distance of 2 km to exhibit the two signal colours
separated by an angular difference of not more than 3’ of arc.

Figure 6-27 Isocandela Diagram for Approach Centre Line Light and Crossbars (White Light)
Notes: 1. a 10 14 15
Curves calculated x² + y² = 1
b 5.5 6.5 8.5
on formula. a² b²
2. Vertical setting angles of the lights should be such that the following vertical
coverage of the main beam will be met.
Distance from Threshold. Vertical Main Beam Set Angle > 0°

Coverage
threshold to 315m 0° - 11° 5.5°
316m to 475m 0.5° - 11.5° 6°
476m to 640m 1.5° - 12.5° 7°
641m and beyond 2.5° - 13.5° (as illustrated 8°
above)
3. Lights in crossbars beyond 22.5m from the centre-line will be toed-in 2-degrees.
All other lights should be aligned parallel to the centre-line of the runway.
4. See collective notes in Annex 6B for Figures 6-26 to 6-38.

Figure 6-28 Isocandela Diagram for Approach Side Row Light and Crossbars (Red Light)
Notes: 1. a 7.0 11.5 16.5

on formula. a² b² b 5 6.0 8.0
2. Toe-in 2°.
3. Vertical setting angles of the lights should be such that the following vertical
coverage of the main beam will be met.
Distance from Threshold. Vertical Main Beam Set Angle > 0°

Coverage.
threshold to 115m 0.5° - 10.5° 5.5°
116m to 215m 1° - 11° 6°
216m and beyond 1.5° - 11.5°° (as 6.5°
illustrated above)

Figure 6-29 Isocandela Diagram for Threshold Light (Green Light)
Notes: 1. a 5.5 7.5 9

b 4.5 6.0 8.5
on formula. a² b²
2. Toe-in 3.5°.

Figure 6-30 Isocandela Diagram for Threshold Wing Bar Light (Green Light)
Notes: 1. a 7.0 11.5 16.5

b 5.0 6.0 8.0
on formula. a² b²
2. Toe-in 2°.

Figure 6-31 Isocandela Diagram for Touchdown Zone Light (White Light)
Notes: 1. a 5.0 7.0 8.5

b 3.5 6.0 8.5
on formula. a² b²
2. Toe-in 4°.

Figure 6-32 Isocandela Diagram for Runway Centre-Line Light with 30m Longitudinal Spacing
(White Light)
Notes: 1. a 5.0 7.0 8.5

b 3.5 6.0 8.5
on formula. a² b²
2. For red light multiply values by 0.15.

Figure 6-33 Isocandela Diagram for Runway Centre-Line with 15m Longitudinal Spacing (White
Light)
Notes: 1. a 5.0 7.0 8.5

b 4.5 8.5 10.0
on formula. a² b²

Figure 6-34 Isocandela Diagram for Runway End Light (Red Light)
Notes: 1. a 6.0 7.5 9.0

b 2.25 5.0 6.5
on formula. a² b²

Figure 6-35 Isocandela Diagram for Each Light in High Intensity Runway Guard Lights
Configuration
Notes: 1. Although the lights flash in normal operation, the light intensity is specified as if
the lights were fixed for incandescent lamps.
2. The intensities specified are in yellow light.

Figure 6-36 Isocandela Diagram for Runway Edge Light where Width of Runway is 45m (White
Light)
Notes: 1. a 5.5 7.5 9.0

b 3.5 6.0 8.5
on formula. a² b²
2. Toe-in 3.5°.

Figure 6-37 Isocandela Diagram for Runway Edge Light where Width of Runway is 60m (White
Light)
Notes: 1. a 6.5 8.5 10.0

b 3.5 6.0 8.5
on formula. a² b²
2. Toe-in 4.5°.

Figure 6-38 Grid Points to be used for the Calculation of Average Intensity of Approach and
Runway Lights

Figure 6-39 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar Lights in
Straight Sections (Intended for use in Runway Visual Range Conditions of less than a value of
the order of 350m where large offsets can occur)
Notes: 1. These beam coverages allow for displacement of the cockpit from the centre-
line up to distances of the order of 12m and are intended for use below and
after curves.

Figure 6-40 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar Lights in
Straight Sections (Intended for use in Runway Visual Range Conditions of less than a value of
the order of 350m)
Notes: 1. These beam coverages are generally satisfactory and cater for a normal
displacement of the cockpit from the centre-line of approximately 3m.

Figure 6-41 Isocandela Diagram for Taxiway Centre-Line (7.5m Spacing) and Stop Bar Lights in
Curved Sections (Intended for use in Runway Visual Range Conditions of less than a value of
the order of 350m)
Notes: 1. Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the
curve.

Figure 6-42 Isocandela Diagram for Taxiway Centre-Line (30m, 60m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of the order
of 350m or greater)
Notes: 1. At locations where high background luminance is usual and where

deterioration of light output resulting from dust, snow and local contamination
is a significant factor, the cd-values should be multiplied by 2.5.
2. Where omni-directional lights are used they will comply with the vertical beam
requirements in this Figure.

Figure 6-43 Isocandela Diagram for Taxiway Centre-Line (7.5m, 10m, 30m Spacing) and Stop
Bar Lights in Curved Sections (Intended for use in Runway Visual Range Conditions of the
order of 350m or greater)
Notes: 1. Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the
curve.
2. At locations where high background luminance is usual and where

deterioration of light output resulting from dust, snow and local contamination is
a significant factor, the cd-values should be multiplied by 2.5.
3. These beam coverages allow for displacement of the cockpit from the centre-
line up to distances of the order of 12m as could occur at the end of curves.

Figure 6-44 Grid Points to be used for the Calculation of Average Intensity of Taxiway Centre-
Line and Stop Bar Lights
Note: See collective notes in Annex 6B for Figures 6-39 to 6-44

Annex 6C:
PAPI Siting and Setting Angles
1. The PAPI system comprises two four-unit wing bars normally located either side of, in a
line at right angles to, the runway. The unit nearest the runway is set higher than the
required approach angle, with progressive reductions in the settings of the units further
outboard.
2. The arrangement of the units is shown is Figure 6-45, together with the standard and
differential setting angles. Each unit should contain 3 light projectors. The difference
between the setting angles is normally 20 minutes of arc. This value may be varied where
the PAPI is used in conjunction with ILS.
Figure 6-45 Arrangement and Setting of PAPIs The distance of the PAPI from the runway
threshold will depend upon the following:
1
2
3
4
15
28 km (15
nm) radius
15m ± 1m 15
4
3
9m ± 1m 4, θ + 00o30'
2
3, θ + 00o10'
1
θ
2, θ - 00o10'
o
M, 00 02'
1, θ - 00o30'
OCS, M - 1o00'
MEHT
o
Key
θ Approach slope angle
See Note, D Distance of PAPI from Threshold
Threshold
MEHT Minimum eye height over Threshold
D M Angle determining MEHT
OCS Obstacle Clearance Surface
Note: The OCS originates at the same level as the units but at the following distances
downwind of them:
a) 90m where the LDA is 1200m or greater;
b) 60m where the LDA is 800-1199m; C) 30m where the LDA is less than 800m
a. The need to provide adequate wheel clearances over the threshold of a visual or
non-precision approach runway for all types of aircraft for which the runway is intended,
having due regard to the length of runway available for stopping the aircraft;
b. Obstacle clearance considerations;

c. The operational requirement that PAPI be compatible with the instrument

glidepath down to a minimum possible range and height for all types of aircraft for
which the runway is intended; and
d. Any difference in the elevation between the PAPI units and the runway threshold.
3. Wheel clearance over threshold should take account of the eye-to-wheel height of the
most demanding aircraft when it is at the lowest possible on-slope signal from the PAPI.
4. The angle which establishes the MEHT is two minutes of arc less than the setting angle
of the unit defining the lower on-slope boundary see Figure 6-45. Where a runway is not
equipped with ILS, MEHT should provide the wheel clearances specified in Table 6-13. The
MEHT is the combination of eye-to-wheel height and the wheel clearance.
Table 6-13 Wheel Clearances

Eye-to-wheel height of Desired wheel Minimum wheel
aeroplane in the approach clearancebc(metres) clearanced (metres)
configurationa
(1) (2) (3)
Up to but not including 3m 6 3e
3m up to but not including 5m 9 4
5m up to but not including 8m 9 5
8m up to but not including 9 6
14m
a. In selecting the eye-to-wheel height group, only aircraft meant to use the
system on a regular basis should be considered. The most demanding amongst
such aeroplanes will determine the eye-to-wheel height group.
b. Where practicable the desired wheel clearances shown in column (2) should
be provided.
c. The wheel clearances in column (2) may be reduced to no less than those in
column (3) where a study indicates such wheel clearances are acceptable.
d. When reduced wheel clearance is provided at a displaced threshold it will be
ensured that the corresponding desired wheel clearance specified in column (2) will
be available when an aircraft at the top end of the eye-to-wheel group chosen
overflies the extremity of the runway.
e. This wheel clearance may be reduced to 1.5m on runways used mainly by
lightweight non turbo-jet aeroplanes.
5. The nominal approach angle should be such that the pilot of an aeroplane receiving
the lowest on-slope signal will clear all the obstacles in the approach area by a safe margin.
To achieve this, an obstacle clearance surface is established which should not be
penetrated by any object.
6. The OCS for PAPI is a plane 1o below the angle of the lower boundary of the on-slope
signal. Figure 6-45 shows that for a normal approach angle of 3o the OCS will be 2o 48' - 1o
= 1o 48'. The surface extends 15o either side of the runway edge out to a distance of 28 km
(15nm).
7. PAPI should be sited so that its on-slope signal conforms as closely as possible to that
of the PAR, or if installed, the ILS glidepath. The variables that need to be considered are
fluctuations of the ILS glidepath and the different eye-to-aerial height of various types of
aeroplane.
8. An ILS glidepath has a tolerance of ±0.075 of the nominal glidepath angle for a
category I or II system and ±0.04 for a category III. For a nominal 3o glideslope the
tolerances are ±13.5 and ±7.2 minutes of arc respectively. The standard PAPI settings define

a glideslope with 10 minutes of arc and can therefore show a variation from the nominal ILS
glideslope that is operating within its tolerances.
9. Pilot eye-to-aerial height varies considerably with aircraft type and will affect the
minimum range at which PAPI and PAR or ILS harmonisation is achieved. In order to allow
for the maximum number of aircraft types, harmonisation is enhanced by widening the on-
slope sector from 20 minutes to 30 minutes of arc. As mentioned above, the ILS glidepath
angle may vary, so it is desirable to check the calibrated ILS GP angle against the PAPI
settings and to change the latter if necessary. Such changes should be referred to the
military authority before they are implemented.
10. When the required approach angle and associated unit setting angles have been
determined, in order to provide the appropriate wheel clearance over the threshold of a visual
or non-precision approach runway; the distance of the PAPI from the threshold is established
by adding the approach configuration eye-to-wheel height of the most demanding aeroplane
using the runway to the required threshold wheel clearance and dividing the result by the
tangent of the angle M in Figure 6-45.
11. Where PAR or ILS is installed the PAPI should be sited upwind of the effective ILS
glidepath origin by a distance that is dependent upon the range of eye-to-aerial heights of the
aircraft using the runway.
12. When the OCS origin has been determined the surface should be examined in order
to confirm the absence of any infringements. If the surface is penetrated but the offending
object cannot be removed, the vertical extent of the infringement is divided by the tangent of
the OCS angle, and the PAPI relocated that much further from the threshold. Alternatively,
where the prescribed approach angle is not critical, it may be increased by the angular extent
of the infringement. In some circumstances a combined displacement and angular increase
may be the best solution.
13. A height difference between the threshold and the unit lens centres exceeding 0.3m will
require siting adjustments as follows:
a. In Figure 6-46 the uncorrected visual aiming point is shown as the distance D1
from the threshold. The nominal siting of the PAPI would be on a line at right angles to
the runway centre-line at this distance, the units being P1, P2, P3 and P4.
b. The height difference between the threshold Th, and the lens centre of the
highest of the units (Pn) at the nominal sites P1 to P4 is determined. The following
formula will determine the revised distance from the threshold D2:
D1 + (Th- Pn) cot φ = D2
c. Where φ is the setting angle of the unit at site P2, less 2 minutes of arc (cot φ can
be taken as 20 for a 3o approach).
d. The highest unit level at distance D2, (Pc) is compared with Pn. If the difference is
0.3m or more, the final siting, D3, is determined as follows:
D2 + (Pn- Pc) cot φ = D3
e. The MEHT resulting from the level of the unit P2 at D3 is checked to ensure that it
achieves the original target.
14. PAPI units should be mounted as close to ground level as practicable but overall
height should not exceed 0.9m. The units of a wing bar should all lie in the same

horizontal plane, but where crossfalls make this impracticable within the 0.9m constraint, the
height difference between adjacent units should preferably not exceed 5 cm. Where even
this tolerance cannot be achieved, a maximum gradient of 1.25% across the bar may be
accepted provided that it is uniform.
15. The inner edge of the unit nearest the runway should be 15m ± 1m from the runway
edge. Units should not be closer than 14m to any taxiway, apron, or another runway.
16. Firm stable bases are essential for PAPI units, and concrete should be used. Bases
should be either depressed below ground level and covered with suitable infill or flush fitted.
Where necessary, bases should be delethalised See Chapter 17 Para 9.
17. Setting angles should be checked with a manufacturer’s clinometer or platforms. A

theodolite or equivalent device may be used for increased accuracy. Errors in excess of 1
minute of arc should be corrected.
18. After installation, angular errors caused by the settling of the bases may occur.
Therefore, the angles should initially be checked on a daily basis using a clinometer or
equivalent device and, if necessary, adjusted using a theodolite or equivalent device. The
interval between checks may be extended progressively to once a week, as greater stability
becomes evident. However, special checks should be made in the event of heavy frost or
rain or a significant change of weather such as the end of a drought, since angular variations
are possible at such times. For elevation angle checks after installation see Chapter 8 Para
14.

Figure 6-46 PAPI Siting - Principle of Compensation for Different Ground Heights
D1
D2
D3
15m minimum
P4
P3
9m ± 1m θ
P2
Setting angle
P1 θ at site P2, less
00o02'
MEHT
Threshold
Pc
Highest ground profile
Final Pn
site along lines P1-P4
19. As the approach angles get steeper, wider differential settings are needed between
units in order to facilitate approach slope capture and flyability.
20. Indicative differential settings are detailed in Table 6-14.
Table 6-14 Differential Settings

Approach angle Differential setting angle
2o-4o 00o20' (except for ILS)
4o-7o 00o30'
over 7o 01o00'
21. PAPI Acceptance Form. The PAPI acceptance form should be completed on
commissioning of PAPI installations by the Aerodrome Operating Authority. This is
necessary after the installation of a new PAPI system or after temporary removal of a
system. A commissioning test should also be completed after the completion of a runway
refurbishment where flying has ceased and construction traffic may have caused the
misalignment of the PAPI units. See Table 2-2.

Acceptance at Commissioning of Precision Approach Path Indicator Installations
Part 1 – Pilot’s Questionnaire
PAPI Installation under Assessment
RUNWAY..................................AIRFIELD..............................
1. Flight Details
a. Date............................................Take Off ..............................
b. Aircraft Type..............................Landing....................................
c. Unit............................................Pilot .........................................
d. Airfield...................................... Command..................................
e. Number of Approaches...............Runway...................................
2. Weather Conditions
a. W/V Surface................................2,000'.......................................
b. Met Visibility .............................Precipitation............................
c. Estimated Slant Vis......................Runway Visual Range ..........
d. Windscreen Wiper used or Windscreen Treated...........................
e. General Conditions (eg low sun, haze, snow)................................
3. Indicator Units and Signals Discrimination
a. Were the indicators over confused with other lights?...............
b. Were the indicators ragged?................................................
c. Was any difficulty experienced in recognising the different coloured light signals?
d. Did they change simultaneously (see Note 1)?
(1) at 500 ft ...........................................................................
(2) at 1000 ft ...........................................................................
e. Did the bar appear to be horizontal?.............................................................
f. Were all lamps operational? ...........................................................................
g. Any other comments:
4. Range
a. Was the range at which the indicators gave useful signals considered adequate
and what was this range?

(1) In daylight ...............................................................................
(2) In darkness ...............................................................................
(3) In dusk conditions ....................................................................
5. Positioning and Alignment if Indicators Relative to Runway
a. Were the distances of the indicators from the runway edge and/or runway edge
lights considered reasonable?...........................................................................................
b. Were the distances of the indicators from the runway threshold reasonable and
provide safe 'eye height' threshold clearance?..................................................................
c. Was the PAPI approach slope found compatible with the Runway's required
glide-path angle?...............................................................................
d. Any other comments:
6. Comparative Air Checks of Visual and Instrument Glide Paths (ILS and RPAR)
a. Was the spreading in azimuth satisfactory? (Check at 4 to 5 miles

range)..............
b. Was the intensity satisfactory?................................................................
c. Was control of the brilliancy settings operative over all stages? ............
d. How did the PAPI slope compare with the related instrument glide path? Insert
4W, 3W1R, 2W2R as appropriate, outer colour first.
e. ILS
(1) 8 mls................................................4 mls...........................................
(2) 7 mls................................................3 mls.............................................
(3) 6 mls................................................2 mls.............................................
(4) 5 mls................................................1 mls...............................................
f. Was any difficulty experienced in the transition from ILS glide path to visual
(PAPI) glide path?
g. Any other comments:
h. RPAR (see Note 2)
(1) 8 mls..............................................4 mls.............................................
(2) 7 mls..............................................3 mls............................................
(3) 6 mls..............................................2 mls............................................
(4) 5 mls..............................................1 mls.............................................

i. Was any difficulty experienced in the transition from RPAR glide path to visual
(PAPI) glide path?..............................................................................................
j. Any other comments:
k. Was the approach clear of obstruction by a safe margin? (see Note 3)
(1) ILS.........................................
(2) RPAR.....................................
Notes:
1. Aircraft is to make a visual approach and to fly straight and level through the beam at
500 and 1000 ft
2 Aircraft when on PAR is to follow the Controller's talk-down instructions and observe
the PAPI indications.
3. As observed by Pilot - check, flying 3 WIR along approach centre-line and along left
and right hand edges of approach.
Pilot's Signature: ...........................Date:............................
Name: ..........................................................Rank: ............................
(BLOCK CAPITALS)
Appointment: ................................
Part II – Air Traffic Control Questionnaire
PAPI Flight Assessment
AIRFIELD ..............................DATE......................
On RUNWAY....................................
7. RPAR
a. How did the PAPI compare with PAR glide path?
b. Aircraft will follow the RPAR glide path until visual contact is made:
c. thereafter the Pilot will maintain '2W2R' indication and the RPAR Controller will
observe the relative positions to RPAR glide path at:
(1) 8 mls................................................4 mls................................................
(2) 7 mls................................................3 mls................................................
(3) 6 mls................................................2 mls................................................
(4) 5 mls................................................1 mls................................................
8. What was the 'eye-height' vertical clearance over the threshold bar (approx in feet)
during visual (PAPI) approach with '2W2R' indication?

a. .........................................b....................................................
9. What is the distance of the instrument reference point from threshold bar?
a. ILS......................................................................................................
b. RPAR.............................................................................................................
10. What was the distance of touch-down from the threshold?
a. ILS a...............................b..................................................
b. RPAR a...............................b.….............................................
c. Visual a...............................b..................................................
11. Any other comments:
ATC Controller's Signature: .............................................Date: ...........................
Name:...............................................................................Rank:................................
(BLOCK CAPITALS)
Part III- Certificate Acceptance
From the above flight assessment checks the Precision Approach Path Indicator systems is
installed as operationally satisfactory and can be accepted.
Signature ....…………………………Name.......................................Date..............
OC Flying Wing

Annex 6D:
Control of Lighting at Aerodromes During NVG Operations
1. The lighting that can adversely affect the use of NVG includes the airfield lighting that is
controlled by ATC, however, other lighting on and adjacent to the airfield including lighting
not provided for aviation purposes should be considered. It will not necessarily be under the
control of military authorities and may be legally required to fulfil general safety requirements.
2. Different requirements will apply for the various operational types listed below:
a. Fixed wing operations with NVG (F/W NVG)
b. Helicopter operations with NVG (Helo NVG)
c. Simultaneous fixed wing + helicopter operations with NVG (F/W.Helo NVG)
d. Simultaneous operation with and without NVG (Sim NVG)
3. NVG operations may require the retention of some visual aids, suitably modified to be
compatible with the use of NVG or the provision of aids specifically for that mode of
operation.
4. The Control Plan Checklist at Table 6-15 describes how each type of light source can
be controlled. The choice of lighting to be controlled is the responsibility of the operational
command.
5. An airfield NVG Operations Lighting Control Plan should be approved before NVG
operations take place. As far as practicable the Plan should include such measures of
lighting control as are necessary to ensure that the performance of NVG is not significantly
affected by any light on or adjacent to the airfield.
6. Where NVG operations are to take place all personnel involved should receive training
that includes the light control measures and operational procedures to be used when NVG
operations are taking place.
7. Only personnel whose presence is essential for safety and efficiency reasons should
be on the manoeuvring area during NVG operations.
8. It should be defined in the Operations Lighting Control Plan which runway approach
directions are designed to support NVG operations. The plan should also indicate which of
the types of operations shown in Para 2 are supported.
9. All ATC procedures for final approach, ground roll, taxi and departure should be
reviewed and amended as necessary to take account of the changes to the visual cues
available to pilots when NVG operations are taking place.

Table 6-15 Control Plan Checklist

FACILITY RECOMMENDED COMMENTS
NVG
LIGHTING STATE
Approach lighting VLP/Off For Annex 6D Para 2 (D) BF/NT, for
Para 2 (B) off
High Intensity Runway Edge VLP For Annex 6D Para 2 (D) BF/NT, for
Lighting Para 2 (B) off
Threshold Lighting VLP For Annex 6D Para 2 (D) BF/NT, for
Para 2 (B) off
Runway End Lighting VLP For Annex 6D Para 2 (D) BF/NT, for
Para 2 (B) off
Low Intensity Runway Edge VLP For Annex 6D Para 2 (D) BF/NT, for
Lighting Para 2 (B) off
Sequence Flashing Lights Off
Runway Identification Off
Lights
Visual Glideslope Indicator Off
System
Military Cat II Lighting Off If used for MOS training use VLP
Runway Centre-line Lighting Off For Annex 6D Para 2 (D) BF/NT
Taxiway Lighting VLP For Annex 6D Para 2 (D) BF/NT, for

Para 2 (B) off
Illuminated Runway Off BF may be operational option
Distance Markers
Arrestor Cable Markers Off For Annex 6D Para 2 (D) NT
Illuminated Taxiway Off Pilot may be able to read text with
Guidance Signs NVG
Obstacle Lighting On Leave on if essential./NT
Runway taxiway traffic lights Off NT or use modified procedures to
control vehicles. Add hold signs at all
runway/taxiway intersections.
Consider use of selectable barriers at
runway/roadway intersections.
Floodlighting Off Floodlighting of apron areas may be
essential operationally BF/Control
beamspread.
Building windows and doors Shutters/curtains. For large buildings (hangars) NVG
Lock doors facing compatible lighting is an option.
operational areas
ATC visual control room Not normally a problem.
ATC caravan Use techniques similar to those used
in cockpit to make NVG compatible
when required.
Off-airfield lighting (under Assess effects. Where practicable
approach and take-off climb make arrangements for control.
surface out to 4km
IR NATO T On On for para 2 (B) only.
IR identification beacon On On for para 2 (B) only.

Notes to Table 6-15:
The following abbreviations are used:-
OFF - Lighting selected off.
VLP - Very Low Power setting, typically 5-10% rated power.
BF - Blue Filter added to fitting.
NT Light unit not emitting infra-red, (non tungsten) e.g. electro-luminescent or LED.
This Annex presents information on each type of light system that may exist at an airfield.
The selection of lights to be controlled during NVG operations is an operational decision. For
fixed wing operations the most basic Plan may only retain obstacle lighting. For helicopter
operations the Plan may include the NATO T and an identification beacon.
10. The time need to activate and fully implement the Lighting Control Plan should be
determined by operational assessment. The time interval between reversion from NVG to
normal operations for all services should be as short as practicable and should not exceed
15 seconds.
11. The effectiveness of the Operational Lighting Control Plan should be checked by
means of a flight check.
12. NVG are designed to operate with low levels of light. Sources that emit high levels of
infra-red radiation can reduce the contrast of the image seen by the pilot. In more extreme
cases the infra-red glare can completely disable the NVG.
13. The output from lights can be made compatible with NVG in a number of ways; by the
reduction of the amount of infra-red radiation emitted, by selective filtering of the light, by
careful control of the light beam coverage and in the extreme case by the extinguishing of the
light.
14. Most airfield lighting uses tungsten filament lamps. In all cases a large percentage of
the energy is emitted in the red and infra-red parts of the spectrum where NVG are most
sensitive.
15. As the voltage on the filament is reduced the total energy emitted is reduced, but the
proportion of the energy in the infra-red is increased. When the voltage is reduced below
approximately 20% of the rated voltage (10% power) very little visible energy is emitted.
However, sufficient infra-red energy is present to produce an image in the NVG that can
have ranges in excess of 5km without adversely affecting NVG performance. Thus an NVG
setting on the light control system where no visible light is seen can provide an adequate
lighting pattern for NVG operations.
16. One alternative method, that enables levels of white lighting to be emitted that are
sufficient for simultaneous operations using normal eye sight or NVG involves the use of blue
filters attached to the light source. These carefully selected filters, by removing the red and
near infra-red transmission still produce a light that subjectively is seen as white light.
However, because the wavelengths that affect the NVG are heavily suppressed the problems
of goggle overload can be adequately dealt with. This approach is particularly useful for
apron floodlighting and other maintenance areas such as HAS and hangers, where lighting
needs to be available whenever operations are taking place. A practical problem that can
exist with this technique is caused by the high levels of heat retention in the light fitting due to
the filter.

17. Devices that produce light by the excitation of phosphors, such as electro-luminescent
systems and light emitting diodes can in some cases be used to provide equipment that can
be used simultaneously by pilots with or without NVG.
18. In some circumstances, NVG compatibility can be achieved by careful design of the
light fitting. For example, floodlighting and street lighting can be designed so that no
significant light is projected above the horizontal. This type of light is available because of
general concern about environmental light pollution caused by light spillage into unnecessary
areas.
19. The use of NVG generally reduces the amount of visual aids that are necessary to
support night operations.
20. For fixed wing operations runway edge lighting is recommended, together with taxiway
lighting.
21. Helicopter operations should be supported by a NATO ‘T’ pattern defined by infra-red
marker lights. An infra-red airfield identification beacon is also recommended.

Chapter 7:
Visual Aids for Denoting Obstacles
GENERAL
1. The marking and/or lighting of obstacles is intended to reduce hazards to aircraft

operating at low level under visual flight conditions or moving on the surface by indicating the
presence of the obstacles. The requirement to light air navigation obstacles is determined by
a process of consultation between local planning authorities, MOD and the Civil Aviation
Authority. See Table 1-2.
2. In areas beyond the obstacle limitation surfaces of an aerodrome, objects that extend
to a height of 150m or more above ground elevation are regarded as obstacles. Other
objects of a lesser height that are assessed as hazards to aviation are also to be treated as
obstacles. They should be marked and/or lighted as detailed in the following sections.
3. A fixed obstacle that extends above a take-off climb surface within 3000m of the inner
edge of the take-off climb surface should be marked and, if the runway is used at night,
lighted, except that:
a. Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle.
b. The marking may be omitted when the obstacle is lighted by medium intensity
flashing white obstacle light, by day and its height above the level of the surrounding
ground does not exceed 150m; and
c. The marking may be omitted when the obstacle is lighted by high intensity
obstacle lights by day.
4. A fixed obstacle that extends above an approach or transitional surface within 3000m
of the inner edge of the approach surface will be marked and, if the runway is used at night,
lighted, except that:
a. Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle;
b. The marking may be omitted when the obstacle is lighted by medium intensity
flashing white obstacle lights by day and its height above the level of the surrounding
ground does not exceed 150m.
c. The marking may be omitted when the obstacle is lighted by high intensity
obstacle lights by day.
5. A fixed object that extends above an obstacle protection surface should be marked
and, if the runway is used at night, lighted.
6. All obstacles within the distance specified in Table 4-13, from the centre-line of a
taxiway or apron should be marked, and if the surface is used at night, lighted.
7. Elevated AGL on aerodromes should be made conspicuous by day by a suitable form

of marking. This can be achieved by marking their position with Airfield Retro-reflective
Markers (ARMs) and/or utilising AGL painted aviation yellow.

MARKING OF OBJECTS
8. New buildings are required to meet with this section for markings, but old structures are
to remain as presently marked until normal maintenance repainting is necessary. See
Chapter 6 Para 4 for Aerodrome Markings. Where painting certain precision or critical
surfaces would have an adverse effect on the desired transmission or radiation
characteristics of a radio frequency signal, such painting may be omitted.
9. All fixed objects that are sufficiently conspicuous by their shape, size or colour need not
otherwise be marked. All fixed obstacles that require marking should be conspicuously
coloured. If this is not practicable, markers should be displayed on them.
10. No fixed obstacle need be marked if it is lit by high intensity flashing white obstacle
lights.
11. A fixed obstacle should be coloured to show a chequered pattern if it has essentially
unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5m in both
directions. The pattern should consist of rectangles with sides of not less than 1.5m and not
greater than 3m.
12. A fixed obstacle should be coloured to show contrasting bands if:
a. It has essentially unbroken surfaces and has one dimension, horizontal or

vertical, greater than 1.5m, and the other dimension, horizontal or vertical , less than
4.5m; or
b. It is of skeletal type with either a vertical or horizontal dimension greater than

1.5m.
13. The bands should be perpendicular to the longest dimension and have width the
dimensions of which are in accordance with Table 7-1. Also see Figure 7-1.
14. A fixed obstacle whose height and width are less than 1.5m will be painted a
conspicuous colour.
15. The colours used for marking fixed obstacles are to contrast with the background
against which they will be seen. Where practicable red and white or alternatively orange and
white will be used. The chequers/bands on the extremities of the obstacle should be of the
darker colour. See Figure 7-1.

Figure 7-1 Examples of Conspicuous Markings

Longest Dimension
Greater than Not Band Width
exceeding
1.5m 210m 1/7 of longest dimension
210m 270m 1/9 of longest dimension
390m 450 1/15 of longest dimension
Table 7-1 Dimensions of Obstacles Marking Bands
≥4.5m
≥4.5m
<4.5m
>1.5m
>1.5m
<4.5m
Use of Markers
16. Markers displayed on or adjacent to objects should be located in conspicuous

positions so as to retain the general definition of the object without increasing the hazard it
presents. The markers should be coloured either red and white or alternatively orange and
white to contrast with the background. For Aerodrome Markers see Chapter 6 Para 52.
Marking of Unserviceable Surface Areas
17. Markers as described Chapter 6 Para 22 should be used to delineate an

unserviceable portion of the manoeuvring area.
LIGHTING OF OBSTACLES
18. Low intensity obstacle lights should be used on obstacles less than 45m high. Where
this is deemed to be inadequate medium or high intensity lights should be used to light

obstructions. Eg an obstacle in the outer area of the approach or high ground adjacent to the
aerodrome circuit. For rotary wing permanent bases see Chapters 10 and 11.
a. Low intensity 10 cds minimum see Table 7-2 lights should be used for obstacles
on the movement area where 200 candela lights may cause dazzle.
b. Low intensity 200 cds see Table 7-2 lights should be used away from the
movement area or in areas on the movement area with high levels of background
luminance.
19. Medium intensity steady red obstacle lights should be used, either alone or in
combination with other medium or low intensity obstacle lights from 45m up to, but not
including 150m in height.
20. Where physically practicable high intensity flashing white obstacle lights should be
used to indicate the presence of an obstacle if its height is 150m or more. Where the use of
high intensity obstacle lights may dazzle pilots in the vicinity of an aerodrome or cause
significant environmental concerns, the appropriate military authority should be contacted for
advice.
Note: High intensity obstacle lights are intended for day as well as night use. Care is
needed to ensure that these lights do not create dazzle. Guidance on the design, location
and operation of high intensity obstacle lights is given in ICAO Aerodrome Design Manual
Part 4.
Location of Obstacle Lights
21. Except in the case of a chimney or other substance emitting structure one or more
obstacle lights should be located as close as practicable to the top of the object. The top
lights should be so arranged as to at least indicate the points or edges of the object highest
in relation to the obstacle limitation surface. See Location of Obstacle Lights in Table 7-2.
22. In the case of a chimney or other substance emitting structure, the top lights should be
placed sufficiently below the top so as to minimise contamination by smoke.
23. In the case of a tower or antenna structure indicated by high intensity obstacle lights by
day with an appurtenance, such as a rod or an antenna, greater than 12m where it is not
practicable to locate a high intensity obstacle light on the top of the appurtenance, such a
light should be located at the highest practicable point and a medium intensity flashing white
light unit should also be mounted on the top.
24. In the case of an extensive object or a group of closely spaced objects, top lights
should be displayed at least on the points or edges of the objects highest point in relation to
the obstacle limitation surface, so as to indicate the general definition and the extent of the
objects. If two or more edges are of the same height, the nearest the landing area should
be marked. Where low intensity lights are used, they should be spaced at longitudinal
intervals not exceeding 45m. Where medium intensity lights are used, they should be
spaced at longitudinal intervals not exceeding 90m.
25. Where the top of an obstacle is more than 45m above the level of the surrounding
ground, additional lights should be provided at intermediate levels. These additional lights
should be spaced as equally as practicable between the top light and ground level as
follows:
a. When low or medium intensity obstacle lights are used the spacing should not
exceed 45m.

b. Where high intensity lights are used on an obstacle other than on a tower
supporting overhead wire or cables, the spacing between the lights should not exceed
105m.
26. The number and arrangement of the obstacle lights at each level to be marked should
be such that the object is indicated from every angle in azimuth. Where a light is shielded in
any direction by another part of the object, or by an adjacent object, additional lights should
be provided on that object in such a way as to retain the general definition of the object to be
lighted. If the shielded light does not contribute to the definition of the object to be lighted, it
may be omitted.
27. All fixed obstacle lighting located on the aerodrome should be under the control of
ATC.
28. The physical characteristics of the obstacle lights should be in accordance with Table
7-2.
Table 7-2 Characteristics of Obstacle Lights

Beam Coverage Minimum
(Degrees) Average Setting
Light Type Colour Remarks
Intensity
Horizontal Vertical
(cds)
Low Intensity, Red Omni- +0° to 30° 10 Steady
(Fixed Obstacle) directional
Low Intensity, Red Omni- +5°to +8° 200 Steady
(Fixed Obstacle) directional +0° to 15° 50
Medium Intensity Red Omni- ±4° 2000±20% Steady
directional
Medium Intensity White Omni- ±4° 20 000±20% Flashing rate 20–
(Fixed Obstacle) directional 60 per minute
High Intensity White 120° 3° 200 000 day Flash rate 40fpm
20 000 dusk
2 000 night

Figure 7-2 Location of Obstacle Lights
Aircraft Arresting Barrier Warning Lights
29. Arrester barriers of the elevated type should be considered as obstacles. In addition
to obstacle lights, warning lights should project into the approach sector and possess the
following characteristics:
a. A flashing red uni-directional light located adjacent to each barrier mechanism

and directed into the overshoot area should be provided. The flashing lights should
warn approaching flight crew that the downwind barrier is erected. These lights should
operate automatically when the barrier is raised and flash continuously at a flash rate of
60 flashes per minute until the barrier is lowered. Both lights should flash
simultaneously.
b. The flashing lights should be mounted on a frangible structure at a height of

0.9m above ground level and located just outside the brake mechanism assembly.
They should be actuated by the raising mechanism. The physical characteristics of
the lights should be similar to those of stopway lights.
c. It is recommended that physical checks of the barrier and warning light system be
made twice daily and after each change in direction of traffic.

Chapter 8:
Aerodrome Equipment, Installations, Maintenance and Systems
AIRCRAFT ARRESTING SYSTEMS
1. Aircraft arresting systems are of 2 main types – barriers with nets and arresting gears
fitted with hook cables. Operational characteristics are contained in AP 119J-1400-1.
Clearance for aircraft to engage arrester systems or trample cables is published in ‘Release
to Service’ documents and Aircrew Manuals.
2. Stations should promulgate arrester system details in the relevant aeronautical

information publications.
SECONDARY POWER
3. At least one alternative electrical input supply should be provided for precision and
non–precision approach runways, including internally lit mandatory signs where appropriate.
Chapter 6 Para 47. It is also recommended for non-instrument runways. Table 8-1 details
the maximum time interval to be achieved between failure of the normal source of supply and
the restoration of the individual services (Maximum Switchover Time) when in the associated
visibility conditions. The Maximum Switchover Time is the time required for the actual
intensity of a light measured in a given direction to fall from 50% and recover to 50% during a
power supply changeover, when the light is being operated at intensities of 25% or above.
Table 8-1 Maximum Switchover Times

Maximum
Runway Lighting Aids Requiring Power Switchover
Time (secs)
Cat II Precision App Approach Lighting (Inner 300m) 1
Approach Lighting (other parts) 15
Runway Edge 15
Supplementary Approach 1
Runway Threshold and End 1
Runway Centre-Line 1
Runway Touchdown Zone 1
All Stop Bars 1
Essential Taxiway and Mandatory Signs 15
Obstacle Lighting 15
PAPI 15
Cat I Precision App / PAR Approach Lighting 15
Runway Edge 15
Essential Taxiway and Mandatory Signs 15
Obstacle Lights 15
PAPI 15
Non-Precision App Approach Lighting 15
Runway Edge 15
Obstacle Lighting 15
PAPI 15
Take –off runway intended for Runway Edge 15 a
use in RVR condition less than Runway End 1
800m Runway Centre-Line (where fitted) 1
Essential Taxiway 15
All Stop Bars (where fitted) 1
Obstacle Lights 15
a.
One second if runway centre-line lights are not provided.

4. Requirements for an alternative electrical supply may be met by either of the following:
a. A separate grid source supplying the aerodrome from a sub-station other than the
normal sub-station through a transmission line following a route different from the
normal power supply route such that the possibility of a simultaneous failure of the
normal and separate grid source is extremely remote; or
b. Standby power unit(s) from which electrical power can be obtained.
5. Where there is no alternate power supply to support lighting of non-precision and non-
instrument runways, portable lighting may be used.
6. A check of an alternative input supply to the AGL system (where provided) operating
under full load should be made at least once a month. Where the alternative input power
supply is provided by independent generators, they should be run for at least 15 minutes
under full load when carrying out this check. When automatic switchover is provided a check
of the switching system should also be made. A log should be maintained detailing each
check undertaken with the maximum switchover times and generator running times recorded
along with any action taken. See Table 2-2.
Interleaving of AGL Electrical Circuits
7. The configuration of the electrical circuits that make up the AGL system should be
designed so that a failure of a single circuit will not cause a total lack of guidance. One
means of providing a continuity of service will incorporate interleaving techniques where
alternate light units and/or lamps are controlled separately. The minimum requirement is as
follows:
a. Two separate interleaved circuits for each of the following systems:
(1) Approach lighting (including Wing Threshold Bars) on precision approach

runways.
(2) Supplementary approach lighting.
(3) HI runway edge (including IRDMs).
(4) HI runway centre-line lighting.
(5) Touch down zone lighting.
(6) Runway end lighting (may be connected to LI runway edge circuits).
(7) LI runway edge lighting.
(8) Stop bar.
b. One separate circuit for each of the following systems:
(1) HI simple approach lighting.
(2) Approach lighting on non-precision approach runways.
(3) Threshold.
(4) PAPI (Per Wing Bar).

(5) Taxiway and apron edge lighting.
8. Where interleaved circuits are provided, alternate lights are normally connected to the
same circuit. However, care must be taken in the design of interleaved circuits to ensure that
in the event of the failure of one or more circuits, a recognisable pattern and any colour
coding is retained.
9. Interleaved circuits may be provided for the services listed in Para 7.b in order to
increase integrity or to overcome a technical difficulty. However, PAPI installations should
be limited to two circuits per runway end.
10. Where a runway is used also as a taxiway and both taxiway and runway lighting are
provided, the lighting circuits should be interlocked in order to prevent the selection of both
systems simultaneously.
Electromagnetic Compatibility (EMC)
11. The AGL system and its components should conform to the EMC Directive
89/336EEC.
AGL Operational Luminous Intensity
12. In order to provide the AGL operational luminous intensity the AGL services should be
provided with a range of recommended output current steps in accordance with Table 8-2.
Runway End Services
13. Where a runway control position is established; a minimum 16 Ampere, RCD and
PEM's protected, IP67, IEC 60309, switched socket outlet should be provided to enable an
electrical supply suitable for the truck runway control, positioned as follows;
a. On runway aerodromes. To the left or right of the runway a minimum of 45m

from the runway edge and 70m from the threshold.
b. On non-runway aerodromes. At the down-wind side of the airfield, and so

positioned that two or more aircraft may land simultaneously to the right of the truck
with sufficient space available to the left of the truck to enable aircraft to take off
(left/right as seen by a pilot in the approach).

Table 8-2 Recommended AGL Luminous Intensity Control Stages

2 Stage Brilliancy
Lighting 6 Stage Brilliancy (+NVG)
Information (+NVG)
Service
Max 2 3 4b 5 Min NVG
Luminous a
100 30 10 3 1 0.3 -
Intensity (%)
HI Approach
Primary
12.0 9.72 8.28 7.08 6.12 5.28 2.8
Current (A)
Luminous
100 30 10 3 1 0.3 -
Supplementary Intensity (%)
Approach Primary
12.0 9.72 8.28 7.08 6.12 5.28 N/A
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
Wing Threshold
Primary
12.0 9.72 8.28 7.08 6.12 5.28 2.8
Current (A)
Luminous
100 80 30 10 3 1 -
Intensity (%)
PAPI
Primary
12.0 11.52 9.72 8.28 7.08 6.12 N/A
Current (A)
Luminous
100 30 10 3 1 0.3a -
Touchdown Intensity (%)
Zone Primary
12.0 9.72 8.28 7.08 6.12 5.28 N/A
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
Rwy Centre-Line
Primary
12.0 9.72 8.28 7.08 6.12 5.28 N/A
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
Threshold Bar
Primary
12.0 9.72 8.28 7.08 6.12 5.28 3.2
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
HI Rwy Edge
Primary
12.0 9.72 8.28 7.08 6.12 5.28 3.0
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
Rwy End Bar
Primary
12.0 9.72 8.28 7.08 6.12 5.28 3.2
Current (A)
Luminous
100 30 10 3 1 0.3a -
Intensity (%)
LI Rwy Edge
Primary
12.0 9.72 8.28 7.08 6.12 5.28 3.2
Current (A)
Max Min NVG
Luminous
Twy Edge 100 10 -
Intensity (%)
Primary
6.0d 4.4 d -
Current (A)
Luminous
Twy Centre-Line 100 10 -
Intensity (%)
Primary
6.0 d 4.4 d 2.5
Current (A)
a
If required, this brilliancy stage may be replaced with a 0.05 stage (Primary Current = 4.4A).
b
Where NVG compatible lighting is operationally justified then the Stage 4 brilliancy stage may be
omitted and Stages 4 and Min. moved up one stage with the new NVG setting being inserted at the Min.
setting. The given primary currents may require adjusting to suit local environmental conditions.
c
Where NVG compatible taxiway lighting is required an additional brilliancy stage is required. This
will require the Modular Control System (MCS) to be modified.
d
These current values may need to adjusted where LED technology is used.

MAINTENANCE
General
14. The maintenance of AGL equipment should consider the objectives of aerodrome
operations and address the impact on such operations whilst maintenance activities are
being performed. In addition, during periods of maintenance, or equipment failure, it may be
necessary to operate AGL circuits on local control at the 'A' and/or 'B' Centres, thus removing
control from ATC whilst the work is being performed. A procedure for local operation should
be agreed with ATC before local switching of AGL circuits commences. A record of all
maintenance operations should be kept including periods when local operation of a circuit or
'A' and 'B' Centre is under the control of maintenance staff. A log book should be provided
at each 'A' and 'B' Centre for this purpose. As an aid to maintenance each AGL location
should be marked with an identification number legible, where practicable, from a passing
vehicle (eg 27/A/14 refers to light position No 14 of circuit A on runway 27) as follows:
a. Short term measures for no more than 12 months may utilise:
(1) Lights in paved areas – Numbers painted with white road paint adjacent to
the light fitting.
(2) Lights in grassed areas – Numbers painted on a suitable tag, plate or

plinth.
(3) Pole or mast mounted lights – Numbers painted on plates attached to the
poles or masts.
b. The number of each position should be permanent, reusable and may be

repositioned when required without the necessity for refurbishment. Identification of
fittings, particularly inset type, should be considered as part of an overall maintenance
strategy and potential asset audit system. The use of electronic tagging should be
viewed as an innovative solution.
15. Maintenance Objectives. The objectives contained in Table 8-3 specifically target
precision approach runways and operations in low visibility. For precision approach runways
the MMO is expected to provide evidence that the performance of the associated AGL meets
the requirements for all weather operations, which include Table 8-3. One method of
providing such evidence will carry out regular measurements of the photometric performance
(ie the luminous intensity, beam coverage and alignment) of the AGL when in service. The
MMO, as part of its planned maintenance strategy (See BS EN 61821), will carry out
sufficient ‘in situ’ photometric measurements for instrument runways to ensure the runway
AGL services remain serviceable as defined in Para 16 and Table 8-3.
16. Serviceability. A light should be deemed to be unserviceable when the main beam
average intensity is less than 50% of the value specified in the appropriate figure detailed in
Annex 6B. For light units where the designed main beam average intensity is above the
value shown in the relative figure, the 50% value should be related to the design value. In
order to verify serviceability levels are being maintained a formal procedure for the
photometric measurement and recording of serviceability will be implemented. See para 15.
17. Continuity of Guidance. In order to provide continuity of guidance an unserviceable

light should not be permitted adjacent to another unserviceable light unless the light spacing
is significantly less than that specified.
18. PAPI Systems. PAPI serviceability gives rise to additional considerations as moisture
and/or dirt on the lenses will diffuse the beam and can result in a white signal being emitted

at all angles of elevation. See Annex 6C Para 9. To prevent this potentially hazardous
situation from occurring additional measures should be adopted as follows:
a. Daily inspection to ensure:
(1) All lamps are operational and evenly illuminated.
(2) There is no damage to units.
(3) All lenses are clean.
(4) The change from red to white is coincident for all elements of a unit.
(5) The heating facilities are functioning correctly.
b. Bi-monthly inspection to ensure:
(1) Vertical alignment of each PAPI unit to a tolerance of ± 1 minute of arc.
(2) Azimuth alignment of each PAPI to a tolerance of ± 1 minute of arc.
c. Yearly inspection.
(1) Internally inspection of unit.
(2) Correct setting of black heat current. (Approx. 1.5A RMS)
Table 8-3 AGL Serviceability Levels

LANDING
AGL Service
CAT I CAT II/III
Approach beyond 450m 85% 85%
Approach inner 450m 85% 95%
Runway threshold 85% 95%
Runway end 85% 75%
Runway edge 85% 95%
Runway centre-line (where fitted) 85% 95%
TDZ (where fitted) 85% 90%
Series Circuit Insulation Resistance. The insulation resistance value of a primary series circuit
may decrease by a very significant amount before any operational effect on the AGL is noticed;
however in this case there would be a much greater risk of harm to maintenance or installation
persons and risk of loss to operational capability. MMO’s should comply with the procedures
and recommendations dealing with AGL circuit installation, commissioning, maintenance and
fault finding detailed in Policy Instruction 29/2005, titled “Installation, Commissioning and
Maintenance of Aeronautical Ground Lighting Cable Circuits”. See Table 2-2.
Airfield Pavement Maintenance
19. Details regarding airfield pavement maintenance are covered in Chapter 2 and Chapter
15 Para 4 and Annex 15B.
RUNWAY VISUAL RANGE SYSTEMS
Measurement of Runway Visual Range (RVR)
20. General. The measurement of RVR may be undertaken by the Human Observer
method utilising a switched RVR lighting system. Where operationally justified an

instrumental RVR system may be provided utilising transmissometers appropriately located

along the length of the runway and providing RVR information to ATC.
21. The standard RVR measurement system utilising the human observer technique
comprises:
a. A number of reference lights of the same type and intensity as the runway lights
and connected to the same electrical circuits as the HI runway edge lights, are located
at regular intervals alongside the runway in accordance with Figure 8-1. The lights
should be:
(1) Sited at approximately 60m intervals from the observer to a distance of

800m and at 100m intervals between 800 and 1400m unless otherwise restricted
by airfield topography or layout. Separation between the runway edge lights and
RVR lights should be a maximum of 3m.
(2) Pointed towards the observation point. Each reference light should have
the ability to be individually controlled from the observation point. In the event of
a control failure each reference light should remain on.
b. The observation point should comprise of a cabin, or similar facility mounted on

a frangible tower, the height of which ensures that an observer's eye-level is 15ft above
the ground. This tower should be sited in accordance with Figure 8-1. The cabin
should be fitted with an observation panel subtending an angle of at least 30°
horizontally and 30° vertically about the observer's line of sight when viewing the
landing direction. The observer should have a means of communicating directly with
ATC.
c. The observer, who should have satisfactory eyesight, should count the number
of RVR lights that can be seen and pass this figure to the aerodrome controller. The
controller should convert the reported figure to a distance in metres by reference to the
relevant conversion table, and pass this distance to the radar controller for
transmission to the pilot.
d. The conversion table should be prepared in the following manner:
(1) Obtain the actual distance of each reference light measured from the
observation point.
(2) From the actual reference light distances subtract the correction value,
given in Table 8-4, to arrive at the correct distances.
(3) Round the corrected distances down to the next 50m increment up to
800m) or to the next 100m increment (beyond 800m) to obtain the converted
RVR to be passed to the flight crew.
(4) The RVR conversion table consists of the RVR light number and the
converted RVR distance in metres. See Table 8-5..
Table 8-4 Positioning of RVR Lights

RVR Light Number Correction to be Subtracted (m)
1 20
2 25
3 25
4 30
5 35

RVR Light Number Correction to be Subtracted (m)

6 40
7 40
8 45
9 45
10 50
11 55
12 55
13 60
14 65
15 75
16 85
17 90
18 90
Table 8-5 RVR Conversion Table

Actual
Correction to Corrected Converted
Distance of
RVR Light No. be subtracted Distance RVR Distance
RVR Light
(m) (m) (m)
(m)
(a) (b) (c) (b-c) (d)
1 210 20 190 150
2 268 25 243 200
3 326 25 301 300
4 385 30 355 350
5 445 35 410 400
6 504 40 464 450
7 564 40 524 500
8 623 45 578 550
9 683 45 638 600
10 743 50 693 650
11 803 55 748 700
12 902 55 847 800
13 1002 60 942 900
14 1102 65 1037 1000
15 1202 75 1127 1100
16 1301 85 1226 1200
17 1401 90 1311 1300
18 1501 90 1401 1400
Note: The final RVR conversion table for the aerodrome used in this example would
consist of columns (a) and (d) only.

Figure 8-1 RVR Siting Plan

Chapter 9:
Aircraft Picketing/Tie Down and Earthing Requirements
AIRCRAFT PICKETING/TIE DOWN REQUIREMENTS
Introduction
1. It is common for aircraft (including rotary wing aircraft) not in use to be left out in the
open and parked on hard-standings. In these circumstances there is a need for certain
aircraft types to be tethered down in order to ensure stability in high wind conditions. This is
normally accomplished by mooring cables fastening the aircraft to specially constructed
anchor points built into the pavement. These anchor points are generally referred to as
picketing points. The requirements are laid down in aircraft manuals. Further information
can be obtained from MOD Specialists including the relevant aircraft support authority at
DE&S.
EARTHING REQUIREMENTS FOR AIRCRAFT ON MILITARY ESTABLISHMENTS
Introduction
2. Earthing requirements for aircraft on military establishments are detailed in the

following documents:
a. Maintenance & Airworthiness Processes (MAP) – 01 Chapter 6.4 – Electrical

Bonding and Earthing of Aircraft and Associated Ground Support Equipment. RA 4255.
b. AP113A-0201-1 Earthing of Aircraft and Ground Power Equipment.
c. Further guidance is provided in DIO Practitioner Guide PG 01-2008 Management

of Visual Aids at Military Aerodromes, Annex D.

Chapter 10:
Aerodrome Design Specification for Rotary Wing Permanent
Bases
ROTARY WING PERMANENT BASE DATA & PHYSICAL CHARACTERISTICS
General
1. These specifications and criteria apply to the new construction, modification and
restoration of military rotary wing permanent base facilities at home and overseas. They are
mandatory unless specific engineering or operational considerations dictate a variation, in
which case the sponsors should seek formal approval from the appropriate Military
Authorities as laid down in Chapter 2. The classification and criteria for Domestic Helicopter
Landing Sites in Royal Navy and Royal Marine Establishments are set out in Annex 10A
Domestic Helicopter Landing Site for these purposes is defined as one available for the
regular movement of passengers and stores in peacetime.
2. These criteria and standards do not apply to rotary wing non-permanent bases, field
locations and Helicopter Landing Sites listed in the Helicopter Landing Sites Directories.
Advice on these sites should be obtained from the Appropriate Military Authority.
3. These criteria and standards do not apply to elevated heliports, helidecks or shipboard
helidecks. Advice on these sites should be obtained from the Appropriate Military Authority.
4. Where this Chapter does not contain information on a topic, then reference should be
made to the relevant Chapters (3 & 10). For visual aids for surface level rotary wing
permanent bases see Chapter 11.
Categorisation of Rotary Wing Permanent Bases
5. The categorisation of rotary wing permanent base movement areas is by ‘Performance

Class’ of the design helicopter. Performance Classes of helicopters are given in Table 10-1.
Table 10-1 Performance Classes of Helicopters

Performance
Characteristic Remarks
Class
Multi-engine helicopter capable of Prior to CDP loss of engine forces
maintaining flight with OEI after reaching helicopter to make a controlled
1
CDP. landing. A suitable clearway of either
land or water is required.
Helicopter capable of maintaining a safe a. Dependant on payload and
height after an engine failure during temperature.
most phases of flight (eg cruise) but are b. Some multi-engine helicopters can,
2 forced to land if an engine fails during even if capable of operating at
the initial phase of take-off or during the Performance Class 1, should be
final stages of landing. operated at a higher payload at this
class.
Single engine helicopter, or multi-
engined helicopter operating beyond
3 Class 1 & 2 payload limits, where a
forced landing would, in all cases, have
to be made in the event of engine failure.

Rotary Wing Permanent Base Physical Characteristics
6. Rotary wing permanent base physical characteristics are as given in Table 10-2 and
illustrated in Figure 10-1. Taxiway separation distances are given in Table 10-3.
Table 10-2 Rotary Wing Permanent Base Physical Characteristic

Facility Dimensions Slope Additional Information
FATO
Performance a. Rectangular. Surface that should:
Class 1 b. Width 1.5 x maximum design a. be rotor downwash
Overall ≤ 3%
helicopter helicopter overall dimension. resistant.
Locally ≤ 5%
c. Length dependent on design b. be free of irregularities.
helicopter characteristics c. be strong enough for
Performance a. Circular. rejected take-off by
Class 2/3 b. Diameter 1.5 x maximum Performance Class 1
helicopters design helicopter overall Overall ≤ 3% helicopters.
dimension. Locally ≤ 5% d. provide ground effect.
c. RTODAH not normally
defined.
Location in Aeroplane/ FATO edge FATO that should not be
relation to a helicopter to runway/ located near:
runway or mass (kg) taxiway edge a. taxiway intersections or
taxiway holding points where jet
< 2720 60m efflux is likely to cause high
≥2720 & <5760 120m turbulence.
≥5760 & <100000 180m b. areas where aeroplane
≥ 100000 250m vortex wake generation is
likely to exist.
CLEARWAY
Performance a. Width ≥ width of associated Ground not to a. located beyond upwind
Class 1 safety area. penetrate an end of RTODAH.
helicopter b. Length as required. upward slope b. air movement obstacles
from the FATO to be removed.
periphery of
3%
Performance
Class 2/3 Clearway not required.
helicopters
TLOF
Performance Any shape able to a. slope sufficient to prevent
Class 1/2/3 accommodate a circle of water accumulation.
helicopters diameter 1.5 x maximum b. not necessarily located
design helicopter undercarriage within the FATO
≤ 2%
dimension + 10m. c. be capable of
withstanding the traffic of
helicopters that the area is
intended to serve.
SAFETY AREAS
FATO Width: the larger of 3m or 0.25 a. safety areas surround
- VMC x maximum design helicopter Upwards @
FATO on all sides.
overall dimension. 4% from FATO
b. surface abutting FATO
edge.
should be continuous and


FATO a. Width ≥ 45m each side of capable of supporting
- IMC FATO centre-line. design helicopter without
Upwards @
b. Length ≥ 60m beyond FATO 4% from FATO structural damage.
ends. c. surface should be rotor
edge
downwash resistant.
Functional Height ≤ 25cm at FATO edge Only functional frangible

objects in increasing from FATO edge at Upwards @
fixed objects and no mobile
safety areas specified slope. 5% from FATO
objects permitted inside
edge
safety area outer boundary.
GROUND TAXIWAY. For powered helicopter surface movement the requirements of
Chapters 3 to 10 are applicable as modified below.
Surface Main gear span Width a. slope sufficient should
Longitudinal provide rapid drainage.
< 4.5m ≥ 7.5m
≤ 3% b. be capable of
≥ 4.5m & < 6.0m ≥ 10.5m Transverse withstanding the traffic of
≥ 6.0m & < 10.0m ≥ 15.0m ≤ 2% helicopters that the area is
≥ 10m ≥ 20.0m intended to serve.
Shoulders To extend symmetrically on Longitudinal a. surface should be rotor
each side of the taxiway and a ≤ 3% downwash resistant.
width ≥ 0.5 x maximum design Transverse
helicopter overall dimension ≤ 2%
Horizontal Horizontal curves should be
centre-line compatible with design
≥ 20m
curvature helicopter.
radius
Intersection
edge fillet 10m
radius
Separation See Table 10-3
AIR TAXIWAY. For helicopter air movement within ground effect height and ground speed ≤
37km/hour (20kt)
Surface Width ≥ 2 x maximum design Longitudinal Surface should:
helicopter overall dimension. ≤ 7% a. be rotor down-wash
Transverse resistant.
≤10% b. suitable for emergency
landing.
c. slopes should be within
design helicopter
parameters.
d. provide ground effect.
AIR TRANSIT ROUTE. For helicopter movement at height ≤ 30m and groundspeed >
37km/hour (20kt)
Day Width ≥ 7 x design helicopter Routes to be selected
RD. should allow
autorotative/OEI landings to
minimise injury or damage
to property.
Night Width ≥ 10 x design helicopter
RD.


Centre-line
direction ≤ 120o
change
Centre-line
≥ 270m
turn radius
APRONS. The requirements, see Chapter 6 are applicable as modified below and in Table
10-3
Stand Square of side ≥ maximum
design helicopter overall ≤ 2%
dimension + 2m
Figure 10-1 Rotary Wing Permanent Base Characteristics
Safety area
Rejected take-off area TLOF
Safety area
Clearway FATO
Table 10-3 Separation Distances (expressed in multiples of maximum design helicopter overall
dimension with rotors turning)
Helicopter
Air Helicopter
Facility Ground a Objectb
Taxiway Standcdefg
Taxiwaya
Helicopter ground taxiway 2 3 1.25 1.75
Air taxiway 3 3 1.5 2.5
Object 1.25 1.5 1.25(1.5)
Helicopter Standcd 1.75 2.5 1.25 (1.5) 1.5 (1.75)
a b c
Centre-line to centre-line Centre-line to edge of object Centre-line to centre
d
Stands with through ground taxi access. Figures in ( ) for through hover taxi access
e
Simultaneous hover operations in/out of stands are equivalent to 2 x Air Taxiway operations
f
Stands may require increased spacing to that shown to allow for manoeuvring of helicopters
on the stands, either because there isn’t through access or because there is a need to
manoeuvre helicopters to park them headed into wind.
g
Stands without through access, no part of the turning helicopter to overlap the adjacent stand
clearance and helicopter to come to rest parked centrally pointing perpendicular to the line of
stands.
Obstacle Restriction and Removal
7. Figure 10-2 illustrates the airspace around rotary wing permanent bases that should be
maintained free from obstacles thus permitting safe helicopter operations. The obstacle
limitation surfaces are defined in Tables 10-4 Table 10-5, Table 10-6, Table 10-7 and the
limitation requirements are shown in Table 10-8.

Figure 10-2 Rotary Wing Permanent Base Obstacle Limitation Surfaces

B
conical
inner horizontal
clearway safety area transitional
A A
take-off climb FATO approach
inner horizontal
conical
conical
inner horizontal
transitional
take-off climb approach
FATO
Section A-A clearway
safety area
approach
conical inner horizontal
transitional
FATO
Section B-B

Table 10-4 Obstacle Limitation Surfaces Dimensions & Slopes - Non-instrument & Non-
precision FATO (slopes measured in the vertical plane containing the surface centre-line)
Non-Instrument (visual)
FATO
Surface and Non-Precision (instrument
Helicopter Performance
Dimension approach) FATO
Class
1 2 3
APPROACH An inclined plane or combination of planes sloping upwards from the
end of the safety area and centred on a line through the FATO
centre – see Figure 10-2.
Inner/outer edge Horizontal and ⊥ approach Horizontal and ⊥ approach surface
orientation surface
Inner edge width Safety area width Safety area width
Inner edge location Safety area boundary Safety area boundary
Inner edge elevation Safety area boundary centre- Safety area boundary centre-line
line elevation elevation
Sides (2) origin Ends of inner edge Ends of inner edge
First Section
Divergence day 10% 10% 10% 16%
night 15% 15% 15%
Length day 245ma 245ma 245ma 2500m
night 245ma 245ma 245ma
Outer width day 49mb 49mb 49mb 890m
night 73.5mb 73.5mb 73.5mb
Slope ≤ 8%a ≤ 8%a ≤ 8%a ≤ 3.33%
Second Section
Divergence day 10% 10% 10% -
night 15% 15% 15%
c c c
Length day -
c c c
night
d d d
Outer width day -
d d d
night
Slope ≤ 12.5% ≤ 12.5% ≤ 12.5% -
Third Section
Divergence parallel parallel parallel -
e e e
Length day -
e e e
night
d d d
Outer width day -
d d d
night
Slope ≤ 15% ≤ 15% ≤ 15% -
INNER HORIZONTAL Circular horizontal surface centred above a FATO to allow safe
visual manoeuvring.
Height - - - 45m
Radius - - - 2000m
CONICAL A surface sloping upwards and outwards from the inner horizontal
surface.
Slope - - - 5%
Height - - - 55m
TRANSITIONAL A complex surface along the side of the safety area and part of the
side of the approach surface, sloping upwards and outwards to the
inner horizontal surface or a pre-determined height–see Figure 10-2.
The surface will be plane or curved depending on the FATO profile.
Lower edge location See Figure 10-2

Lower edge elevation a. Approach surface: equal to the elevation of the approach surface
at that point.
b. Safety area: equal to the elevation of the FATO centre-line
opposite that point.
Upper edge location - - - In the plane of the inner horizontal
surface.
Slope 50% 50% 50% 20%
Height 45m 45m 45m 45m
a
Slope and length enables helicopters to decelerate for landing while observing ‘avoid’ areas.
b
The width of the inner edge should be added to this dimension.
c
Determined by the distance from the inner edge to the point where the divergence produces
a width of 7 x RD for day operations or 10 x RD for night operations.
d
7 x RD overall width for day operations or 10 x RD for night operations.
e
Determined by the distance from the inner edge to where the approach surface reaches a
height of 150m above the elevation of the inner edge.
Table 10-5 Obstacle Limitation Surfaces Dimensions & Slopes - Instrument (Precision
Approach) FATO (slopes measured in the vertical plane containing the surface centre-line)
3o Approach 6o Approach
Surface and Dimension Height above FATO Height above FATO
90m 60m 45m 30m 90m 60m 45m 30m
An inclined plane or combination of planes sloping upwards from the end
APPROACH SURFACE of the safety area and centred on a line through the FATO centre – see
Figure 10-2.
Orientation of inner/outer Horizontal and ⊥ approach
Horizontal and ⊥ approach surface
edges surface
Safety area boundary centre-line Safety area boundary centre-line
Elevation inner edge
elevation elevation
Length of inner edge 90m 90m 90m 90m 90m 90m 90m 90m
Distance from FATO end 60m 60m 60m 60m 60m 60m 60m 60m
Divergence each side to
25% 25% 25% 25% 25% 25% 25% 25%
height above FATO
Distance to height above
1745m 1163m 872m 581m 870m 580m 435m 290m
FATO
Width at height above
962m 671m 526m 380m 521m 380m 307.5m 235m
FATO
Divergence to parallel
15% 15% 15% 15% 15% 15% 15% 15%
sect
Distance to parallel
2793m 3763m 4246m 4733m 4250m 4733m 4975m 5217m
section
Width of parallel section 1800m 1800m 1800m 1800m 1800m 1800m 1800m 1800m
Distance to outer edge 5462m 5074m 4882m 4686m 3380m 3187m 3090m 2993m
Width at outer edge 1800m 1800m 1800m 1800m 1800m 1800m 1800m 1800m
Slope of 1st section 2.5% 2.5% 2.5% 2.5% 5% 5% 5% 5%
st
Length of 1 section 3000m 3000m 3000m 3000m 1500m 1500m 1500m 1500m
nd
Slope of 2 section 3% 3% 3% 3% 6% 6% 6% 6%
nd
Length of 2 section 2500m 2500m 2500m 2500m 1250m 1250m 1250m 1250m
Total length of surface 10000m 10000m 10000m 10000m 8500m 8500m 8500m 8500m
A surface sloping upwards/outwards from the outer limit of the transitional
CONICAL SURFACE
surface.
Slope 5% 5% 5% 5% 5% 5% 5% 5%

3o Approach 6o Approach
Surface and Dimension Height above FATO Height above FATO
90m 60m 45m 30m 90m 60m 45m 30m
Height 55m 55m 55m 55m 55m 55m 55m 55m
A complex surface along the side of the safety area and part of the side of
TRANSITIONAL the approach surface, sloping upwards and outwards to a pre-determined
SURFACE height – see Figure 10-2. The surface will be plane or curved depending
on the FATO profile.
Lower edge location See Figure 10-2 See Figure 10-2
a. Approach surface: equal to the a. Approach surface: equal to the
elevation of the approach surface elevation of the approach surface at
at that point. that point.
Lower edge elevation
b. Safety area, equal to the b. Safety area: equal to the elevation of
elevation of the FATO centre-line the FATO centre-line opposite that
opposite that point. point.
Slope 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3%
Height 45m 45m 45m 45m 45m 45m 45m 45m
Table 10-6 Obstacle Limitation Surfaces Dimensions & Slopes - Straight Take-off (slopes are
measured in the vertical plane containing the surface centre-line)
Surface and
Helicopter Performance Class Instrument
Dimension
1 2 3
TAKE-OFF CLIMB An inclined plane or combination of planes sloping upwards from the end of
SURFACE the safety area and centred on a line through the FATO centre – see Figure
10-2.
Inner/outer edge Horizontal and ⊥ approach Horizontal and ⊥ approach surface
orientation surface
Inner edge width Safety area width Safety area width
Inner edge location Safety area boundary or edge of Safety area boundary or edge of clearway
clearway
Inner edge elevation Safety area elevation at Safety area elevation at intersection of
(no clearway) intersection of take-off climb take-off climb surface centre-line and inner
surface centre-line and inner edge
edge
Inner edge elevation Elevation of highest ground on Elevation of highest ground on the
(clearway) the clearway centre-line clearway centre-line
First Section
Divergence day 10% 10% 10% 30%
night 15% 15% 15%
a
Length day 245mb 245mb 2850m
a
night 245mb 245mb
c
Outer width day 49md 49md 1800m
c
night 73.5md 73.5md
Slope ≤ 4.5%* ≤ 8%b ≤ 8%b ≤3.5%
Second Section
Divergence day parallel 10% 10% parallel
night parallel 15% 15%
e a a
Length day 1510m
e a a
night

Surface and
Helicopter Performance Class Instrument
Dimension
1 2 3
c c c
Outer width day 1800m
c c c
night
Slope ≤ 4.5%* ≤ 15% ≤ 15% ≤ 3.5%*
Third Section
Divergence - parallel parallel parallel
e e
Length day - 7640m
e e
night -
c c
Outer width day - 1800m
c c
night -
Slope - ≤ 15% ≤ 15% ≤ 2%
a
Distance from inner edge to point where divergence produces a width of 7 x RD for day operations
or 10 x RD for night operations.
b
Slope and length provides helicopters with an area to accelerate and climb while observing ‘avoid’
areas.
c
7 x RD overall width for day operations or 10 x RD overall width for night operations.
d
The width of the inner edge should be added to this dimension.
e
Determined by distance from the inner edge to where the surface reaches a height of 150m above
the elevation of the inner edge.
*
This slope exceeds the maximum mass OEI climb gradient of many currently operating helicopters
Table 10-7 Criteria for Curved Take-off Climb/Approach Area - Non-instrument Final Approach
and Take-offa
Facility Requirement
A complex surface, containing the horizontal normals to its
Take-Off Climb/Approach
centre-line, sloping upwards from the end of the safety area
Surface
centred on a line passing through the centre of the FATO.
Inner/outer edge orientation Horizontal and ⊥ approach surface.
Inner edge width Safety area width.
Inner edge location Safety area boundary or edge of clearway.
Inner edge elevation Safety area elevation at intersection of take-off climb surface
(no clearway) centre-line and inner edge.
Inner edge elevation
Elevation of highest ground on the clearway centre-line.
(clearway)
Directional change As required (120o maximum).
Radius of turn on centre ≥ 270m.
b
Distance to inner gate a. Performance Cl 1 helicopters ≥ 305m from end of safety
area/clearway.
b. Performance Cl 2/3 helicopters ≥ 370m from end of FATO.
Width of inner gate - day
Width of inner edge + 20% of distance to inner gate.
night Width of inner edge + 30% of distance to inner gate.
Width of outer gate day Width of inner edge + 20% of distance to inner gate out to
minimum width of 7 x RD.
Width of inner edge + 30% of distance to inner gate out to
night
minimum width of 10 x RD.
Elevation of inner and outer Determined by the distance from the inner edge and the
gates designated gradient(s).

Slopes As given inTable 10-5 and Table 10-6.

Divergence As given inTable 10-5 and Table 10-6.
Total length of area As given inTable 10-5 and Table 10-6.
a
Where more than one turn is necessary in the total length of the take-off climb/ approach
area, the same criteria will apply for each subsequent turn except that the widths of the
inner and outer gates will normally be the maximum width of the area.
b
This is the minimum distance required prior to initiating a turn after take-off or completing
a turn in the final phase (it ensures that the portion of the surface between the inner edge
and 30m above the inner edge is straight).
Table 10-8 Obstacle Limitation Requirements - Surface Level Rotary Wing Permanent Bases
Transitional
Horizontal
Approach
Take-Off
Surface
Conical
Climb
Inner
Precision Approach • • • • •
Non-Precision Approach • • • • •
Non-Instrument Approach • • •
Aircraft Picketing/Tie Down Requirements
8. Information regarding aircraft picketing and tie down requirements are contained in
Chapter 9.

Annex 10A:
Domestic Helicopters Landing Sites (HLS)
Classification
1. These regulations are designed to enable establishments to determine the criteria for
safety cover necessary for the operation of helicopters from domestic landing sites. A
Domestic Helicopter Landing Site (Domestic HLS) is defined as one available for the regular
movement of passengers and stores in peacetime. Fire cover for heliports operating
indigenous helicopters is defined in STANAG 3861. HLS used only in times of tension and
war may be considered as tactical sites and operated in accordance with ATP49c, Vol 2, UK
Supp.
2. All Domestic HLS establishments should be classified, and safety cover and lighting
provided, iaw Table 10-9 and Table 10-10. Classification should be based, in the first
instance, on frequency of use but other factors such as the type of helicopter commonly
using the site, the volume of passengers handled or the nature of stores moved, the location
of the site and its proximity to obstructions, or stores of flammable materials should be taken
into account. Units experiencing difficulty in classifying sites or requiring dispensation in the
safety cover required are to refer the matter to appropriate Aviation Duty Holder (DH).
3. Domestic HLS should be constructed iaw this Annex, and marked iaw Figure 10-4.
Temporary Domestic HLS need not be marked for single helicopter operations if approved by
the officer authorising the flight and following a ground or air survey. The establishment of
temporary sites for multiple helicopter operations requires the prior approval of the
appropriate DH. Regardless of the status of a site, its use remains at the discretion of the
aircraft captain.
4. All permanent Domestic HLS should be listed in the Royal Air Force Flight Information
Publication, Helicopter Landing Sites - United Kingdom (available from No 1 AIDU RAF
Northolt).
5. The criteria for fire and rescue cover for Royal Helicopter Flights are not covered by
this instruction but are as directed by The Queen’s Helicopter Flight. Establishments should
refer the requirement for safety cover for Royal Helicopter Flights through the appropriate
DH.
Criteria
6. Dimensions. The size of a domestic helicopter landing site will depend on many
factors. The type of helicopter to be operated, the size of any load to be lifted, etc; Figure
10-3 gives the maximum and minimum dimensions of a HLS. In the absence of definite
information on the type of helicopter to be operated, units should choose the large site.
Units wishing to construct sites smaller than the minimum should obtain approval from the
appropriate DH.
7. Approaches. Ideally there should be obstruction-free approach and exit paths into
wind. The criteria below represent the minimum required to permit full flexibility in helicopter
operations. Approaches that do not meet these criteria may be acceptable depending upon
the nature of the operation undertaken; i.e. reciprocal exit may be acceptable in light wind
conditions.
a. By Day. Within the selected approach and exit paths the normal maximum
obstruction angle to obstacles should not exceed 6° as measured from the landing

site to a distance of 500m (maximum obstacle height 52m (170ft) at 500m), iaw ATP
49c, Vol 2, UK Supp.
b. By Night. The selected approach and exit paths should contain a sector of not
less than 16° in azimuth measured from the landing point. The width of the approach
and exit paths should not be at least 50m, but should conform to the width of the
cleared to 0.6m area if this is greater than 50m. Within the selected approach/exit
paths, the maximum obstruction angle should not exceed 4° iaw ATP 49c, Vol 2, UK
Supp, and a glidepath indicator should be used. There are no restrictions on
obstruction angles outside the approach/exit paths but prominent obstructions should
be noted in the HLS Directory and lit where possible.
c. It may be impossible to meet the approach criteria because of buildings, etc. If

this is the case, the appropriate DH should be consulted on the marking of
obstructions by day and night.
8. Surfaces. The surface of the centre of the site should be even and sufficiently firm to
allow a fully loaded ground vehicle (0.25 ton for light helicopters, 3 tons for heavy
helicopters) to stop and start without sinking. The whole landing site should be cleared of
loose materials or piles of dust/sand, which could be blown up by the rotor blades. Landing
sites with sandy or dusty surfaces should be stabilised or covered by an agreed material
(metal matting, plastic membranes, log platforms, sealing with oil or water). Any snow on the
landing site should be removed and the site cleared of ice. Advice on the use of de-icers
suitable for aircraft operations may be obtained from Front Line Cmd (FLC).
9. Slope of Ground. Ideally, the ground on the landing site should be level. Where a
slope is present it should be uniform.
a. By Day. Slope should not exceed 7° (or 1 in 8) in any direction.
b. By Night. A reverse slope (nose down) is not permitted. Forward and/or lateral
slopes should not exceed 3°.
10. RADHAZ. The operation of helicopters in the vicinity of radiating aerials may present a
RADHAZ. Site operators should determine what (if any) precautions are necessary before
authorising flights.
11. Noise. Helicopters are frequently noisy and may cause distress to local inhabitants.
Noise abatement procedures should be designated if considered appropriate and details
entered in the Flight Information Publication.
Table 10-9 Daylight Operations

GROUP 1 GROUP 2 GROUP3
Up to 20 21 to 100 flights per month. 101+ flights per month or
flights per per 5 minutes. Maximum of multiple landings if less
FREQUENCY OF month. one flight per 15 minutes than 101 flights per
FLIGHTS Maximum of month.
one flight per
15 minutes.
Surface may Surface may be grass. Surface should be
LANDING POINT
be grass. concrete or tarmac.
Located As Group 1 As Group 1
adjacent to
WINDSOCK
site, clear of
buildings.
FIRE COVER Refer to JSP As Group 1 As Group 1

GROUP 1 GROUP 2 GROUP3

426 (Leaflet
14:5:2)
Nil. Doctor and ambulance at 5 As Group 2.
MEDICAL COVER
minutes notice
Nil but pilots As Group 1 Nil for single aircraft
will comply operations but a
with R/T nominated UHF or VHF
procedure in frequency should be
RADIO
'Helicopter manned for multiple
COMMUNICATIONS
Landing Site aircraft operations
Directory'. (frequency allocation
advice may be sought
from FLC)
LIGHTING Nil. Nil. Nil.
Nil. Nil. Red/green flares
available for use by Site
PYROTECHNICS
Co-ordinator but only if
site suitable.
Site booking As Group 1 As Group 1
required
SITE MOVEMENT through a
CO-ORDINATION published
telephone
number.
Table 10-10 Additional Requirements for Night Operations
GROUP 1 GROUP 2 GROUP 3

Nil but site As Group 1. Marshaller should have
availability may be completed a formal
indicated by use of course of training.
flags (day) or
illuminated wands
(night) as follows:
a. Stand not less

than 100ft upwind of
site facing landing
MARSHALLER
area.
b. Red or green
flag (wand) held
above head:
(1) Green flag
(wand) - clear to
land.
(2) Red flag
(wand) - Delay
landing.

NATO 'T' or As Group 1 As Group 1

floodlighting.
Obstructions over 2
metres that lie within
LIGHTING preferred approach
and climb-out lanes
should be marked
with red obstruction
lights.
Markings and Cleared Areas
Figure 10-3 Maximum and Minimum Sizes for Domestic Helicopter Landing Site
Circle 1 = Hard surface

Circle 2 = Cleared to ground level.
Circle 3 = Free of obstructions over 2 ft (0.6m) high.
Note: The circles are not to be marked; only the 'H' and its surrounding box are to be
marked in white paint.
Figure 10-4 NATO Helipad Marking (optional)
Corner
Pattern Border
Helipad edge
line edge
size (F) length
width (C) width (D)
(E)
13.0 - 18.0 1.0 0.40 1.5
18-0 - 24.0 1.3 0.60 2.2
24.0 - 30.0 1.5 0.60 3.0
30.0 - 45.0 2.0 0.75 3.5
Dimensions in metres
A = 0.6 x F (maximum of 20 metres).

B = 0.5 x A

Chapter 11:
Visual Aids and Marking for Rotary Wing Permanent Bases
VISUAL AIDS FOR SURFACE LEVEL ROTARY WING PERMANENT BASES
1. General. See Chapter 10 Para 1 for the applicability of these criteria and standards.
2. Wind Direction Indicators. Rotary wing permanent bases should be equipped with
at least one wind direction indicator as detailed in Chapter 6 Para 2.
MARKINGS AND MARKERS
3. General. Regulations governing the marking of fixed objects are contained in Chapter
6 Para 4.
4. Rotary Wing Permanent Base Identification Marking. Rotary wing permanent base
identification marking should be provided as follows:
a. Standard Helipad Identification. The identification marking should consist of a

letter “H”, white in colour, dimensioned as shown at Figure 11-1. The marker should
be located in the geometric centre of the helipad with the vertical bars of the letter “H”
parallel to the two opposite sides of the helipad and parallel to the approach direction.
b. Hospital Identification Marking. The identification marking at hospitals should

consist of the letter “H”, red in colour, 3m high, located in the geometric centre of a
marking, made of a series of five, 3m squares, white in colour. The marking should be
located in the geometric centre of the defined helipad with the vertical bars of the “H”
parallel to the intended approach path; details are shown in Figure 11-2.
c. Border Edge Marking. The border edge markings, at the corners and along the
edges, should define the periphery of the safe physical limits of the touchdown area,
and should be white in colour. Locations and dimensions of the edge markings are
detailed in Figure 11-1.
d. Located within the FATO, at the geometric centre of the TLOF or when used in
conjunction with runway designation markings at each end of the area as shown on
Figure 11-3.
e. The marking should consist of a letter H, white in colour. The dimensions

should be no less than those shown in Fig 11-1. Where the marking is used in
conjunction with the FATO designation markings, specified in para 6 its dimensions
should be in accordance with Figure 11-1 increased by a factor of 3.
f. Markings should be orientated with the cross arm of the H at right angles to the
preferred final approach direction.
g. In order to improve conspicuity on helipad surfaces that are light in colour, the
markings can be improved by outlining them with a black border of approximately 15cm
(6 ins). Additionally the hospital helipad border edge markings and the other markings
may be outlined with a red border of approximately 15cm (6 ins).

Figure 11-1 Standard Helipad Marking
F A E
E B
Note: A solid border edge marking may be used in lieu of the segmented marking.
DIMENSIONS: A = 0.6 F (maximum of 20m)
B = 0.5 A
Helipad Size Pattern Line Border Edge Corner Edge

(F) (C) Width (D) Length (E)
M - (FT) M - (FT) M - (FT) M - (FT)
13.0 - 18.0(40 - 60)
1.0 - (3) 0.4 - (1.25) 1.5 - (4.5)
18.0 - 24.0(60 - 80)
1.3 - (4) 0.6 - (2) 2.2 - (7)
24.0 - 30.0(80 - 100)
1.5 - (4.5) 0.6 - (2) 3.0 - (10)
30.0 - 45.0(100 - 150)
2.0 - (6) 0.75 - (2.5) 3.5 - (12)

Figure 11-2 Hospital Identification Marking
3m
3m 1.8m
x
Obstacle
Typically 2100 3m
sector
x
0.4m
Figure 11-3 FATO Designation Marking
9m 6m 9m 6m
2.3m
5. FATO Marking. Where the extent of the FATO is not self-evident, FATO marking
should be provided as follows:
a. Located on the boundary of the FATO.
b. Spacing:
(1) For a square or rectangle, at equal intervals of not more than 50m with at
least three markings on each side including markings at each corner; and
(2) For any other shaped area, including a circular area, at equal intervals of
not more than 10m with a minimum number of five markings or markers.
c. A rectangular stripe with a length of 9m or one-fifth of the side of the FATO which
it defines and a width of 1m.
d. White in colour.
e. Typical layouts are contained in Figure 11-4 and Figure 11-5.

Figure 11-4 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases with
Runway Designation Marking
Final approach and

take-off area.Perimeter
marking: white, 9 x 1m
stripes, spaced 50m
apart.
Perimeter lights: white,

spaced 50m apart
Touchdown and lift-off

area.
Perimeter marking: white

line, 30cm wide.
Perimeter lights: green,

spaced equally apart

Figure 11-5 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases with
Runway Designation Marking
6. FATO Designation Marking. Where it is necessary to designate the FATO to the

pilot, a FATO designation marking should be provided as follows:
a. Located at the beginning of the FATO as shown in Figure 11-3.
b. It should consist of a runway designation marking as described in Chapter 6

Para 2, and as shown in Figure 11-3.

7. Aiming Point Marking. At a rotary wing permanent base where it is necessary for a
pilot to make an approach to a particular point before proceeding to the TLOF, an aiming
point mark should be provided as follows:
a. Located within the FATO.
b. An equilateral triangle with the bisector of one of the angles aligned with the
preferred approach direction. The marking should consist of continuous white lines
with the dimensions conforming to those shown in Figure 11-6.
Figure 11-6 Aiming Point Marking
1m
Light
9m
8. TLOF Marking. TLOF marking should be provided as follows:
a. Located along the perimeter of the TLOF.
b. Consist of a continuous white line with a width of at least that shown in Figures
11-1 and 11-7 (See Annex 10A for typical example).
Figure 11-7 Rotary Wing Permanent Base Identification Marking

TLOF
Line thickness
size in
in metres
metres
E C D B
13-18 1.0 0.4
18-24 1.3 0.6
24-30 1.5 0.6
30-45 2.0 0.75 A E
A = 0.6 E (maximum 20m)

B = 0.5 A
C
D

c. TLOF marking is mandatory except where a helicopter approaches to a specific

point, within the FATO, identified by an aiming point marker and then air taxis to an
apron marked with multiple touchdown markings, as described in Para 9 each of which
is uniquely identified by a number conforming to the form and proportions of Figure 6-2
and a marker as described in Paras 44.e and 44.f. Where such a system is intended to
be used at night the touchdown marking should be lit as described in Para 18.
9. Touchdown Marking. Where it is necessary for a helicopter to touch down in a

specific position, a touchdown marking should be provided as follows:
a. Located, within a TLOF or on an apron, such that when a helicopter for which the
marking is intended is positioned, with the main undercarriage inside the marking and
the pilot situated over the marking, all parts of the helicopter will be clear of any
obstacle by a safe margin.
b. Consist of a yellow circle and have a line a width of at least 0.5m.
10. Rotary Wing Permanent Base Name Marking. Where there is insufficient alternative
means of visual identification, a rotary wing permanent base name marking should be
provided as follows:
a. Visible, as far as practicable, at all angles above the horizontal. Where an

obstacle sector exists the marking should be located on the obstacle side of the H
identification marking.
b. Consist of the name or alphanumeric designator of the base as used in the R/T
communications.
c. The characters of the markings should not be less than 3m in height and the
colour of the markings should contrast with the background.
d. When intended for use at night or in poor visibility, the marking should be
illuminated, either internally or externally.
11. Marking for Taxiways. The specification for taxiway edge, taxiway centre-line and
runway-holding position markings, detailed in Paras 11, 12 and 13, and on taxiway markers
contained in Chapter 6 Para 52 - 60, should be referred to for taxiways intended for ground
taxiing helicopters.
12. Air Taxiway Markers. An air taxiway should be marked with air taxiway markers as
follows:
a. Located along the centre-line of the air taxiway and placed at intervals of not
more than 30m on straight sections and 15m on curved sections.
b. The marker should be frangible and when installed should not exceed 35cm
above ground or snow level. The surface of the marker as viewed by the pilot should
be a rectangle with a height to width ration of approximately 3 to 1 and should have a
minimum area of 150cm2 as shown in Figure 11-7.
c. The marker should be divided into three equal, horizontal bands coloured yellow,
green and yellow, respectively. If the air taxiway will be used at night, the markers
should be internally illuminated or retro-reflective. These markers should not be used
on helicopter ground taxiways.

Figure 11-8 Air Taxiway Marker
Approx.
h/3
35cm
13. Air Transit Route Markers. When established, an air transit route should be marked
with air transit route markers as follows:
a. Located along the centre-line of the air transit route and spaced at intervals of not
more than 60m on straight sections and 15m on curves.
b. The marker should be frangible and when installed should not exceed 1m
above ground or snow level. The surface of the marker as viewed by the pilot should
be a rectangle with a height to width ration of approximately 1 to 3 and should have a
minimum area of 1500cm2 as shown in the examples of Figure 11-8
c. The marker should be divided into three equal, vertical bands coloured yellow,
green and yellow, respectively. If the air taxiway should be used at night, the markers
should be internally illuminated or retro-reflective.
Figure 11-9 Air Transit Route Markers

1m 1m
Approx. Approx.
l/3 l/3
Example A Example B

LIGHTS
14. General. Guidance on the screening of non-aeronautical ground lights and the design
of elevated and inset lights is detailed in Annex 6B. In the case of rotary wing permanent
bases located near navigable waters, consideration should be given to ensuring that
aeronautical ground lights do not cause confusion to mariners. As helicopters may come
very close to extraneous light sources, it is particularly important to ensure that, unless such
lights are navigation lights exhibited in accordance with international regulations, they are
screened or located so as to avoid direct or reflected glare. All elevated light fittings should
have frangible spigots or masts.
15. Rotary Wing Permanent Base Acquisition Beacon. A beacon should be provided
as follows:
a. Where long range visual guidance is considered necessary and is not provided
by other means; or identification of the base is difficult due to surrounding lights.
b. The beacon should be located on or adjacent to the rotary wing permanent base
preferably at an elevated position and so that it does not dazzle pilots at short range.
c. The beacon should flash a coloured sequence of lights as follows: double peak
white flash and a single peak green and yellow.
d. The flash rate will be 10-15 sequences of flashes per minute and the time
between each colour should be one third of the total sequence time.
e. No beacon should be installed within 1.6km of any existing airport heliport

beacon.
f. The beacon should be visible for a distance of 1.6km, in 1.6km, VMC daylight,
and 4.8km, VMC at night, both from an altitude of 915m above ground level.
g. The beacon should be mounted a minimum of 15m above the rotary wing
permanent base surface and should be no closer than 122m and no further than
1067m from the rotary wing permanent base and should not be located between any
control tower and the rotary wing permanent base.
h. The main beam of the light should be aimed a minimum of 5° above the
horizontal and should not produce light below the horizontal in excess of 1000
candelas. Light shields may be used to reduce the intensity below the horizontal in
order to prevent dazzle to pilots.
16. Rotary Wing Permanent Base Identification Beacon. Where a Rotary Wing
Permanent Base Identification Beacon is used the specification detailed in Chapter 6 Para 27
should be referred to.
17. FATO Lights. Where a FATO is established for night use, lights should be provided
as follows:
a. Placed along the edges of the FATO.
b. Uniformly spaced as follows:
(1) For an area in the form of a square or rectangle, at intervals of not more
than 50m with a minimum of 4 lights on each side including a light at each corner;
and

(2) For any other shaped area, including a circular area, at intervals of not
more than 5m with a minimum of 10 lights.
c. The lights should be fixed omni-directional lights showing white. Where the
intensity of the lights will be varied the lights should show variable white with a
minimum three stages of brilliancy.
d. FATO lights on opposite sides of the FATO should be opposite each other.
e. The light distribution of FATO lights should be as shown in Table 11-1. The
FATO lights should not exceed a height of 250mm above ground or snow level except
where the FATO is intended for lift-off and touchdown. Where elevated light fittings
would endanger helicopters operations the FATO lights should be inset.
f. Typical layouts of FATO lights are detailed at Figure 11-4 and Figure 11-5.
Table 11-1 Light Distribution of FATO Lights

Elevation
30° 10 cd
25° 50 cd
20° 100 cd
10° 100 cd
5° 100 cd
0° 10 cd
- 180° Azimuth +180°
(White light)
18. Aiming Point Lights. Aiming point marking for night use should be provided as
follows:
a. Aiming point lights should be inset and should be collocated with the aiming
point marking.
b. They should form a pattern of at least 6 omni-directional white lights as shown in

Figure 11-6.
c. The light distribution of aiming point lights should be as shown in Table 11-1.
19. TLOF Lights. TLOF lighting should be provided as follows:
a. TLOF perimeter lights should be placed along the edge of the area designated
for use as the TLOF or within a distance of 1.5m from the edge. Where the TLOF is a
circle the lights should be:
(1) Located on straight lines in a pattern which will provide information to pilots
on drift displacement; and
(2) Where (1) is not practicable, evenly spaced around the perimeter of the
TLOF at the appropriate interval except that over a sector of 45° the lights
should be spaced at half spacing.
b. TLOF perimeter lights should be uniformly spaced at intervals of not more than
5m. A minimum of 5 lights per side of a square or rectangular TLOF including a light at
each corner is required. For a circular TLOF, where the lights are installed in

accordance with Sub Paras (1) and (2) in Para a above there should be a minimum of
14 lights.
c. TLOF perimeter lights should be fixed omni-directional lights showing green.

Where the intensity of the lights should be varied the lights should show variable
green with a minimum of 3 stages of brilliancy.
d. TLOF perimeter lights on opposite sides of the TLOF perimeter should be

opposite each other.
e. The light distribution of TLOF perimeter lights should be as shown in Table 11-2.
f. The TLOF perimeter lights should not exceed a height of 250mm above ground
level. If snow accumulations of 30cm or more are frequent, the mounting height may
be increased to 60cm maximum above the ground.
g. Where elevated light fittings would endanger helicopter operations the TLOF area
perimeter lights should be inset
h. A typical layout of TLOF lights is detailed at Figure 11-4, Figure 11-5 and Figure
11-9.
Bases without FATO and Runway Designation Markings
Min 5 lights – 4 equal spaces (max

)
1.5m max

20. Landing Direction Lights. Where it is desirable and practicable to indicate a

preferred approach direction, a landing direction lighting system should be as follows:
a. The lighting system should be located in a straight line along the preferred
direction of approach, on one or more of the centre-lines, perpendicular to the FATO
lights or TLOF lights as appropriate.
b. The lighting system should consist of a row of 6 lights spaced 4.5m intervals with
the first light located 7.5m from the centre-line of the appropriate perimeter lights. See
Figure 11-10 for layout.
c. The lights should be fixed omni-directional lights showing yellow. Where the
intensity of the lights should be varied the lights should show variable yellow with a
minimum of three stages of brilliancy.
d. The lights should not exceed a height of 250mm above ground level. If snow
accumulations of 30cm or more are frequent, the mounting height may be increased to
60cm maximum above the ground.
e. Where elevated light fittings would endanger helicopter operations the landing
direction lights should be inset.
f. The light distribution of the lights should be as shown in Table 11-2.
Table 11-2 Light Distribution of Landing Direction Lights

Elevation (E) Elevation
30o 3 cd
20o ≤ E ≤ 90o 3 cd 25o 15 cd
13o ≤ E ≤ 20o 8 cd 20o 25 cd
10o ≤ E ≤ 13o 15 cd 10o 25 cd
5o ≤ E ≤ 10o 30cd 5o 15 cd
2o ≤ E ≤ 5o 15 cd 0o 3 cd
- 180o Azimuth +180o - 180o Azimuth +180o
TLOF Lights (Green) Landing Direction Lights (Yellow)

Figure 11-11 Landing Direction Lights
Edge of heliport Centre-line of heliport
Perimeter lights, TLOF or

FATO Start of landing
direction lights 7.5m
from perimeter lights
Landing direction 6 lights spaced

light equally 4.5m
apart
21. Approach Direction Lights. Approach direction lights should only be used in
conjunction with landing direction lights as follows.
a. The system should be located in a straight line along the preferred direction of
approach, on one or more of the centre-lines, perpendicular to the FATO lights or
TLOF lights as appropriate.
b. The system should consist of 2 rows of elevated light fittings, one row 1.3m
either side of the centre-line extended in the direction of approach. Each row should

be spaced 15m apart over a length of 60m, with the first row located 37.5m from the
centre-line of the row of perimeter fittings. See Figure 11-11) for layout.
c. The lights should be mounted on frangible structures.
d. The light fittings should be mounted in a horizontal plane or follow the slope of
the finished grade. Where a deviation in the axis of the light beam is necessary a
tolerance of plus 2% or minus 1% in the longitudinal slope is permitted.
e. Where a slope is established for the landing direction lights in line with the
approach direction lights, the same slope should be continued for the approach
direction lights.
f. The lights should be fixed omni-directional lights showing white. Where the
intensity of the lights should be varied the lights should show variable white with a
minimum of three stages of brilliancy.
g. The light distribution of approach direction lights should be as shown in Table

11-3.
Table 11-3 Light Distribution of Approach Direction Lights

Elevation
15o 25 cd
90 250 cd
6o 350 cd
5o 350 cd
2o 250 cd
0o 25 cd
- 180o Azimuth +180o
(White light)

Figure 11-12 Approach Direction Lights
Landing
direction
lights
37.5m
7.5m
15m
Approach lights five

pairs equally spaced
at 15m intervals
1.3m
2.6m

22. Taxiway Lights. Taxiway lights are covered in Chapter 6 Para 26 – 45.
23. Air Transit Route Lights (Hoverlane). Where a requirement exists for the movement
of helicopters between points which are inadequately served by suitable routes for surface
movement, hoverlanes, as shown in Figure 11-12, may be established for safe operation at
night and during periods of low visibility. Where such hoverlanes are established they
should be lighted as follows:
a. Hoverlane lighting should be installed between the first and last points of surface
movement. It should consist of a line of alternate green and yellow lights installed
along the centre-line of the hoverlane, commencing with green and terminating with
yellow. The spacing of the lights should be 15m on curves and 30m on straight
routes. Consideration should be given to selecting filter types or lamp sizes, which will
provide the most consistent level of light output by the different coloured lights. The
use of hoods that control the direction of light should be considered to avoid confusion
with other heliport lights.
b. Where a hoverlane terminates at an apron or other area not intended for own
power operation, the hoverlane should be terminated with a terminating bar consisting
of three unidirectional red lights spaced at 4.5m centred on and perpendicular to the
hoverlane centre-line. The terminating bar should be placed at the beginning of the
apron area.
c. The lights should be fixed omni-directional lights showing green, yellow or red as
applicable. Where the intensity of the lights should be varied the lights should show
variable light with a minimum of three stages of brilliancy.
d. Hoverlane lights should be mounted on frangible fittings and should be located

as near to the ground as possible.
e. The lights should not exceed a height of 250mm above ground level. Where
elevated light fittings would endanger helicopter operations the hoverlane lights are to
be inset.
f. The light distribution of the lights should be as shown in Table 11-2.
g. In operational areas the mounting height above ground should not exceed 1.2m.
h. Outside of operational areas and where the 1.2m height limit is not practicable
the mounting of the floodlight should be kept to a minimum height.

Figure 11-13 Heliport Hoverlane Lighting
HELICOPTER PARKING
MAINTENANCE AND PARKING APRON
HELICOPTER PARKING
R R R
Y
15m (50 ft)
min.
G
LEGEND
R RED LIGHT IN TERMINATING BAR
Y YELLOW HOVERLANE LIGHT
G GREEN HOVERLANE LIGHT
24. TLOF Floodlighting. Where floodlighting is installed the following restrictions apply:
a. Floodlights should be located no closer than 15m from the edges of the base, in
pairs on opposite sides of the base and in a position parallel to the normal direction of
approach. See Figure 11-13 for layout.
b. Where floodlights are installed for the purpose of illuminating a base, they should
be aligned to uniform illumination.
c. Where floodlights are installed for illuminating areas other than the base, the
configuration may be as required for the purpose.
d. Floodlights should be mounted on frangible fittings and should be located as

near to the ground as possible.
e. In operational areas the mounting height above ground should not exceed 1.2m.
f. Outside of operational areas and where the 1.2m height limit is not practicable
the mounting of the floodlight should be kept to a minimum height.
g. A small obstruction light should be mounted on the top of each floodlight visible
from above and at ground level from any direction around the floodlight. The

obstruction light should produce a red non-glare light having an intensity between 0.5
and 7.5 candelas.
h. Floodlights, except for the light emitted by the obstruction light, should have no
upward component of light output, the entire light output being directed below the
horizontal.
i. Provision should be made for the adjustment of the elevation of the floodlight
beam after installation. The adjustment should provide movement of the axis of the
projected beam from 1° above the plane to 5° below the horizontal reference plane.
Figure 11-14 TLOF Floodlighting
7.5m (25ft)
3.75m (12.5ft)
3.75m (12.5ft)
7.5m (25ft)
15m (50ft)
25. Visual Glide Slope Indicators. A visual glide slope indicator system should be
provided to serve the approach to a base where one or more of the following conditions exist,
especially at night:
a. Obstacle clearance, noise abatement or traffic control procedures require a

particular approach slope angle to be flown.
b. The environment of the rotary wing permanent base provides few visual clues.
c. The characteristics of a particular helicopter require a stabilised approach.
d. The preferred systems are PAPI or HAPI.
e. Obstacle Protection Surface. An obstacle protection surface should be

established when it is intended to provide a visual approach slope indicator system.
The characteristics of the obstacle protection surface, i.e. origin, divergence, length
and slope should correspond to those shown in Table 11-4 and Figure 11-14. New
objects or extensions of existing objects should not be permitted above an obstacle
protection surface except when, in the opinion of the appropriate authority, the new
object or extension would be shielded by an existing immovable object. Existing

objects above an obstacle protection surface should be removed except when, in the
opinion of the appropriate authority, the object is shielded by an existing immovable
object, or after an aeronautical study it is determined that the object would not
adversely affect the operations of helicopters. Where an aeronautical study indicates
that an existing object extending above an obstacle protection surface could adversely
affect the safety of operations of helicopters one or more of the measures detailed in
Para 27 should be taken.
Table 11-4 Dimensions and Slopes of Obstacle Protection Surface

Surface and dimensions Non-instrument FATO Non-precision FATO
Length of inner edge Width of safety area Width of safety area
Distance from edge of FATO 3m minimum 60m
Divergence 10% 15%
Total length 2,500m 2,500m
Slope PAPI Aa - 0.57o Aa - 0.57o
HAPI Ab - 0.65o Ab - 0.65o
a
as indicated in ICAO Annex 14, Vol 1, Figure 5-20
b
The angle of the upper boundary of the "below slope" signal
Figure 11-15 Characteristics of Obstacle Protection Surface
A A
Divergence
FATO Obstacle protection

surface, dimensions in
Table 11-4
Approach surface inner edge
Obstacle protection
Origin surface, dimensions in
Table 11-4
Downwind edge Approach surface inner edge

Section A-A

26. Visual Alignment Guidance System. A visual alignment guidance system should
be provided to serve the approach to a rotary wing permanent base where one or
more of the following conditions exist especially at night:
a. Obstacle clearance, noise abatement or traffic control procedures require a

particular approach slope angle to be flown.
b. The environment of the rotary wing permanent base provides few visual clues.
c. It is physically impractical to install an approach lighting system.
d. Where an aeronautical study indicates that an existing object extending above

an obstacle protection surface could adversely affect the safety of operations
of helicopters and one of the following options is not practicable:
i. Raising the approach slope of the system.
ii. Reducing the azimuth spread of the system so that the object is
outside the confines of the beam.
iii. Displacing the axis of the system and its associated obstacle
protection surface by no more than 5°.
iv. Displacing the FATO.
e. The visual alignment guidance system should be located such that a

helicopter is guided along the prescribed track towards the FATO. It should
be located on the downwind edge of the FATO and aligned along the
preferred approach direction. The light units should be frangible and
mounted as low as possible. Where the lights of the system need to be seen
as discreet sources, light units should be located such that at the extremes of
the system coverage the angle subtended between the units as seen by the
pilot should not be less than 3 minutes of arc. The angles subtended
between light units of the system and other units of comparable or greater
intensities should also not be less than 3 minutes of arc. These requirements
can be met for lights on a line normal to the line of sight, if the light units are
separated by 1m for every kilometre of viewing range.
f. The signal format of the alignment guidance system will include a minimum of
3 discrete signal sectors providing "offset to the right", "on track" and "offset to
the left" signals. The divergence of the "on track" sector of the system should
be as shown in Figure 11-15. The signal format should be such that there is
no possibility of confusion between the system and any associated visual
approach slope indicator or other visual aids; it should be unique and
conspicuous in all operational environments. The system should avoid the
use of the same coding as any associated visual approach slope indicator. It
should not significantly increase the pilot workload. In the event of the failure
of any component affecting the signal format, the system should be
automatically switched off.
g. The useable coverage of the visual alignment guidance system should be

equal to, or better than, that of the visual approach slope indicator system,
with which it is associated. The characteristics of the obstacle protection
surface specified in Table 11-4 and Figure 11-14 should apply equally to the
system.

Figure 11-16 Divergence of the "On Track" Sector
1o
o
1
FATO FATO
1o
1o
Example A Example B
h. A suitable intensity control should be provided, with a minimum of 3 stages of

brilliancy, so as to allow adjustment to meet the prevailing conditions and to
avoid dazzling the pilot during approach and landing. It should be capable of
adjustment in azimuth to within ± 5 minutes of arc of the desired approach
path. The angle of azimuth guidance system should be such that during an
approach the pilot of a helicopter at the boundary of the "on track" signal will
clear all objects in the area by a safe margin. The light units should be so
designed that deposits of condensation, ice, dirt, etc, on the optically
transmitting or reflecting surfaces will interfere to the least possible extent with
the light signal and will not cause spurious or false signals to be generated.
27. Abbreviated PAPI Systems (APAPI)
a. The APAPI system consists of 2 PAPI light units positioned on the left side of
the helipad, on the lateral centre-line of the helipad at 90 degrees to the
approach direction. The inner unit should be positioned at l0m from the
helipad left edge, and the outer unit at a distance of 6m from the inner unit.
b. The APAPI system should be constructed and mounted as low as possible,

with a tolerance of plus or minus 30cm, within the centre of the helipad
elevation. The units should be light in weight and on frangible mounts. Each
PAPI unit Systems should conform to the specification contained in Chapter 6
Para 29 and Annex 6C except that the on slope sector of the system should
be increased to 45 minutes.
c. The vertical colour sectors for a 6 degree approach slope with an APAPI
system are:
i. Above course 3° 15’ W W
ii. On course 3.0° W R
iii. Below course 2° 45’ R R
28. HAPI Systems. The HAPI system consists of one light unit which is located forward
of the base on the extended centre-line. The system should conform to the
following:
a. It should be constructed and mounted as low as possible, and be sufficiently

light in weight and frangible so as not to constitute a hazard to helicopter
operations.
b. The signal format is shown in Figure 11-16.

Figure 11-17 Signal Format of HAPI System
Sector Format
Above Flashing green
On slope Green
Flashing
Slightly below Red
green-above Approach slope
Below Flashing red
Green-on
slope
Red-slightly
below
Flashing red-
below
c. The unit should be so designed to minimise spurious signals between signal

sectors and at the azimuth coverage limits.
d. The signal repetition rate of the flashing sector should be at least 2Hz, with
an on-to-off ratio of the pulsing signals set at 1:1 and a modulation depth of at
least 80%.
e. The angular size of the "on-slope" sector should be 45 minutes.
f. The light intensity of the red and green sectors should be as shown in Figure
11-17.
g. Colour transition in the vertical plane should be such as to appear to an

observer at a distance not less than 300m to occur within a vertical angle of
no more than three minutes.
h. The transmission factor of the red or green filter should not be less than 15%
at maximum intensity setting.
i. At full intensity the red light should have a Y-co-ordinate not exceeding
0.320 and the green light should be within the boundaries specified in ICAO
Annex 14, Vol 1, Appendix 1, 2.1.3.
j. A minimum of 3 levels of intensity control should be provided.

Figure 11-18 Light Intensity of HAPI System
9000 cd Elevation
6375 cd
3750 cd
1875 cd
375 cd
Green
3o 6o 9o 12o 15o
2o Azimuth
Red
375 cd 4o
1875 cd 6o
3750 cd
6375 cd 80
9000 cd
10o
k. The system should be capable of adjustment in elevation at any desired

angle between 10 and 120 above the horizontal with an accuracy of ± 5
minutes of arc.
l. The angle of elevation setting should be such that during an approach, the
pilot of a helicopter observing the upper boundary of the "below slope" signal
will clear all objects in the approach by a safe margin.
m. The system should be so designed that:
i. In the event that the vertical misalignment of the unit exceeds ± 0.5o (±
30 minutes), the system will switch off automatically; and
ii. If the flashing mechanism fails, no light will be emitted in the failed
flashing sector(s).
n. The light unit of the HAPI should be so designed that deposits of

condensation, ice, dirt, etc, on the optically transmitting or reflecting surfaces
will interfere to the least possible extent with the light signal and will not cause
spurious or false signals to be generated.
o. A suitable intensity control should be provided, with a minimum of 3 stages of

brilliancy, so as to allow adjustment to meet the prevailing conditions and to
avoid dazzling the pilot during approach and landing.
p. The vertical colour sectors for HAPI are:
i. Above course 6°.75’ or more G (Flashing)
ii. On course 6°.0 to 6°.75’ G
iii. Slightly low 4°.50’ to 5°.50’ R
iv. Below course 4°.50’ or less R (Flashing)

29. Apron Floodlighting. Where Apron Floodlighting is used on a heliport the

specification detailed in Chapter 6 Para 43 should be referred to.
30. Obstacle Lights. Obstacle lights are covered in Chapter 7.

Chapter 12:
Classification and Selection of Temporary/Tactical Airfields
Definition
1. A Temporary Airfield or Temporary Landing Zone (TLZ) is defined as a natural, semi-

prepared or prefabricated strip with surface, slope, dimensions, load bearing capacity and
clearance from obstruction sufficient to allow suitably trained crews to land and take-off
aircraft safely in specified weather conditions. A particular temporary airfield may be limited
to day use only, to specified maximum landing and take-off weights and/or to a maximum
number of aircraft movements. A paved surfaced (disused) runway may also be used as a
Temporary Airfield. All staff that deal with TLZs on a daily basis are based in the Hercules
Force HQ at RAF Brize Norton with overall control retained at HQ 2 Gp. All other current
temporary landing zone information is contained in the Section 3 of the Tactical Air Transport
Operations Manual (TATOM) (http://25.165.63.201/tatom/documents/FullEdition2_2.pdf),
which uses FLY 2000 as the reference document.
Classification
2. A Temporary Airfield may be established for purposes ranging from a single aircraft
infiltration/exfiltration sortie to large logistical operations involving many aircraft movements.
There are 4 types of Temporary Airfields or TLZs:
a. Battle
(1) Location. Situated in an operational area close to the battle area utilising
natural terrain or existing facilities.
(2) Criteria. To meet the minimum military operating standards required by

the user aircraft operating at their maximum performance.
(3) Engineer Effort. Little or no engineering work will be done.

Reconnaissance may well be limited, but where possible it will be done by a joint
RE/RAF team.
(4) Facilities. Normally none.
(5) Usage. Short term. It will usually be suitable for only one aircraft at a time
and for only a few movements.
(6) Acceptance. Decided by the appropriate air commander. The decision is

based on the acceptable operational risk level, the need for the accomplishment
of the mission and any airfield engineer advice available.
b. Forward
(1) Location. Usually to the rear of the operational area utilising natural terrain
or existing facilities.
(2) Criteria. To meet the minimum military operating standards required by

the user aircraft operating at their maximum performance.
(3) Engineer Effort. The full survey by a joint RE/RAF reconnaissance team
will aim to minimise the engineer effort required.

(4) Facilities. Minimal, but an apron will be provided to allow turn-round for
Tactical Air Transport (Tac AT) aircraft and to enable several aircraft to be on the
ground at the same time. Also provides dispersal and refuelling facilities for close
support aircraft.
(5) Usage. For the delivery of substantial payloads over a period of up to one
month and/or 6000 aircraft movements.
(6) Acceptance. Provided criteria for aircraft performance and usage

requirements are met.
c. Support
(1) Location. Normally in the theatre but outside the operational area
probably based on an existing civil or military airfield.
(2) Criteria. To meet defined criteria required by the user aircraft. Operations
to military operating standards will not be required.
(3) Engineer Effort. Construction and/or extension or repair of existing

facilities may be required to provide for sustained all weather usage. An initial
reconnaissance will be made by a joint RE/RAF team. A further detailed
engineer reconnaissance may be necessary.
(4) Facilities. All weather operations and all normal airfield services will be
provided for the turnround, dispersal and refuelling for all the user aircraft.
(5) Usage. Sustained all weather operations enabling the continuous delivery
of substantial payloads for a period of up to 6 months and for 10,000 aircraft
movements, of which one third are of the critical aircraft type.
(6) Acceptance. Provided criteria for aircraft performance and usage

requirements are met.
d. Special Forces
(1) Location. In enemy occupied, denied or unsecured territory.
(2) Criteria. To meet military operating standards required by user aircraft.

Precise criteria cannot be defined for air strips in this category. However, they
will be based upon the aircraft's short take off and landing (STOL) or military
operating standards performance.
(3) Engineer Effort. Unlikely to require any engineering work.
(4) Facilities. None.
(5) Usage. Normally for only one aircraft at a time and for a very few
movements.
(6) Acceptance. Decided by the appropriate air commander. The decision is

based upon the acceptable operational risk level and the need for the
accomplishment of the mission.
3. Typical examples of the different types of temporary airfield are illustrated at Annex
12A.

4. It is not anticipated that many tactical airfields will be developed through the categories
of Battle to Forward to Support. The Battle air strip will be the exception rather than the rule
and only a small minority of Forward airfields will be developed to become Support airfields.
Some air strips will be used exclusively by aircraft involved in Special Forces operations.
5. Helicopter Landing Sites. Helicopter landing sites may be required at all Tactical
Transport airfields and at other locations.
6. Harrier Sites. Sites for the Harrier force will be required in the forward area. During
exercises and war some or all of the following facilities will be needed at all sites. Details on
the construction of these facilities can be found in Military Engineering Volume XIX (ME Vol
XIX):
a. Aircraft hides.
b. Taxi tracks and hide floors.
c. Forward operating pads (FOPs).
d. Short take-off strips.
e. Fuel tank sites with access tracks.
f. Engine test pads (ETPs).
g. Jack support pads.
SELECTION
7. The selection of a suitable site for a tactical airfield should be based on the following
factors:
a. Tactical Requirement. The site should be as close as possible to the area

where the troops and/or supplies are required, with due consideration being given to
the operational situation and the urgency of the mission set against the likelihood of
hostile action rendering the site unusable.
b. Flying Safety Considerations. In order to ensure a reasonable safety margin to

allow for piloting inaccuracies and mechanical failure, the area surrounding the
proposed site should be free from:
(1) The likelihood of enemy ground fire in the circuit and in the approach and
departure lanes.
(2) High ground, tall trees, radio masts, buildings, pylons or power cables in
the approach and departure lanes.
(3) Uncontrolled roads or railways close to the end of the strip.
(4) The strip should be as level as possible, both laterally and longitudinally,
the surface free from ditches, obstacles and water. For flying safety
considerations it should be easily identified from the air, but this should be
balanced against the tactical situation which may dictate that the site should be
concealed from aerial surveillance.
c. Aircraft Performance Considerations. Each individual sortie will require the

aircraft performance capabilities to be determined from the appropriate Operating Data

Manual (ODM). This will dictate whether the strip is operable and the maximum aircraft
weight permissible.
d. Engineering Considerations. Where possible, the site should be selected to

minimise the engineering effort required. There should be good natural drainage of
the site and easy access for vehicles.
SITE RECONNAISSANCE
General
8. Acceptance of a particular site as a temporary airfield is the responsibility of the RAF

and will normally be based on the recommendations of a reconnaissance report submitted by
a joint RE/RAF reconnaissance team. On the reconnaissance, the site should be
considered in 3 separate areas:
a. Manoeuvring Area. This comprises those areas which may be traversed by the
aircraft wheels which are:
(1) Runway
(2) Turning-circles
(3) Overruns
(4) Taxiway(s)/Taxitracks
(5) Apron(s)/Dispersals
(6) The hard shoulder on both sides of the runway and taxiway and
surrounding the apron.
b. Clear Areas. These comprise those areas over which parts of the aircraft may
pass when the aircraft wheels are traversing the manoeuvring area and extend a
specified distance beyond the hard shoulder for the entire length of the runway,
overruns and taxiway on both sides and beyond the hard shoulder around the apron.
c. Lateral Safety Zone and Clear Zones. These are areas which may be overflown
by aircraft landing, taking off or over shooting. The lateral safety zone extends for a
specified distance beyond the edge of the clear area for the whole length of the runway
and should be free of all obstacles above a certain height for the total length of the
runway and overruns. The clear zones extend into the approach zone and should be
clear of obstacles over a specified height above the take-off surface level.
9. Other Aspects. The reconnaissance team should also consider:
a. An area for air portable fuel containers on Forward and Support temporary
airfields.
b. Weapon storage area.
c. Vehicular access to the airfield, particularly the apron, dispersals and the fuel and
weapon storage areas.
d. Physical security.
e. Water Supply.
f. Support facilities for ground personnel.

Future Developments
10. When conducting the reconnaissance and before applying the criteria for any particular
type of temporary airfield, due consideration should be given to the possibility of it being
improved into another type of temporary airfield. This applies in particular to the selection of
gradients.
Criteria
11. An illustration of the criteria terms is at Figure 12-1. The criteria for all aspects of
temporary airfields are detailed in Chapter 14 of this publication.
Figure 12-1 Illustration of Criteria Terms
Lateral Safety Zone
Clear Area
Shoulder
Runway Over Clear Zone Approach Zone

Run
Shoulder
Clear Area
Lateral Safety Zone

Annex 12A: Types of Temporary/Tactical Airfields
Figure 12-2 Typical Battle Temporary Airfield
Figure 12-3 Typical Forward Temporary Airfield
Figure 12-4 Typical Support Temporary Airfield
Runway Overrun
Taxiway
Apron
Fuel Container
Area

Chapter 13:
Criteria for Temporary/Tactical Airfields
APPLICATION OF CRITERIA
1. It should be noted that the criteria quoted in this publication are minima (except for
gradients which are maxima) and are not necessarily the actual requirement for the
conditions prevailing. Any local relaxation of criteria to meet especially difficult conditions
should be agreed by the appropriate air commander.
2. The aircraft data that should be used when determining the manoeuvring area criteria
are:
a. Wing span
b. Length
c. Wheel track
d. Minimum ground turning circle
e. Aircraft Classification Number (ACN), where there is a rigid or flexible pavement.

Single Wheel Load (SWL), or Aircraft AUW where there is no paved surface.
f. Data sheets for selected aircraft are at Annex 13A.
DIMENSIONAL CRITERIA
3. General. Dimensional criteria, gradients and the required ground strength for a Tac AT
airfield are tabulated at Annex 13B. The maximum longitudinal and transverse gradients are
shown diagrammatically at Annex 13B.
4. Specimen Dimensioned Airfield Layout. Figure 13-4 shows a specimen dimensional

layout for a Tac AT airfield. The position of the apron may be moved to suit local
topographical conditions. Taxiways need not necessarily enter the apron as shown provided
that clear zone criteria are not infringed. Drainage ditches, if required should be sited along
the outer edges of runway shoulders and not less than 20 ft (6.1m) from the outer edges of
aprons or taxiways. Where an apron and taxiways are not provided a turning circle should
be provided at the ends of the runway.
5. Determination of Runway Lengths.
a. Take-off or landing runs required should normally be determined from the

Operating Data Manual (ODM) of the aircraft concerned for zero wind conditions using
the ambient pressure and temperature appropriate to the site.
b. The length of the runway determined from the aircraft ODM in accordance with
Chapter 14 Para 5 above using the prevailing conditions, should be based on the
distance required for the aircraft to land from a height of 50 ft (15.2m) over the runway
end, or to gain a height of 50 ft (15.2m) at the end of the TODA on take-off, whichever
is the greater.
c. Additional field length factors should be applied where the runway surface is
contaminated by either, water, snow or ice. Where these factors are not given in the
ODM they should be advised by the RAF.

6. Soft Surfaces. The extra drag imposed by operating on soft surfaces increases the
take-off length required. Where available, separate lengths are given in the ODM for
operations from natural surfaces. The factors for contamination given in the ODM can only
be applied to paved surfaces. Providing a natural surface is strong enough to support the
aircraft (ie has sufficient CBR for the weight) the question of ruts is not a considered factor.
As a further guide, when the observed take-off distance of aircraft using a soft surface has
increased to 50% over the ODM figure for hard surfaces, the runway should be closed for
further evaluation and possible improvement.
7. Runway Width. Runway width is based on the safety requirement for flying in reduced
visibility and the lateral stability of the particular aircraft. For day operations from a tactical
airfield the minimum width is 60 ft (18.29m) although 120 ft (36.58m) is desirable if
circumstances permit. The minimum runway width is also dependent upon cross-wind and
wheel track. A good "rule of thumb" for the minimum runway widths of dry runways is:
Cross-Wind Component Minimum Runway Width
Up to 10 kts Aircraft wheel track plus 20 ft (6.1m)
8. Based on this criteria, a 60 ft (18.3m) runway should be satisfactory for the aircraft listed
at Annex 13A provided the runway surface is dry and the cross-wind component does not
exceed 15 kts. Operations in cross-winds greater than 15 kts should be approached with
caution. When the runway is ‘man’ marked the minimum width for C130 operations is 90 ft
(27.4m).
9. Runway Shoulders
a. Width 10 ft (3.05m).
b. Length: To extend for the full length of the runway and overruns.
10. Runway Clear Area
a. Width: 35 ft (10.67m).
b. Length: To extend for the full length of the runway and overruns.
11. Runway Lateral Safety Zone
a. Width: 75 ft (22.86m).
b. Length: To extend for the full length of the runway and connect with the
extremities of the outer width of the clear zone.
12. Runway Clear Zone
a. Inner Width: 150 ft (45.72m).
b. Outer Width:
(1) Battle and Special Forces: 300 ft (91.44m).
(2) Forward and Support: 500 ft (152.4m).

c. Length: 500 ft (152.4m).
13. Runway Approach Zone
a. Inner Width at Limit of Clear Zone:
b. Outer width: 2 nm (3.7km).
c. Length: 3.73 nm (6.91km) from end of runway.
14. Overruns
a. Width: 60 ft(18.29m) or the same width as the runway if that is greater than 60 ft.
b. Length:
15. Turning Circles. The size of a turning circle is based on the turning capability of the
aircraft using the runway. Minimum possible aircraft turning circles should not be used
because of the risk of damage to undercarriage or tyres or to the runway surface. The Air
Staff should advise on the diameter required. For Tac AT aircraft it will be in the order of
140 ft (42.67m) diameter. When a loop taxiway is provided to the apron at both ends of a
runway a turning circle is not normally needed. Where a single taxiway is provided to an
apron at one end of the runway this also negates the need for a turning circle at that end.
Where provided, turning circles can be considered as part of the overrun.
16. Taxiways. The provision of a taxiway allows rapid clearance of the runway and aircraft
circulation between the runway and aprons. Their dimensional criteria are:
a. Width of straight section.
(1) Battle and Forward: 30 ft (9.14m).
(2) Support: 36 ft (10.97m).
b. Turning Radii. 70 ft (21.34m). The size of fillets required where the taxiway
joins the runway and aprons should be related to the turning circle of the aircraft. The
exception to this is when AM-2 airfield matting is used as the surface and no fillets are
provided see Chapter 15.
c. Distance from Runway Centre Line to Edge of Taxiway Shoulder: 246ft

(74.98m).
17. Taxiway Shoulders
a. Width: 10 ft (3.05m).
b. Length: To extend for the entire length of the taxiway.
18. Taxiway Clear Area

a. Width: 65 ft (19.81m).
b. Length: To extend for the entire length of the taxiway and connect to the clear
area of the runway and aprons.
19. Apron
a. An apron is a prepared area or marked area for parking aircraft when they are
being loaded, unloaded, refuelled or serviced. It may be possible to use a single apron
for all these functions or it may be necessary to separate the aircraft servicing from the
air movements function.
b. The dimensions of an apron should be calculated as follows:
(1) Width: Aircraft wing span plus 20 ft (6.1m) times the number of aircraft
planned to be on the apron at any one time. It should be noted that the
minimum normal spacing between parked aircraft (wing tip to wing tip) from a fire
hazard point of view is 30 ft (9.14m). Available space and operational
considerations may dictate a reduction from this figure. In this event the distance
between aircraft wing tips should never be less than 10 ft (3.05m).
(2) Depth: Aircraft length times a factor of 1.5.
(3) Distance from runway centre-line to edge of apron shoulder: 246 ft

(74.98m).
c. When more than one type of aircraft is involved, the formulae at Para 19b and
19b(1) above should be applied for each type separately and the totals added to give
a theoretical requirement. When selecting or designing the shape of apron actually
required, the use of scaled diagrams and cut outs is advisable to ensure full ground
manoeuvrability.
20. Apron Shoulders
a. Width: 10 ft (3.05m).
b. Length: To completely surround the apron.
21. Apron Clear Area
a. Width: 65 ft (19.81m).
b. Length: To completely surround the apron.
22. Air Portable Fuel Container Area. A prepared area adjacent to the apron or to a
specially selected site will be required if air portable fuel containers have to be unloaded.
The size of the area should be at least 300 ft (91.44m) in length and 60 ft (18.29m) in depth.
23. Area for Emergency Fuel Handling Systems
a. For a support airfield it may be necessary to provide an emergency bulk fuel

installation (EBFI). The site selected should be reasonably level, and free from rocks
and sharp stones. Spoil for the construction of the bunds for the pillow tanks should
be available in close proximity. Access for bowsers should also be taken into account.
b. The size of the area required will depend on the number of pillow tanks to be
provided (which is normally 2 or 4) and their capacity. Each tank will be either 10,000

gallons (45.46m2) or 30,000 gallons (136.38m2). Each tank may have a separate lined
bund, or a maximum of 2 tanks can be contained by a bund. The pertinent dimensions
from which the total area can be calculated are:
(1) Minimum inside bund dimensions for each 10,000 gallon tank: 14 ft 9 ins
(4.5m) wide and 42 ft 6 ins (12.95m) long.
(2) Minimum inside bund dimensions for each 30,000 gallon tank: 29 ft 6 ins
(9m) wide and 50 ft 6 ins (15.5m) long.
(3) Minimum height of bund:
(a) 10,000 gallon tank - 3 ft 3 ins (1m).
(b) 30,000 gallon tank - 4 ft 6 ins (1.4m).
(4) Minimum thickness of top of bund: 1 ft 6 ins (0.46m) for all tanks.
(5) Minimum thickness at base of bund:
(a) 10,000 gallon tank - 7 ft 6 ins (2.3m).
(b) 30,000 gallon tank - 10 ft 6 ins (3.2m).
(6) Approximate area required for manifold, pipework and dispense point:
(a) For 2 tanks (any size): Length: total width of tank farm. Depth: 12 ft
(3.66m).
(b) For 4 tanks (any size): Length: Total width of tank farm. Depth: 16
ft (4.88m).
c. When siting a bund, care should be taken not to site it within the lateral safety
zone, clear area or clear zone. The nearest point of the bund should be a minimum of
1000 ft (300m) from the edge of the active runway(s), so that for instance an engine
running Chinook could be refuelling in the bund area at the same time as a Hercules is
landing on the main runway.
OBSTRUCTION CRITERIA
24. Manoeuvring Area. The manoeuvring area should be completely free from all
obstructions.
25. Clear Areas. Obstructions exceeding 6 ins (152mm) in height in the clear areas
should be removed. Approved marking panels are the exception.
26. Lateral Safety Zones. The lateral safety zones should be clear of all obstructions
over 3 ft (0.91m) in height for the total length of the runway plus the length of the overruns.
27. Clear Zones. The clear zones on the runway approaches should be clear of all trees
and other obstacles exceeding 40 ft (12.19m) above the level of the take-off surface.

GRADIENT CRITERIA
28. Runway Longitudinal Gradient
a. The end thirds of the runway should have a maximum gradient of 1.33% (1 in
75) up or 2% (1 in 50) down. For Hercules C Mk 3 aircraft the maximum down gradient
is 1% (1 in 100). Gradient changes in the first 500 ft (152.4m) from either end of the
runway should be avoided.
b. The centre third of the runway should have a maximum gradient of 2% (1 in 50)
up or down. Changes in gradient after the first 500 ft (152.4m) from either end should
not occur more than twice in any 400 ft (121.92m). The maximum rate of change
should not exceed 0.25% (1 in 400) per 100 ft (30.48m).
29. Runway Transverse Gradient. A camber or crossfall of up to 2% (1 in 50) can be

used. Changes in transverse gradient should be consistent with the drainage requirement.
30. Runway Shoulders
a. Longitudinal Gradient to conform to that of the runway.
b. Maximum Transverse Gradient: 4% (1 in 25) up or down.
31. Overruns
a. Maximum Longitudinal Gradient: 1.5% (1 in 66) up to 2% (1 in 50) down.
b. Maximum Transverse Gradient: A camber or crossfall of up to 2% (1 in 50) may

be used.
c. Turning Circles. Gradients should conform to those of the runway unless the
turning circle is included in the overrun. In that case gradients for the overrun apply.
32. Clear Areas and Lateral Safety Zones
a. Maximum Transverse Gradient 10% (1 in 10).
33. Taxiways
a. Maximum Longitudinal Gradient: 3% (1 in 33) up or down.
b. Maximum Transverse Gradient: 2% (1 in 50) crossfall or camber.
34. Taxiway Shoulders
a. Maximum Transverse Gradient: 4% (1 in 25) up or down.
35. Aprons
a. Maximum Longitudinal Gradient: 3% (1 in 33) up or down.
b. Maximum Transverse Gradient: 2% (1 in 50) crossfall or camber.
36. Apron Shoulders
a. Maximum Transverse Gradient: 4% (1 in 25) up or down.

37. Bases for EBFI Fuel Tanks
a. Maximum Longitudinal Gradient: 1.66% (1 in 60). This should slope down

towards the tank outlet.
b. Maximum Transverse Gradient: 1.66% (1 in 60). Crossfall only.
STRENGTH CRITERIA
38. General. The strength criteria given below for paved surfaces apply to the runway,
turning circles, taxiways and aprons. For natural surfaces it also applies to the overruns and
shoulders. The system used to grade the strength requirement for paved airfields is the
Aircraft Classification Number and Pavement Classification Number (ACN/PCN) system. For
unpaved surfaces the AUW of the aircraft or the Equivalent Single Wheel Load (ESWL) of
the aircraft is used. An unpaved surface cannot be allocated a PCN.
39. Paved Surfaces
a. The ACN / PCN System. The ACN/PCN system provides a method of

classifying pavement bearing strength and should be used for aircraft above 12,500
lbs (5700kg) Maximum Total Weight Authorised (MTWA). The ACN is a number
expressing the relative effect of an aircraft load on a pavement for a specified standard
sub-grade strength. The PCN is a number equal to the ACN of the aircraft which
imposes a severity of loading equal to the maximum permitted on the pavement of
unrestricted use.
b. ACN. The ACN is calculated taking into account the weight of the aircraft, the
pavement type (rigid or flexible), and the sub-grade category. ACN values for certain
aircraft are included in the data sheets at Annex 13A. Those for other military aircraft
are given in the Flight Information Handbook. The tables in the FIH have ACN values
for 2 weights, one at MTWA and the lower for Operating Weight Empty (OWE). If the
aircraft is operating at an intermediate weight, the ACN value can be calculated by a
linear interpolation between the limits. Extrapolation is not permissible.
c. PCN. PCNs are reported as a five part code. Apart from the numerical value of
the PCN, the report includes the pavement type (rigid or flexible) and the sub-grade
support strength category. Provision is made in the report for the aerodrome authority
to place a limit on maximum allowable tyre pressure, if this is a constraint, and an
indication is required of whether the pavement has been evaluated by technical means
or by past experience of aircraft use of the pavement. Details of the coded format and
an example are:
(1) The PCN number
(2) The type of pavement:
(a) R = Rigid
(b) F = Flexible
(3) The pavement subgrade category:
(a) A = High (k = 150 MN/m²/m for rigid pavements or CBR of 15 % for

flexible).
(b) B = Medium (k = 80 MN/m²/m for rigid pavements or CBR of 10 % for

flexible).

(c) C = Low (k = 40 MN/m²/m for rigid pavements or CBR of 6 % for

flexible).
(d) D = Ultra Low (k = 20 MN/m²/m for rigid pavements or CBR of 3 %

for flexible).
(4) The maximum tyre pressure authorised for pavement:
(a) W = High, no limit.
(b) X = Medium, limited to 217 psi (1.50 MN/m²).
(c) Y = Low, limited to 145 psi (1.0 MN/m²).
(d) Z = Very Low, limited to 73 psi (0.5 MN/m²).
(5) Pavement Evaluation Method:
(a) T = Technical evaluation.
(b) U = By experience of aircraft using the pavement.
(6) Example: If the bearing strength of a rigid pavement resting on a medium

strength sub-grade has been assessed by a technical evaluation to be a PCN of
80 and there is no tyre pressure limit, then the reported information would be:
PCN - 80/R/B/W/T.
d. Normal Operations. Provided a pavement PCN is equal to or greater than the

ACN of the aircraft, unlimited use of the pavement is permitted.
e. Overload Operations. Individual aerodrome authorities are free to decide on

their own criteria for permitting overload operations as long as pavements remain safe
for use by aircraft. Overload operations in excess of the ACN over PCN of 50%
should only be undertaken in an emergency. Overload operations for a limited
number of movements is allowed and can be carried out, after consultation with a
professionally qualified engineer from the Royal Engineers with experience in the Air
Support Role.
40. Natural Surfaces
a. For natural/unpaved surfaces the ACN/PCN method should not be used.

Reference should be made instead to the old LCN methodology for which proven
empirical data exists. LCN values for military aircraft types most likely to use unpaved
surfaces are included on the aircraft data sheets at Annex 13A There is no correlation
between runway PCN and LCN nor should one be attempted.
b. The strength of a natural surface in terms of load bearing capacity cannot be

predicted with any accuracy. It can be determined at any instant of time by
measurement of its California Bearing Ratio (CBR) and this ratio related to a
permissible aircraft AUW or equivalent Single Wheel Load (ESWL).
c. The method of determining CBR is dependent on the subgrade material.
d. It is stressed that the strength of a natural surface can vary considerably over a
period of time and the CBR can expect to be reduced following periods of rain,
particularly if this is associated with inadequate drainage or the surface has poor
drainage characteristics. It is therefore essential that the CBR of a natural strip should

be checked immediately prior to usage and regularly monitored in changing weather

conditions.
e. The CBR requirements in relation to the LCN of the aircraft and the number of
movements planned is shown on the graph at Annex 13D.
f. Where a requirement exists for only a very few aircraft movements, it can be
assumed in normal conditions that a reduction in the CBR values required for a given
aircraft AUW is permissible. In these circumstances the graph at Annex 13D can be
used to determine the CBR required for a Hercules C Mk 1 aircraft. The AUW limits,
shown below for a Hercules C Mk 1 (and in brackets for C Mk 3) aircraft are, however,
overriding and should not be exceeded:
Table 13-1 CBR

CBR Max Take-off wt Max Take-off wt Max Landing wt Max Landing wt
(Normal) (Overload) (Normal) (Overload)
Lb kg lb kg lb kg lb kg
3-5a 111,000 50,350 N/A 111,000 50,350 N/A
>5-<10 120,000 54,432 135,000 61,236 120,000 54,432 N/A
>10 155,000 70,308 155,000 70,308 135,000 61,236 155,000 70,308
>10 (160,000) (72,576) (175,000) (79,380) (135,000) (61,236) (175,000) (79,380)
a. Operations from an airstrip with a CBR of 5 or less cannot be considered normal and will
always require special attention of the Air Staff.
SURFACE ROUGHNESS CRITERIA
41. Surface Roughness - Short Wavelength. On the initial reconnaissance and at

subsequent inspection of the strip, short wavelength surface roughness should be assessed
on the following criteria:
a. Bumps. Wedge shaped bumps not more than 4 ins (102mm) high, with a
leading slope not exceeding 2% (1 in 50), spaced more than 150 ft (45.72m) apart are
acceptable on the manoeuvring area. For aircraft over 147,000 lbs (55.679 kg) AUW
the height of bumps should not exceed 2 ins (51mm).
b. Rocks
(1) Manoeuvring Area. Rocks should be removed unless they are either
interlocked with each other or embedded in such a manner that traversing by
aircraft tyres will not displace them. Sharp flints that may cut aircraft tyres must
be removed.
(2) Clear Areas. Loose rocks and stones need not normally be removed
unless they exceed 4 ins (102mm) in diameter.
c. Soil Balls
(1) Manoeuvring Area. Soil ball or dried earth clods (excluding clay) up to 10
ins (254mm) diameter that will burst upon tyre impact can be accepted.
Hardened clay clods exceeding 4 ins (102mm) in diameter should be removed,
or 2 ins in diameter (51mm) if the aircraft AUW exceeds 147,000 lbs (66.679 kg).
(2) Clear Areas. Soil balls need not be removed.
d. Tree Stumps

(1) Manoeuvring Area. All should be removed.
(2) Clear Areas. To be cut to within 2 ins (51mm) of the ground.
e. Ditches
(1) Manoeuvring Area. All ditches should be filled and the bearing strength
of the fill material should not be less than that of the surrounding soil.
(2) Clear Areas. The edge slope of essential drainage ditches should not
exceed 1 in 10 (10%).
f. Ruts
(1) Manoeuvring Area. Whether ruts become a limiting factor depends on

their orientation, depth and load bearing capacity. All significant ruts in the touch
down and take off areas should be filled. In other areas ruts exceeding 3 ins
(76mm) in depth, or 2 ins (51mm) for aircraft with an AUW in excess of 147,000
lbs (66.679 kg), should be filled. Filled ruts should have a bearing capacity at
least equal to that of the surrounding soil.
(2) Clear Areas. Ruts may be ignored.
g. Ploughed Fields. Contours of soil patterns produced by ploughing, either

established to reduce erosion, or enhance drainage, or to prepare land for planting,
usually contain a soft core. However ploughed areas will not normally require attention
provided that all the other criteria for manoeuvring areas and clear areas listed in this
para is satisfied.
h. Depressions and Soil Mounds
(1) Manoeuvring Area. Depressions and soil mounds have rounded profiles
and can be recognised as oval or circular gradual sinks or rises. Those which
have a top diameter greater than 15 ins (381mm) and a depth or height
exceeding 3 ins (76mm) should be filled or levelled.
(2) Clear Areas. Depressions and mounds should not exceed 1 ft (305mm)
in depth or height.
i. Potholes
(1) Manoeuvring Area. Potholes are circular or oval on plan and are
distinguished from depressions by their smaller size and sharp angled profile.
Those that exceed 15 ins (381mm) across their widest point and 6 ins (152mm)
in depth should be filled. In addition, potholes of any dimension located less
than 20 ft (6.1m) from one another should also be filled. For aircraft with an
AUW in excess of 147,000 lbs (66.679 kg) the maximum permissible depth of
potholes is 2 ins (51mm).
(2) Clear Areas. Potholes may be ignored.
42. Slipperiness. When surfaces of the manoeuvring area are soft and slippery, generous
allowance should be made for handling difficulties in the ground manoeuvring of aircraft.
Similarly, if the airfield surface has an overlying strata of clay or other non-cohesive soils it
may result in a lack of longitudinal and/or directional control by the aircraft in wet weather.
The suitability of the surface of an airfield for use by aircraft relying on wheel brakes for
stopping and nose-wheel steering for directional control should be assessed by the senior

RAF officer available on the reconnaissance. There is no 'rule of thumb' method of

assessment that can be used by officers who are neither qualified to fly nor experienced on
the type of user aircraft.
43. Surface Roughness - Long Wavelength. Details of long wavelength surface

roughness criteria are at Chapter 14 of this publication.

Annex 13A:
Aircraft Data Sheets
Aircraft Data Sheets
Aircraft: BAe 146 Series 100
Manufacturer: British Aerospace
Function: Short/Medium Range Transport
Dimensions:
Wing Span: 86 ft -5 ins (26.34m)
Length: 85ft -10ins (26.16m)
Height: 28ft -3ins (8.61m)
Wheel Arrangement: Tricycle
Track: 15ft -6ins (4.72m)
Base: 33ft -1½ins (10.10m)
Load on Nose Wheel: 8-11%
Undercarriage Details:
Base: N/A

LCN/LCG – BAe 146 Series 100
Load Operating Weight Max Landing Max Take-off Max Wt for

Condition Empty Weight Weight Operations on
Unprepared Runways
All Up Weight (lbs) 50,700 73,350 82,750 76,500
All Up Weight (kg) 22,998 33,270 37,535 34,700
Tyre Pressure (psi) 79 (Note 1) 82 (Note 1) 82 (Note 1) 82 (note 1)
Tyre Pressure (MN/m2) 0.55 0.57 0.57 0.57
ESWL LCN LCG ESWL LCN LCG ESWL LCN LCG ESWL LCN LCG
lbf kgf lbf kgf lbf kgf lbf kgf
Classification 13,000 5,897 14 VI 17,000 7,711 18 V 19,000 8,618 20 V 17,400 7,893 18 V
ACN - BAe 146 Series 100
Load All Up Tyre Pressure Aircraft Classification Number
Condition Weight (Note 1)
Rigid Pavement Subgrades Flexible Pavement Subgrades
High Medium Low Ultra High Medium Low Ultra
lbs kg psi MN/m2 Low Low
A B C D A B C D
Operating Weight Empty 50,700 22,998 79 0.55 9 10 11 12 7 9 10 13
Max Landing Weight 73,350 33,270 82 0.57 TO BE NOTIFIED
Max Take-Off Weight 82,750 37,535 82 0.57 16 18 20 21 14 17 20 24
Overload
Note: 1. The table assumes the aircraft is fitted with low pressure tyres.

Aircraft: Hercules C 130 Mk 1 and C 130J Mk 5
Manufacture: Lockheed - Georgia Co Ltd
Function: Medium Range (Tactical) Transport
Dimensions:
Wing Span: 132ft -7ins (40.41m)
Base: 32ft -2ins (9.80m)
Load on Nose Wheel: 4%
Undercarriage Details: Tandem
Track: N/A
Base: 5ft -0½ ins(1.54m)

LCN/LCG - Hercules C130 Mk1 & C130J Mk 5
Load Operating Weight Max Landing Max Take-off Overload

Condition Empty Weight Weight
All Up Weight (lbs) 74,166 135,000 156,061 175000
All Up Weight (kg) 33,642 61,236 70,789 79380
Tyre Pressure (psi) 80 110 110 119
Classification 21,650 9,820 22 V 38,990 17,686 41 IV 45,250 20,525 48 IV 50,890 23,084 55 III
ACN - Hercules C130 Mk1 & C130J Mk 5

lbs kg psi MN/m2 Low Low
A B C D A B C D
Max Landing Weight 135,000 61,236 110 0.76 23 26 28 31 21 25 28 31
Overload 175,000 79,380 119 0.82 36 39 42 45 33 36 38 43

Aircraft: Hercules C 130 Mk 3 and C 130J Mk 4
Manufacturer: Lockheed - Georgia Co Ltd
Function: Medium Range (Tactical) Transport
Dimensions:
Load on Nose Wheel: 3.2%
Undercarriage Details: Tandem
Track: N/A
Base: 5ft -0½ ins (1.54m)

LCN/LCG – Hercules C130 Mk 3 & C130 Mk 4

All Up Weight (lbs) 80,782 135,000 160,000 175,000
All Up Weight (kg) 336,432 61,236 72,576 79,380
Tyre Pressure (psi) 80 110 110 119
Classification 23,237 10,540 23 V 39,278 17,817 42 IV 47,374 21,489 50 IV 51,511 23,365 55 III
ACN - Hercules C130 Mk 3 & C130 Mk 4:

2
lbs kg psi MN/m High Medium Low Ultra High Medium Low Ultra
A B Low Low
C D A B C D
Max Landing Weight 135,000 61,236 110 0.76 23 26 28 31 21 25 28 31
Overload 175,000 79,380 119 0.82 36 39 42 45 33 36 38 43

Aircraft: Islander BN-2T
Manufacturer: PBN Ltd
Function: Army Liaison/Light short range transport
Dimensions:
Load on Nose Wheel: (TBN)
Undercarriage Details: Twin
Track: (TBN)
Base: N/A

LCN/LCG - Islander BN-2T

All Up Weight (lbs) 4434 6670 7000
All Up Weight (kg) 2011 3025 3175
Tyre Pressure (psi) 35 35 35
Tyre Pressure (MN/m2) 0.24 0.24 0.24
Classification 1,583 718 1 VII 2,456 1114 2 VII 2,538 1,151 2 VII
ACN - Islander BN-2T

lbs Kg psi MN/m2 Low Low
A B C D A B C D
Operating Weight Empty 4,220 1,914 35 0.24 ]
Max Landing Weight 6,800 3,084 35 0.24 ] TO BE NOTIFIED
Max Take-Off Weight 7,000 3,175 35 0.24 ]
Overload

Annex 13B:
Criteria for Temporary/Tactical Airfields for TAC AT Aircraft
Criteria
BATTLE FORWARD SUPPORT

RUNWAYS
Length (see Chapter 13 Para 5) - - -
Width (minimum) 60ft (18.29m) 60ft (18.29m) 60ft (18.29m)
Longitudinal Gradient (maximum overall) ±3.1% ±3.1% ±3.1%
(Note 1)
Transverse Gradient (maximum) (Note 1) ±2% ±2% ±2%
CBR (minimum) 3 5 10
RUNWAY SHOULDERS
CBR (Minimum) 3 5 10
OVERRUNS
Length (minimum) 100ft (30.48m) 300ft (91.44m) 300ft (91.44m)
Longitudinal Gradient (maximum) (Note 1) +1.5% or -2% +1.5% or -2% +1.5% or -2%
TAXIWAY
Length Variable Variable Variable
Width of straight section (minimum) 30ft (9.14m) 30ft (9.14m) 36ft (10.97m)
Turn Radii (minimum) 70ft (21.34m) 70ft (21.34m) 70ft (21.34m)
Clearance from Runway Centre Line to Edge of 246ft (74.98m) 246ft (74.98m) 246ft (74.98m)
Taxiway Shoulder (minimum) ±3% ±3% ±3%
Longitudinal Gradient (maximum overall)
(Note 1)

BATTLE FORWARD SUPPORT

TAXIWAY SHOULDERS
APRON
Length per Aircraft (see Chapter 13 Para 19) N/A 143ft (43.59m) 143ft (43.59m)
Width (see Chapter 13 Para 19) N/A 150ft (45.72m) 150ft (45.72m)
Clearance From Runway Centre Line to Edge of N/A 246ft (74.98m) 246ft (74.98m)
Apron Shoulder
Longitudinal Gradient (maximum) (Note 1) N/A ±3% ±3%
Transverse Gradient (maximum) (Note 1) N/A ±2% ±2
CBR (minimum) N/A 5 10
APRON SHOULDERS
Width (minimum) N/A 10ft (3.05m) 10ft (3.05m)
Transverse Gradient (maximum) N/A ±4% ±4%
CLEAR AREAS
Width for Runways (minimum) 35ft (10.67m) 35ft (10.67m) 35ft (10.67m)
Width for Taxiway and Apron minimum) 65ft (19.81m) 65ft (19.81m) 65ft (19.81m)
Maximum height of obstacles 3ft (0.91m) 3ft (0.91m) 3ft (0.91m)
Side slope of Drainage Ditches 10% (1 in 10) 10% (1 in 10) 10% (1 in 10)
LATERAL SAFETY ZONES

Transverse Gradient (maximum) ±10% ±10% ±10%
(Note 1)
RUNWAY CLEAR ZONE
Length (minimum) 500ft (152.4m) 500ft (152.4m) 500ft (152.4m)
Inner Width 150ft (45.72m) 150ft (45.72m) 150ft (45.72m)
Outer Width 300ft (91.44m) 500ft (152.4m) 500ft (152.4m)
Maximum Height of Obstacles (Above Take-Off 40ft (12.19m) 40ft (12.19m) 40ft (12.19m)
Surface Level)
Side Slope of Drainage Ditches (maximum) 10% (1 in 10) 10% (1 in 10) 10% (1 in 10)
AIR PORTABLE FUEL CONTAINER AREA
Length (minimum) N/A 300ft (91.44m) 300ft (91.44m)
Width (minimum) N/A 60ft (18.29m) 60ft (18.29m)
Note: The different combinations of the maximum longitudinal and transverse gradients are
illustrated at Figure 13-1 and Figure 13-2.

Tac AT Airfield Gradients
Figure 13-1 Maximum Longitudinal Gradients
Notes:
1. The approach clearance plane is aligned on the extremity of the overrun at the level of
the runway end, and is joined to the level of the extremity of the overrun as shown.
2. The formula for calculating the rate of gradient of change is:
a = 100A where
L
a = Rate of change
A = Grade Angle = Gradient 1 minus Gradient 2
L = Length of curve
Figure 13-2 Gradient Angles

Example
Gradient 1 = 0.20%
Gradient 2 = 0.03%
Length of curve = 100ft
A = (+0.20) - (-0.03) = + 0.23% (Added algebraically)
‫ ׵‬Φ3 α = +0.23 ξ 100 = 23 = 0.23% (1 in 435)
100 100
The rate of change is within the maximum permitted rate of 0.25%.
3. For Hercules C Mk 3 aircraft the maximum down gradient is 1% (1 in 100).
Figure 13-3 Maximum Transverse Gradients

Annex 13C:
Minimum Dimensional Criteria for Temporary/Tactical
Airfields for Tactical Air Transport Aircraft
Figure 13-4 Dimension Criteria

Annex 13D:
Strength Criteria Graphs for Temporary/Tactical Airfields
Figure 13-5 Strength Requirement For Unsurfaced Airfields
Notes:
1. Applies only to aircraft with tyre pressure less than 90 psi (0.62 MN/m²).
2. CBRs are average values in the critical layer as defined in the penetrometer handbook.
3. LCNs are full LCN of aircraft, ie not reduced for limited usage.
4. A movement is one landing or one take-off or one taxiing movement.
Examples
1. An aircraft with an LCN of 30 required to execute 50 planned movements

requires the strip to have a minimum CBR of 9.
2. On a strip with a CBR of 10 an aircraft with a LCN of 30 can carry out up to 100
movements.
3. To carry out 1000 movements on a strip with a CBR of 13, the LCN of the aircraft
must not exceed 20.

Figure 13-6 Hercules C Mk 1 - Reduction Of CBR for Limited Movements on Unsurfaced

Airfields
Notes:
1. Tyre Pressure 60 psi (0.41 MN/m²).
2. The shaded area is usable for overload only.
Examples (shown above)
1. An aircraft with an AUW of 130,000 lbs required to execute 40 planned

movements requires a strip with a minimum CBR of 7.
2. On a strip with a CBR of 6 an aircraft with an AUW of 110,000 lbs can carry out
20 movements.
3. To carry out 100 planned movements on a strip with a CBR of 8 the AUW of the
aircraft must not exceed 114,000 lbs.

Chapter 14:
Instrument Surveys and Marking of Temporary/Tactical Airfields
INSTRUMENT SURVEY OF LONGITUDINAL AND TRANSVERSE PROFILES AND

ANALYSIS OF RESULTS
General
1. On any natural surface selected as a runway, or on a natural surface that will receive
an expedient surfacing it is necessary to carry out an instrument survey to determine the
longitudinal and transverse profiles of the strip. From this, the long wave length surface
roughness is assessed. For shortwave surface roughness criteria see Chapter 13 Para 41.
Survey Lines and Intervals of Readings
2. On any strip used for training, levels should be taken at 10 ft (3m) intervals along the
centre-line and along each edge of the runway. If there are no obvious differences in profile
across the runway the latter may be omitted unless it is planned for aircraft to specifically use
any one side of the runway. On operations, circumstances may dictate that level readings
should be taken at intervals in excess of 10 ft (3.05m) on the centre-line only in order to
save time. In such cases the intervals between level readings should not exceed 100 ft
(30.48m).
Analysis of Results
3. The reduced levels calculated from the readings taken should be drawn as a
longitudinal profile with the vertical scale for the amplitude greatly exaggerated. An
undulations analysis should then be carried as the example shown at Figure 14-5. This
entails joining with a straight line, the apex of all peaks and the valley of all troughs so that
the line does not cut into the profile of any intermediate peaks or troughs. The vertical height
(the amplitude) is then measured together with the horizontal distance between peaks or
troughs (the wavelength).
4. For Hercules C Mk 1 and C Mk 3 aircraft, the analysis as Figure 14-5 is then applied to
the graph at Figure 14-6 to determine which roughness zone the strip falls into. The highest
numbered zone at any particular location determines the roughness zone for the complete
strip. If the roughness falls outside zone 4 (on Figure 14-6), then the strip is unacceptable
and engineer work will be required to improve the profile.
5. Table 14-4 shows the heaviest configurations of the aircraft applicable to the
roughness zones from Figure 14-6 are indicated by a letter. The letter obtained is interpreted
at Table 14-5 which shows the maximum all up weight, minimum main tyre pressures and
the minimum CBR required for a natural surface.
MARKING OF TEMPORARY AIRFIELDS
General
6. General markings on aerodromes can be found at Chapter 6 Para 4. The markings

placed on a temporary airfield will be dictated by the operational situation prevailing, by the
need for security and the manpower and material available for marking. The recommended
standard layouts for Battle, Forward and Support airfields may therefore be varied to meet
the current situation, but in general they should conform to STANAG 3534 (airfield lighting
marking and toned down systems for non-permanent/deployed operations). However, it is
not permissible to vary them below the following minimum requirements:

a. Battle
(1) Runway corner markers.
(2) Closed and temporarily closed symbols (if required).
b. Forward
(1) Runway corner, side and end markers.
(3) Taxiway and apron markers (if applicable).
c. Support
(1) Runway corner, side and end markers.
(3) Taxiway, apron and marwilling line markers.
d. Additional Markings. The following additional markings may be added if time

and material permit.
(1) Airfield boundary markers.
(2) Overrun edges.
(3) Acquisition light.
(4) Apron parking positions.
Marking Devices
7. Marking Panels. For day operations, raised ('A' frame) fluorescent panels with each
side measuring 6 ft (1.83m) long by 2ft (0.61m) wide should be used. For Special Forces
strips it may be accepted that the panels are laid flat rather than being raised. The panels
should be coloured red/orange for use on backgrounds of vegetation or dark lime green for
use in desert areas. Panels should be securely anchored to the ground to resist propeller
slipstream or jet blast.
8. Marking Lights. During darkness tactical airfields can be marked with portable lighting
equipment. This equipment can provide adequate visual guidance to aircraft on visual
approaches by night in a minimum meteorological visibility of 2.3 miles (3.7km) and to aircraft
on instrument approaches at night in a minimum meteorological visibility of ½ mile (800m).
The average luminous intensity of the white runway edge lights should be 50 candela and
the green and red runway end lights 10 candela.
9. Tactical Lighting
a. This comprises portable lighting equipment used where there is no requirement

to provide lighting at short notice, or where infrequency of use does not justify a fixed
installation or where it is not operationally practical to provide a permanent installation.
b. The performance of airfield portable lighting is generally inferior to that achieved

by the permanent installations. The reasons for this are attributable to the need to limit

the size and weight of fittings, the limited power available and the requirement of easy
and rapid installation under tactical conditions. The general effect of these limitations
will raise operating minima.
c. The equipment should be capable of being quickly and easily installed and
aligned by a small number of trained personnel. It should also be capable of being
removed and re-installed elsewhere. All equipment should comply with the
appropriate military environmental specifications. It should be lightweight but able to
withstand repeated handling and transportation. Complete systems should be easily
transportable by air and military vehicle. The heaviest component should be capable
of being manhandled.
d. There are 2 general circumstances where airfield lighting is required:
(1) On runways, taxiways and other manoeuvring areas where lighting permanent
installations conforming have been damaged.
(2) On temporary airfields, reserve airfields, minimum operating strips and other
tactical facilities, where there is a requirement to provide lighting aids at short notice or
where the frequency of use does not justify a fixed installation.
e. Although portable lighting does not match the highest standards of performance
that can be achieved with fixed installations, the permanent and portable systems
should have as much commonality as possible in such aspects as pattern and colour
of lighting signals.
Table 14-1 Operating Criteria for Minimum Strips

MAXIMUM TYPICAL
SYSTEM TYPE VISUAL CONDITIONS INSTALLATION OPERATIONAL
TIME PERIOD
1 Night Met Vis >7 km 20 min 8hrs
2A (Visual App) Night Met Vis > 3.7 km 20 min 8 hrs
2B (Instrument App) Night Met Vis > 0.8 km 20 min 8 hrs
3 Day/Night Met Vis > 0.4 km 4 hrs Continuous
Notes:
1. The decision height/altitude to be used with each type of lighting is an operational

decision.
2. During daytime when the runway is marked in accordance with Chapter 6 Para 54, the
visual guidance may be enhanced by using an abbreviated precision approach path indicator
(APAPI) at full intensity and with Type 2 approach lights deployed in accordance with the
Type 2 system layout.
3. Installation times are measured from when the operating authority permits entry into a
prepared area. Installation times include the time required for the installation of any control
systems, which may be necessary.
f. Tactical Lighting Equipment
(1) Minimum Operating Strip Lighting Kit (MOSKIT). MOSKIT comprises: omni-
directional runway edge lights (ORELs); uni-directional approach lights (UAL); tactical
PAPIs (TAC PAPI) and night vision device (NVD) compatible PAPIs. When deployed
the MOSKIT conforms to a Type 2 lighting system.

(2) Portable Airfield Ground Lighting (PAGL). The PAGL will provide a full
replacement lighting system and incorporates runway edge, approach and taxiway
lighting and tactical PAPIs.
g. Lighting Patterns
(1) Type 1. Tactical portable lighting, in the form of MOSKIT should be provided for
flying operations at night in visibility not below 7km. The minimum characteristics and
layout are shown in Table 14-1 or Figure 14-7.
(2) When a taxiway will be delineated, light types A and B emitting blue should be
used. The interval between the units should not exceed 60m. Where aircraft taxiing
lights can be used the taxiway may be delineated with retro reflective markers in
accordance with Chapter 6 Para 54.
h. Unit Characteristics. The requirements of para 9f are to be met by the light

types shown in Table 14-2 together with a PAPI, where applicable. The photometric
characteristics of the light fittings are given at Figure 14-2 to Figure 14-4.
Table 14-2 Light Unit Characteristic
LIGHT TYPE BEAMSPREAD INTENSITY (Cd) LOCATION
A Omni-directional 15 Runway Edge

B Omni-directional 50 Runway Edge
C Omni-directional 250 Approach
Runway Edge,
D Uni-directional 5000
Approach
Notes:
1. If area sources such as fluorescent tubes or electroluminescent panels are used

without lenses or reflectors for Type A (or possible Type B) systems the equivalent intensity
is determined by the relationship: I = L x A where I = Intensity ICd); L=Luminance of source
(Cd/rn²) and A=Area of source (m²).
2. Where a glidepath indicator system is required an abbreviate PAPI system is sufficient

– see Figure 14-3 and Figure 14-4).
3. Brilliancy control is required on the Type D lights and high intensity visual indicators
(VGSI) for use at night when visibility conditions are better than 3.7km.

Figure 14-1 Photometric Characteristics: Omnidirectional Runway Edge (Type a and B) and
Approach Lights (Type C)
Figure 14-2 Photometric Characteristics: (A: Unidirectional Runway Edge and B: Unidirectional
Approach Lights (Type D))
RUNWAY EDGE UNI/BI DIRECTIONAL
Figure A
Note: Light units conforming to Figure A may also be used as approach

lights.

APPROACH CENTRE-LINE AND CROSSBAR UNI DIRECTIONAL
Figure B

Figure 14-3 Abbreviated PAPI System (APAPI)

Note: Dimensions shown in metres and approximate feet. Dimensions
A= 6m (20ft)
B=Not less than 7.5m (25ft)
APAPI LAYOUT
Note: Each light unit projects a white over red light signal into the approach aimed at such
angles that an approaching pilot when on glideslope will see one red light inboard of one
white light. As the pilot diverges above or below the glideslope he will see two number white
or red lights respectively.
SIGNAL FORMAT

Figure 14-4 - Abbreviated PAPI System (APAPI) (Photometric Characteristics: Isocandela

diagram for white light. Transmission Factor for Red Sector not less than 20%)
10. Light System Specification. The light systems should be deployed as shown in
Figures 14-7 to 14-9. The layouts illustrated are the minimum patterns to meet the operating
criteria. They may be supplemented to meet operational need, but the basic patterns and
coding should be maintained.
Table 14-3 Light System Specifications

SYSTEM TYPE LIGHT TYPE
1 A. (Runway Edge)
B. (Runway Edge)
2
C. (Approach High Intensity VGSI)
D. (Runway Edge, Approach)
3
High Intensity VGSI
Smoke. As an indication of the wind direction and speed, smoke other than red may be used.
It should be so placed that other airfield markings are not obscured.
11. Airfield Acquisition Light. If an airfield acquisition light is available it should be

placed to the right of the threshold at the approach end.
12. Illuminated Arrester Cable Markers. Portable illuminated arrester cable markers are
for temporary deployment with aircraft arrester gear in association with Type 1 and Type 2
Airfield Portable Lighting. Reference should be made to Chapter 6 Para 50 for arrester
cable marking in association with Type 3 Airfield Portable Lighting and Fixed Airfield Lighting.
a. The location of the markers should be as follows:
(1) Markers should be placed on both sides of the runway in line with the
cable and normally equidistant to the centre-line of the runway.
(2) The distance of the markers from the edge of the useable runway
should not be less than 7.5m (25ft) or greater than half the delineated runway
width.
(3) Marker position adjustments outside the above criteria are

permissible, when require, to avoid obscuration of or damage to markers by
arrester equipment. Such adjustments should be consistently applied to both
boards marking a given cable.

b. Marking.
(1) The marker shall be a circular annulus of yellow. The outer

diameter of the annulus shall be 51cm (20in) and the inner shall be 43.5cm
(17in).
(2) The bottom of the annulus must be a minimum of 30cm (12in)

above ground level when installed.
(3) The luminance of the yellow surface of the annulus shall be

uniform with a minimum average luminance of 60cd/m².
(4) The markers should be made as light and as frangible as

practicable and be designed to function for the same operational period as the
airfield portable light fittings they are deployed with.
13. LED Light Fittings. See Chapter 6 Para 44.
Layout of Airfield Markings
14. Runway. The layout of markers on a uni-directional runway is illustrated as follows:
a. STANAG minimum markings for day operations with visual glideslope not
available at Figure 14-10.
b. STANAG minimum markings for day operations with visual glideslope available at
Figure 14-11.
c. STANAG minimum markings for night operations with visual glideslope not
available at Figure 14-12.
d. STANAG minimum markings for night operations with visual glideslope available
at Figure 14-13.
15. It should be noted that for night marking, the approach end runway lights include a green
light and at the overshoot end of the runway a red light is included. The runway edge lights are
white.
16. Taxiway. The taxiway entrance will be indicated by a corner marker on both sides of
the taxiway. The sides of the taxiway will be marked by a single marker panel or a white light
at convenient intervals to maintain continuity of direction.
17. Taxiway Holding Line. The taxiway holding line or marwilling point line should be
indicated by a marker line across the full width of the taxiway at right angles to its centre line.
The minimum thickness of the line should be 2 ft (0.61m). Where practicable, the line
should be located at least 120 ft (36.58m) from the nearest runway edge (ie at the edge of
the lateral safety zone).
18. Apron. A single panel or a white light should be placed at each corner of the aircraft
apron.
Emergency Markings
19. If a tactical airfield has to be closed the following symbols should be used:

a. Temporary Closure. Two parallel bars, each 2ft (0.61m) wide placed across the
threshold of the runway at 90 to its alignment indicate that aircraft are required to hold
off.
b. Permanent Closure. A cross (X) at the threshold of the runway indicates that
the airfield has been permanently closed. The cross should be a minimum of 20 ft by
20 ft (6.1m) and desirably 45 ft by 45 ft (13.72m x 13.72m). Each member should
have a minimum width of 2 ft (0.61m).

Annex 14A:
Examples Undulation Analysis on Temporary Airfields
Figure 14-4 Example of Undulation Analysis for Hercules C130 Mk 1 and 3
Amplitude Height Chainage Wavelength Roughness Remarks

difference (m) (m) zone ( ‹ means less than)
(mm) (see
figure22)
A 50 0-6 6 2 Wavelength ‹ 9m - ignore
A+B 65 0-12 12 2
A+B+C 78 0-21 21 3
D 48 3-9 6 2 Wavelength ‹ 9m - ignore
E 80 6-12 6 4 Wavelength ‹ 9m - ignore
E+F 95 0-12 12 3
E+F+G 115 0-21 21 4
H 80 9-15 6 4 Wavelength ‹ 9m - ignore
H+J 92 9-18 9 4
K 25 9-18 9 1
L 110 12-21 9 Outside 4 Unacceptable - Engineer work
L+M 115 0-21 21 4 required
N 90 18-27 9
N+O 98 18-30 12 4
P 55 18-27 9 2
P+Q 70 18-30 12 3
R 15 24-30 6 1
S 22 18-30 12 1 Wavelength ‹ 9 m - ignore

Figure 14-5 Hercules C130 Mk 1 and Mk 3 - Allowable Undulation Amplitudes for Different
Aircraft Configurations
Notes:
1. For the conditions applicable to roughness zones 1, 2, 3 and 4 see Table 14-4 of this
Annex.
2. The dotted lines relate to runways with expedient surfacing.
Table 14-4 Heaviest Configurations for Hercules C130 Mk1 and Mk3 Applicable to Permissible
Roughness Zones
Hercules C Mk 1 Hercules C Mk 3
Roughness Take - Off Landing Take - Off Landing
Zone No Normal Operational Normal Operational Normal Operational Normal Operational
Necessity Necessity Necessity Necessity
1 D E B D C D B C
2 C D B C A B A B
3 A B A B - A - A
4 - A - A - - - -
Note:
1. For the interpretation of configurations A, B, C, D and E see Table 14-4.

Table 14-5 Parameters Applicable to Configurations A,B,C,D and E For Hercules C 130 Mk 1
And Mk3
Configuration Maximum All Up Weight Minimum Tyre Pressures Minimum

Reference CBR of
(from table 1) lbs Kg lbs kg Natural
Surface
A 124000 56246 65 0.45 5%
B 135000 61236 70 0.48 5%
C 147000 66679 80 0.55 9%
D 155000 70308 85 0.59 10%
E 174000 78926 105 0.72 not cleared

Annex 14B:
Bare Minimum Temporary Landing Zone Markings
Figure 14-6 Minimum TLZ Marking for Landing and Take-Off from Landing Threshold or
Opposite Direction Take-Off
F E
CAUTIONS
1. Minimum Runway
length (A-B to E-F) of
2500ft required.
2. Aircraft must land
by Go/No-Go Line.
3. Take-off run 610 – 1375 m
available should be the (2000 - 4499 ft)
more limiting of Take-off
Run Required or 2500ft.
D
C
Go/No-Go Line
155 m
(500 ft)
Touch-down Zone
B A

Figure 14-7 Minimum TLZ Marking for Landing and Stop/Go Take-Off
Z Y
CAUTIONS
1. Minimum
Runway length (A-B to
Y-Z) of 1530m (5000 ft)
required for a Stop/Go
Take-off.
2. Aircraft must
land by Go/No-Go Line.
Take-
Minimum 3. Take-off run
Off Run
Distance available should be the
765m greater of Take-off Run
(2500 ft) Required or 765m (2500
ft).
F E
Landing
Run
610m
(2000 ft)
D C
B
Go/No-Go Line
155m
(500ft) Touch-down Zone
B A

Figure 14-8 Minimum TLZ Marking-Night (White Light) for Landing and Take-Off from Landing
Threshold or Opposite Direction Take-Off
F E
CAUTIONS
1. Minimum
Runway length (A-B
to Y-Z) of 765m
(2500 feet) required.
2. Aircraft must
land by Go/No-Go
Minimum Line.
Distance
380m 3. Take-off run
(1250 ft)
available should be
the greater of Take-
off Run Required or
765m (2500 feet).
Middle
Markers
230m
(750 ft)
D C
Go/No-Go
Line
155m
(500 ft) Touch-down
Z
B A

Annex 14C:
Diagram of STANAG Marking of Temporary Airfields
Figure 14-9 Minimum Temporary Airfield Markings for Day Operations on a Uni-directional
Runway (visual glideslope not available)

Figure 14-10 Minimum Temporary Airfield Markings for Day Operations on a Uni-directional
Runway (visual glideslope available)

Figure 14-11 Minimum Temporary Airfield Markings for Night Operations on a Uni-directional
Runway (visual glideslope not available)

Figure 14-12 Minimum Temporary Airfield Markings for Night Operations on a Uni-directional
Runway (visual glideslope available)

Chapter 15:
Aerodrome Pavement Design, Construction and Maintenance
INTRODUCTION
Functional requirements of Airfield Pavements
1. The pavements should facilitate safe aircraft ground operations. In order to do this
they should meet specialist performance requirements. See Chapter 4. The following sets
out the main requirements:
a. Good rideability.
b. Good friction characteristics.
c. High strengths and stability to withstand the shear stresses induced by heavy
wheel loads and high tyre pressures.
d. A durable, hard-wearing weatherproof surface free from loose material and sharp
edges which might endanger aircraft.
e. Resistance to fuel spillage and jet blast. Depending on the nature and type of
aircraft operations, these requirements are likely to be too onerous for bituminous
surfacings in certain areas of the airfield.
f. Facilitate economic maintenance.
Foreign Object Damage (FOD)
2. Aircraft and helicopters are very susceptible to damage from loose material being
drawn into engine intakes, propeller blades and rotors. Such materials can also damage
tyres, hydraulic systems and aircraft skins. Potential sources of damage are generally
referred to as a FOD (Foreign Object Damage) hazard. The FOD sensitivity will very much
depend on the aircraft type and the nature of operations. FOD sensitivity is likely to be most
critical for runway operations especially for high performance jets carrying out formation take-
offs. Nevertheless the risks on taxiways and hardstandings can also be high, for certain
aircraft types, especially when they are manoeuvring in proximity. Hence the need for all
airfield pavements to have high surface integrity.
Access for Maintenance/Restoration Works
3. It is generally very difficult to gain access to carry out maintenance work on airfield
pavements, especially on a main runway. Major restoration works requiring long possession
periods can have serious operational and planning implications. These considerations are
likely to affect the maintenance strategy and further strengthen the need for durable and hard
wearing pavement surfaces.
Relative Importance of Functional Requirements
4. The relative importance and stringency of the above requirements depends on the
nature, type and frequency of aircraft operations, the function of the pavement (eg runway or
hard-standing) and other economic and local factors.
5. For runways, good rideability and friction characteristics are very important. In addition
runway ends, dependent on aircraft types and frequency of operations may also need to
have high resistance to jet blast and fuel spillage. Aircraft parking areas and runway holding

positions will generally need to have high resistance to fuel and oil spillage. In addition,
some of these areas, especially heavily used ASP's, may also need to be resistant to
indentation by high tyre pressure aircraft and impact and wear from ground equipment and
trolleys. Harrier Vertical Take-off and Landing (VTOL) pads and Engine Running Platforms
(ERP's) for high performance jet aircraft provide the most severe conditions for pavements
on MOD airfields.
6. The above considerations, the FOD risk and the likely restricted access for
maintenance will greatly affect the selection of materials and specifications used for airfield
pavement works as well as strategies for maintenance and restoration. Further details on
these subjects are given at Annex 15A and Annex 15B respectively.
PAVEMENT FRICTION CHARACTERISTICS AND MEASUREMENTS
Introduction
7. Background. Chapter 15 is aimed primarily at runway friction characteristics and

measurement, but also covers other operating surfaces. The friction properties of a surface
represent the interface between the pavement and the aircraft using it and have a significant
influence on operations. Further background to the whole topic of friction and its relation to
specific aerodromes is included at Annex 15C.
8. MOD Standards. The MOD has 2 mandatory terms, Maintenance Planning Level
(MPL) and Minimum Friction Level (MFL), for use when referring to the friction characteristics
of aerodrome runways and pavements. In order to establish these friction characteristics a
number of friction surveys are required.
9. Types of Friction Survey. Aerodromes are required to carry out 3 types of runway
friction testing:
a. Runway Friction Classification Surveys.
b. Runway Friction Monitoring Surveys.
c. Special Friction Surveys.
10. Definitions. For the purposes of this section, the definitions, as detailed in MAA
02 - Definitions, of the following need to be understood:
a. Contaminants
b. CFME
c. Declared Runway
d. Friction Level
e. MPL
f. MFL
g. Portions of the Runway
h. Runway Friction Classification Survey
i. Runway Friction Monitoring Survey

j. Special Friction Survey
11. Factors Affecting Friction Levels. While most dry surfaces will usually provide
satisfactory results irrespective of the type of surface, there are various factors that can affect
these values. Those of particular relevance are water, rubber deposits, oil/grease,
snow/ice/slush and de-icing chemicals all of which can reduce the friction level. In the limit,
any of these can reduce to the friction level to zero resulting in aquaplaning. In general
runway surfaces are designed to minimise the risk of aquaplaning. Debilitating factors
should be ameliorated as a matter of urgency.
MOD Runway Friction Categories
12. Aerodrome Friction Categories. There are 3 MOD friction categories as given in
MAA 02 - Definitions. Their applicability to individual aerodromes is the responsibility of
the Appropriate Military Authority. See Annex 15A Para 7.
Friction Criteria for Manoeuvring Areas
13. MOD Runway Friction Criteria. Table 15-1 gives the current MPL and MFL friction
levels.
Table 15-1 Pavementa Classification Friction Table for the 65 km/h Self Wetting Test
Device MPL MFL Water Speed Tyre Tyre
Depth (km/h) Pressure
(mm) (kPa)
Mu-Meter DICO
0.55b 0.50b 1.0 ±0.025 65 ± 5 70 ± 3.5
Mk4/5/6 16 x 4 – 8
a
Primarily for runways. Seek MOD specialist advice for friction concerns with other
operating surfaces
b
Levels are for runway markings as well as pavements. Seek MOD specialist advice
for friction concerns.
Friction Survey Requirements
14. Table 15-2 gives the requirements for the 3 types of friction survey.
Runway Friction Classification/Monitoring Survey Procedure
15. Table 15-3 gives the procedures for classification and monitoring friction surveys.
Procedures for special friction surveys will be detailed by the MOD specialists on a case-by-
case basis.

Table 15-2 Friction Survey Requirements

Friction Survey Type
Item
Monitoringa Special Classification
Programme Drafted by MOD
specialists,
promulgated by
RAFIO.
As required by
MOD specialists,
≤ 6 monthly or at
Frequency Relevant Military ≤ 4 yearlyc
SATCO discretion
Authority or
Station.
Survey notification Calling notice by
MOD specialists
Survey timing By arrangement Station/DE Term
Contractor.
Survey duration 1-2 days depending on survey scope,
weather and availability of water.
Conducted by Station MOD specialists Term Contractor.
Measuring speed 65km/hb 65/80/95km/hb
If the maximum absolute difference between the average
Survey validity friction values for any two check runs is greater than 0.06 the
entire survey is invalid.
Results reporting
As per Table 15-5 As per Table 15-4
format
Results MOD specialists Term Contractor to MOD
To Relevant
Reporting/ specialists and onward to Relevant
Military Authority
Evaluation Military Authority and Station
Equipment
In accordance with relevant Service Operator’s Manual
calibration/usage
Results retention Until next classification Survey
Survey funding Stnde
a
There is no correlation between monitoring and classification survey results.
b
For straight runs only. MOP specialists can advise on test methods for curved or
restricted areas.
c
But see Table 15-1 for variations.
d
Except for survey prior to handover of new/reconstructed pavements – paid for by
Project.
e
Additional costs caused by Station imposed restricted access to pavements during
survey fall to Station.

Table 15-3 Runway Friction Classification/Monitoring Survey Procedures

Item Criteria
Classification Survey Monitoring Survey
Equipment Mk 5 Mu-Meter, or other MOD specialists approved equipment.
a. ≤ 12 months
Equipment b. In accordance with
calibration a. Before every survey manufacturer’s
interval instructions.
c. Results to be retained.
Operator DE Term Contractor approved person Authorised ATC Personnel
Team size ≥ 2 people (Driver and recorder)
Recording Purpose designed software with instant VDU and hard-copy read out together
medium with database recording capability
a. Natural rain or in
detrimental to aircraft
Pavement a. Dry before and during survey.
movement conditions.
surface b. Conditions and changes in condition to be
b. Conditions and changes
conditions recorded.
in condition to be
recorded.
Met conditions Ambient air temperature ≥ 2oC
Aircraft
arrestor De-rigged
systems
Procedure Method/Criteria
a. See Table 15-2 which shows the stationary vehicle start position.
Establish run b. Enables location of data relative to runway threshold lights to be
start position determineda.
c. Mark on pavement and record position.
a. In accordance with pattern in Figure 15-3 and Table 15-4.
Conduct runs
b. 1st run starts from runway end with the higher QDM.
Water depth 1mm Natural wet conditions.
Speed As given in Table 15-4 ± 5 km/h. 65km/h ± 5 km/h
Run track a. 3m
separation b. Start 1.5m from runway centre-line
Track
± 1m
tolerance
a. Runs 1, 11 and 17.
a. Runs 7 and 8.
b. Run 1 taken @ 3m from runway edge.
Check runs b. All runs in the same
c. Runs to be consistently wet or dry throughout.
direction.
d. All runs in the same direction.
a. Self-wetted.
Check run 10
b. 1.5m from runway centre-line.
a. To establish speed friction curve.
b. Self-wetted.
Speed runs 2, c. Each run to traverse the same track in the
3, 8 and 9 same direction.
d. Located outside area of rubber deposits but ≤
15m either side of runway centre-line.
a. Self-wetted.
a. Runs 1-6.
Standard b. Start at run 4 @ 1.5m from runway centre-
b. Surface soaked but no
Runsb line.
standing water.
c. Subsequent runs @ 3m spacing out to 19.5m.
Reports In accordance with Para 16.

Item Criteria
Classification Survey Monitoring Survey
a
Distances before the threshold in the landing direction will be negative see Figure 15-2.
b
Known as wet runs for monitoring survey.
c
In the case of monitoring survey, use Table 15-5.
Figure 15-1 Friction Classification Survey Frequency from Before Handover of New or
Resurfaced Runways
Construction/Re-construction complete
Undertake Friction Classification Survey
Commence/continue planning
of remedial measures to Are all
improve Friction Level Friction Levels≥ MPL Yes Repeat Friction Classification
Survey at interval≤ 4 years
No
Are all
Repeat Friction Classification Yes Friction Levels ≥ MFL
Survey at interval≤ 12 months
No
a. Stn to consult Relevant Military Authority on

NOTAM
(liable to be slippery when wet).
b. Take action to improve Friction Level.
Figure 15-2 Runs Start With Stationary Friction Machine Measuring Wheel/s 10m from
Pavement End
10m Start position line
10m Start position line

x

Figure 15-3 Runway Friction Classification Survey Run Sequence

Classification Monitoring
Surveys Surveys
to Runway
to Runway
<< LOWER QDM
Distance
Distance
Centre-
Centre-
HIGHER QDM >>
Direction of Travel
Run
Run
line
line
20 19.5m
19 16.5m 5 3.0ma
18,16 13.5m
3, 9, 10.5 1 10.5m
14 7.5m
7 4.5m
6 1.5m 2, 8 1.5m
RUNWAY CENTRE-LINE
4, 10 1.5m 4, 7 1.5m
5 4.5m
12 7.5
13 10.5m 3 10.5m
2, 8, 13.5m
21 16.5m
22 19.5m 6 3.0ma
1, 11, 3ma
17
a
From runway edge
Table 15-4 Runway Friction Classification Survey Run Sequence and Results
Aerodrome Runway Date

Surface Condition
Temperature (oC)
Runway Centre-
Direction of Run
Side of Centre-
(Starting QDM)
Distance from
Speed (km/h)
Self-Wetting
Run Type
Remarks
ON/OFF
Surface
Run No
line (m)
Time
lineb
1f Check Hi 3.0 a L/ Rd 65 On/

Offcd
2 Speed Lo 13.5 R 80 On
3 Speed Hi 10.5 R 95 On
4 Standard Lo 1.5 R 65 On
5 Standard Hi 4.5 L 65 On
6 Standard Lo 1.5 L 65 On
7 Standard Hi 4.5 R 65 On
8 Speed Lo 13.5 R 95 On
9 Speed Hi 10.5 R 80 On
10 Check Lo 1.5 R 65 On
11 Check Hi 3.0 a L/Rd 65 On/
Offcd

13 Standard Hi 10.5 L 65 On
15 Standard Hi 10.5 R 65 On
17 Check Hi 3.0 a L/Rd 65 On/
Offcd
19e Standard Hi 16.5 R 65 On
20e Standard Lo 19.5 L 65 On
21e Standard Hi 16.5 L 65 On
e
a
From Runway edge
b
Side is taken relative to the Centre-line in the direction of travel, run specific
c
To be consistent throughout runs 1, 11 and 17
d
Delete as required
e
For narrow runways ignore runs 19-22
f
Run 1 must start from the higher QDM
Table 15-5 Runway Friction Monitoring Survey Run Sequence and Results
Aerodrome Runway Date
1/3 portions of runway)

Average Friction Value
QDM/Centre/ Lo QDM
Run Direction (Start QDM)
Surface Temperature (oC)

Distance from Runway
Side of Centre-lineb
(relative to Hi
Surface Condition
Centre-line (m)
Speed (km/h)
Run Type
Remarks
Run No
Lo Ctr Hi
Time
‘A’ ‘B’ ‘C’

1 Wet Hi 10.5 R 65
2 Wet Lo 1.5 L 65
3 Wet Hi 10.5 L 65
4 Wet Lo 1.5 R 65
5 Wet Hi 3.0a R 65
6 Wet Lo 3.0a R 65
7 Chec Lo 1.5 Lc 65
k
8 Chec Lo 1.5 Rc 65
k
a
From runway edge.
b
Relative to the Centre-line in the direction of travel, run specific.
c
Should be from the lower to the higher QDM.

Reports
a. Content. Written reports, including the information detailed at Para 16a(i)-(vii),

the completed Survey Report see Table 15-6 and Survey Results see Table 15-4) or
Table 15-5 as applicable. Description of rubber deposits should follow the guidance in
Table 15-7, with surface conditions specified in accordance with Table 15-8. The
operator should retain the original data.
(1) Remarks.
(2) Results.
(3) Average friction reading of each track should be correctly identified, and
highlights of significant features of the test detailed. Friction values should be
marked on a plan of the runway showing exact location and friction values as
measured.
(4) The following photographs should be taken (each close-up photograph

should include a scale rule within the shot):
(a) Location shot showing complete extent of rubber deposits at each

runway end (not required for night surveys).
(b) Close-up of rubber deposits (not required for night surveys).
(c) Close-up of runway surface.
(d) Any significant features on the runway surface (not required for night
surveys).
(5) Conclusions.
(6) Recommendations, signature and date of report.
(7) The classification survey data on a disk in digital format using Mk 5 Mu-
Meter Software Version 5.6 or later.
b. Distribution
(1) Calibration Survey Reports. Four copies of the report together with one
survey data disk are required by MOD specialists. The MOD specialists will
review the report before further distributing it to the Relevant Military Authority
and to the Station concerned (2 – SATCO and PROM).
(2) Monitoring Survey Reports. All data and reports should be retained by
Stations.
Table 15-6 Runway Friction Survey Report

Survey Type
Friction Machine Type
Friction Machine Serial
No.
Distance Per Reading
Station
Runway

Date Of Survey
Contractor
Operators
Tyre Serial No(s).
Calculated Water Depth
Air Temperature (°C)
Weather
Rubber Deposits
Remarks
Offset distance from threshold end 1 (m)

Offset distance from threshold end 2 (m)
Mu-Meter friction board Ser No
No of passes over Mu-Meter friction board to date
Confirm correct Mu-Meter calibration before survey
Confirm correct Mu-Meter tyre pressures before survey
a Classification Survey only
Table 15-7 Classification of Rubber Deposits

Description of Rubber Covering Pavement Texture in Classification of
Touchdown Zone - Central 18m Rubber Deposit
No tyre tracks None
Intermittent individual tyre tracks. Very light
Individual tyre tracks begin to overlap. Light
Up to 60% surface texture exposed Medium
Rubber bonded to pavement surface: less than 40% of surface,
Heavy
texture exposed
Table 15-8 Classification of Surface Conditions

Descriptor Observation
Damp The surface shows a change of colour due to moisture.
Wet The surface is soaked but there is no standing water.
Water patches Significant patches of standing water are visible
Flooded Extensive standing water is visible.
Dry No visible moisture
Movement Area Friction Measurement of Compacted Snow ►and◄ Ice ►◄
16. Background. Pavement friction should be maintained under conditions of compacted

snow ►and◄ Ice ►◄. Friction values under compacted snow and ice conditions do not
vary with speed, so for safety reasons testing should be carried out at 32 km/h. Knowledge
of current friction values in adverse conditions is essential.

17. Measurement. Procedures for friction monitoring in conditions of compacted snow

►and◄ Ice ►◄ are detailed in Table 15-9. ►Note, CFME can produce inaccurate readings
in water greater than 3 mm in depth or slush. ◄
Table 15-9 Friction Monitoring Procedures in Compacted Snow►◄ ►and◄ Ice ►◄

Conditions
Item Runways Other Movement Areas
Condition: snow ►or Monitoring testab @ a. Monitoring testa when
ice◄►◄ 32km/h friction level ≤ 0.35 @
b. Repeat as conditions 32km/h
change
a
See Table 15-5/ Figure 15-3 for details of test and runs required).
b
When reporting to pilots give friction levels in runway thirds, 1st part being the part
where the ►aircraft ◄ will land.
18. Reporting Methods
a. The standard method of reporting relies on the definitions of the contaminant (eg
compacted snow or slush – see MAA 02 - Definitions.
b. The friction characteristics of a runway are expressed as “braking action

information” in terms of the measured/calculated friction values or estimated braking
action as described in Table 15-10.
c. Table 15-10 is for use with compacted snow and ice only and should not be
taken to be absolute friction values applicable for all conditions. If the braking action is
described as “Good”, pilots should not expect to find conditions as good as for a dry,
clean runway. The value “Good” is a comparative value only and infers that
aeroplanes should not experience directional control or braking difficulties when
landing.
Table 15-10 Friction values for compacted snow and/or ice-covered runways
Mu-Meter Reading Estimated Braking Action Braking Code
0.40 and above Good 5
0.39 to 0.36 Medium to Good 4
0.35 to 0.30 Medium 3
0.29 to 0.26 Medium to Poor 2
0.25 and below Poor 1
d. Whenever snow or slush is present on a runway, an estimate of the mean depth

over each third of the runway should be made to an accuracy of approximately 2cm for
dry snow, 1cm for wet snow and 0.3cm for slush.
e. Table 15-11 gives verbal descriptions of runway surface conditions under

compacted snow, ice and slush.
Table 15-11 Condition Descriptions for Compacted Snow and/or Ice/Slush-Covered

Runways
Basic Conditions Descriptive Conditions
1 Flooded 1 Wet
2 Ice 2 Loose
3 Snow 3 Frozen
4 Slush 4 Dry
5 Rubber deposits 5 Compacted

6 Frost 6 Drifted
7 Ruts and Ridges 7 Sanded
a The degree of coverage, eg ‘Patches’ or ‘Covered’, and a
description of the conditions may qualify these descriptions
f. When there are significant differences in conditions along the runway length,
descriptions should be given for each third of the runway. For example:
(1) ‘Slush on Runway’; Braking conditions Medium/Poor; Heavy rubber

deposits on first and last third of runway.
(2) ‘Compacted Snow on Runway’; Braking condition in thirds - Medium/Good,

Medium, Medium/Good; Mu-Meter 0.36, 0.38, 0.34.
19. Collection And Dissemination of Pavement State Information. For conditions due
to snow, ice or slush, information should be promulgated by means of a SNOWTAM, details
of which are contained in the UK Military Aeronautical Information Publication – Vol 1 and
The Manual of Military ATM.
20. Snow Removal and Ice Control
a. Aprons should be kept clear of snow, slush, ice etc to the extent necessary to
enable aircraft to manoeuvre safely or, where appropriate, to be towed or pushed.
b. Whenever the clearance of snow, slush, ice etc. from various parts of the
Movement Area cannot be carried out simultaneously, the order of priority should be
as follows, but may be altered following consultation with the users: -
(1) Runway(s) in use
(2) Taxiways serving runway(s) in use
(3) Apron(s)
(4) Holding Bays
(5) Other areas
c. Chemicals should be used to remove or prevent the formation of ice and frost on
aerodrome pavements when conditions indicate their use can be effective. Caution
should be used in their application so as not to create a more slippery condition. The
friction of the area treated should be measured periodically after the application of the
chemical.
Application to Aircraft Operations
21. Background
a. The friction properties of a surface represent the interface between the pavement
and the aircraft using it. Friction will consequently have a significant influence on
operations, in particular the ability of aircraft to utilise their brakes. The inherent friction
characteristics of a paved surface deteriorate slowly over time. However the friction of
a runway surface and the related braking action can vary significantly over a short
period due to the presence of contaminants eg snow, ice, slush and water.
b. Unless notified otherwise, a runway always has acceptable friction characteristics

when “dry” and “wet”.

22. Wet Runway Braking Action
a. A “wet runway” covers a range of conditions from “Damp” to “Flooded see Table
15-8. It does not include runways contaminated with snow, ice, slush or water
associated with slush.
b. Where the measured friction value of a portion of a runway (see definitions in

MAA 02 ) has deteriorated to the MFL value or less, the runway should be notified
as “liable to be slippery when wet”.
c. When a runway is reported as “Damp” or “Wet”, and unless notified otherwise eg

as a runway “liable to be slippery when wet”, pilots may assume that an acceptable
level of runway friction braking action is available.
d. When a runway is reported as having “Water Patches” or being “Flooded”, the

braking action may be affected by aquaplaning and appropriate operational
adjustments should be considered.
e. When a runway is notified as “liable to be slippery when wet”, take-off and

landing in wet conditions should only be considered when the distances available
equal or exceed those required for a very slippery or icy runway as determined from
the information in the aeroplane’s Flight Manual.
SURFACE EVENNESS
Introduction
23. Uneven surfaces can critically affect the safety of aircraft ground operations. The main
consequences that can result from poor surface irregularity are as follows:
a. Depending on the amplitude and wavelength of profile irregularities and aircraft

characteristics, excessive vertical accelerations can sometimes be set up causing
weakening/fatigue of parts of an aircraft structure.
b. Aircraft's tyres subject to excessive dynamic loads.
c. Vibrations in the cockpit can affect instruments and also cause discomfort to
pilots.
d. Long wavelength surface irregularities can give rise to pitching and yawing of the
aircraft with possible loss of contact with the ground and loss of directional control.
e. Unevenness or deformation of the pavement surface can result in ponding of

water in wet weather. This in turn can cause differential braking characteristics and/or
aquaplaning when an aircraft is travelling at high speed on a runway.
f. Whilst the above considerations are important for all aircraft movement areas,
they are most critical for runways.
Design and Evaluation
24. For new or refurbished pavements the functional requirement in respect of surface
evenness will be achieved if the design is in accordance with the geometric criteria set out in
Chapters 4 and 5 and the construction tolerances set out in the Material Specifications
referred to in Annex 15A. Bituminous surfacings generally give better rideability than
concrete with the latter being more susceptible to surface undulations produced in the laying

process and also being more dependent on the spacing, detail and quality of joints. Hence
bituminous surfacings are generally preferred for the main lengths of runways.
25. Circumstances such as the following may arise which necessitate a more systematic
approach to evenness assessment with regard to aircraft operations.
a. Design and/or refurbishment of intersecting runways may necessitate some

compromise on gradient criteria at and in the vicinity of the junction.
b. Differential settlement on any of the movement areas with time may result in
surface irregularities, which give cause for concern in respect of aircraft operations.
26. For evaluations in circumstances outlined in Para 24 maximum acceptable deviations

will vary depending on aircraft type and speed. A detailed assessment would involve taking
account of a number of variables including amplitudes and wavelengths of irregularities and
the consequent dynamic response of the aircraft concerned. Techniques for carrying out
such assessments include profile measurement and its likely effect in terms of vertical
acceleration at wheel gear and cockpit positions of standard aircraft types using proprietary
software and also instrumented aircraft testing and dynamic response analysis as carried out
by aircraft manufacturers.
The Bearing Capacity and Load Classification of Airfield Pavements
General
27. Pavements need to be of sufficient strength to allow aircraft that that they are intended
to serve, to operate on them without risk of damage either to aircraft or the pavements. See
Chapter 7 Para 8. To comply with this requirement standard reference documents are used
for the structural design and evaluation of airfield pavements at MOD aerodromes together
with a load classification system to directly compare pavement strengths with aircraft loads.
Further details are given in Paras 37 to 42.
28. Aircraft movements which under the Load Classification system are deemed to be
overloads should be strictly controlled in order to ensure safety of aircraft ground operations
and safeguard against premature pavement failure. Further details are given at Para 44.
29. Stopways, Arrester Net Barrier Overruns and Shoulders whether paved or unpaved are
normally designed to a different concept than that for the movement areas. Further details
are given at Para 46.
30. MOD specialists hold central records of pavement construction and load classifications.
Changes to pavement constructions and load classifications as a result of pavement
restoration or upgrade works should be notified by project managers to MOD specialists,
see Chapter 1.
31. For the design, evaluation and setting of load/tyre pressure limits for useage of
temporary unsurfaced strips by specific aircraft types refer to Chapter 13.
Pavement Design
32. Pavement designs as well as ensuring adequate strength for safe aircraft ground
operations should also provide an economic design life. This in turn necessitates account
being taken of the functional requirements of the pavement, selection of materials, refer to
Annex 15A, the maintenance regime, aircraft useage and whole life costs. The MOD's
reference document for pavement design is "A Guide to Airfield Pavement Design and
Evaluation" – PSA 1981. MOD specialists should be contacted for any updates to this
document in respect of MOD standards.

33. For various reasons it may be necessary to reappraise the bearing capacity of a
pavement. Such circumstance could include one or more of the following:
a. Pavement inspections indicate signs of structural fatigue.
b. Determination of residual fatigue life to plan future restoration works.
c. Determination of strengthening requirements for a planned change of use.
d. The pavement has been disused for some time and should be rehabilitated.
34. In the above circumstances it will usually be necessary to carry out comprehensive site
investigations including destructive (eg coring, trial pits and material testing) and non-
destructive testing (eg falling weight deflectometer and ground penetrating radar). This is
particularly so in the case of a large proportion of pavements at MOD aerodromes with sub-
structures dating back to the 1940s and 1950s.
35. The MOD's reference document for structural evaluation of pavements is "A Guide to
Airfield Pavement Design and Evaluation" – PSA 1989. This should be used in conjunction
with a supplementary DIO document entitled "Guidance Note on Structural Investigations of
Airfield Pavements" – March 2002. MOD specialists should be contacted for any further
updates/supplements to these documents.
Load Classification of Aircraft and Airfield Pavements
36. MOD currently classifies its aircraft and airfield pavements in terms of LCN/LCG but is
in the process of changing to the ICAO ACN-PCN method. The strength of a pavement is
reported in terms of the load rating of aircraft that the pavement can accept on an
unrestricted basis. Detailed descriptions of the ACN-PCN method are given in the ICAO
Aerodrome Design Manual, Part 3 (1983) and in the PSA ‘A Guide to Airfield Pavement
Design & Evaluation’ (1989).
Aircraft Classification Number (ACN)
37. The ACN of an aircraft expresses its relative loading severity on a pavement supported
by a specified subgrade. ACN are reported as 2 x 4 x 2 = 16 separate figures from a choice
of:
a. Rigid or flexible pavement.
b. 4 x subgrade category, see Table 15-12 Part 3.
c. Maximum Ramp Weight and a representative operating empty weight.
38. ICAO publishes ACN for civil aircraft. In UK tables of ACNs are published in the UK
AIP (Section AGA-7). ACN for military aircraft are contained in the NATO AEP-46 at Annex
515A. For aircraft not included in these publications, ACNs may be obtained from the MOD
Specialists or from the manufacturers.
Pavement Classification Number (PCN)
39. The PCN is the ACN of the aircraft that imposes a severity of loading equal to the
maximum permitted on the pavement for unrestricted use.
40. PCNs are reported as a five part code as shown in Table 15-12.

Table 15-12 PCN Reporting

Part Description Remarks
1 PCN ACNmax at appropriate subgrade category
2 Pavement type Rigid Flexible
3 Pavement subgrade category A = High
B = Medium
C = Low
D = Ultra Low
4 Tyre pressuremax authorised 1.5 MPa (217 psi) < W (high)
1.0 MPa (145 psi) < X (medium) ≤ 1.5 MPa (217
psi)
0.5 MPa (73 psi) < Y (low) ≤ 1.0 MPa (145 psi)
Z (very low) ≤ 0.5 MPa (73 psi)
5 Pavement design method T = Technical design or evaluation
U = By experience of aircraft actually using the
pavement
Pavement Classification for Light Aircraft
41. The ACN-PCN method is not intended for reporting the strength of pavements meant
for light aircraft with a weight less than 5700 kg.
42. The bearing strength of a pavement intended for use by light aircraft should be
classified in terms of allowable Aircraft Weightmax and Tyre Pressuremax.
Overload Operations
43. Provided the PCN for a pavement is equal to or greater than the ACN of the aircraft
and the operating tyre pressure does not exceed the PCN limitation, unrestricted use of the
pavement by that aircraft (or those with lower ACNs) is permitted. The term ‘unrestricted
use’ of a pavement is not specifically defined. However, it relates directly to the
design/evaluation parameter for aircraft usage and design/residual design life.
44. Unless a pavement is subject to extreme overloading it is unlikely to fail suddenly or

catastrophically. Nevertheless regular overload operations can substantially reduce the
design life of the pavement. Advice from MOD specialists and dispensation from the
appropriate military authority should be sought before pavement overloading is authorised.
Stopways, Arrester Net Barrier Overruns and Shoulders
45. Stopways and shoulders either paved or unpaved should be designed in accordance
with the MOD’s reference document for pavement design – "A Guide to Airfield Pavement
Design and Evaluation". – PSA 1989. The decision on whether to provide a paved or
unpaved surface will depend on a number of factors including jet blast and FOD sensitivity,
the maintenance regime, the climate and feasibility of sustaining grass stabilised surfaces
and cost.
46. The pavement construction for Arrester Net Barrier Overruns should be designed as
for a stopway except that a paved surface must be provided from the end of the runway up to
a point at least 2 metres beyond the barrier and in the case of flexible pavements a minimum
bituminous surfacing thickness of 100mm must be provided. The run-out area beyond this
point can either be paved or unpaved designed as for a stopway. See Chapter 4 Para 31.

Annex 15A:
Aerodrome Pavement Materials and Construction
Introduction
1. To comply with the functional requirements for airfield pavements as described at

Chapter 16 necessitates a special focus in respect of the materials specifications and
consistency and quality of work. As previously stated the relative importance of the various
requirements very much depend on the nature, type and frequency of aircraft operations.
The principal specifications hitherto used for works on MOD aerodromes have been
developed over a number of years and have a proven track record; further details are given
in Chapter 15 Para 2. When alternative construction methods and materials are being
considered a risk management strategy having regard to safety of aircraft operations and the
need to minimise disruption to aircraft operations (ie for future maintenance) should be
established. Previously this has entailed the provision and monitoring of trial areas as part of
a measured approach to validating new methods and materials.
Material Specification
2. The following Specifications/Defence Works Functional Standards are the principal

surfacing materials currently used on MOD aerodromes:
a. Marshall Asphalt for Airfield Pavement Works
b. Porous Friction Course for Airfields – Specification 040
c. Hot Rolled Asphalt and Coated Macadam for Airfield Pavement Works
d. Pavement Quality Concrete for Airfields – Specification 033
e. Concrete Block Paving for Airfields – Specification 035
f. Slurry Seal (Bitumen Emulsion) for Airfields – Specification 045
3. The above standards contain guidance on their application with particular regard to the
function of the pavement. Particular project specifications should include a description of
the functional requirements as outlined at Chapter 15; MOD specialists should be contacted
for the latest amendments/updates to the standards.
Runway Surfacing Materials
4. The selection of runway surfacing materials and specifications will need particular
consideration in respect of a range of functional requirements. In particular the requirements
for surface integrity and durability can conflict and therefore a special consideration for
runways should ensure that both are fully met. For new or resurfacing works the
requirements for friction on runways on MOD aerodromes is defined in terms of 3 friction
categories, see Chapter 15 Para 2 and MAA 02 - Definitions refer.
5. Porous Friction Course (PFC) in accordance with Specification 040, Pavement Quality
Concrete (PQC) in accordance with Specification 033 and Coarse Textured Slurry Seal in
accordance with Specification 045 can comply with MOD Friction Category 1 and the other
functional requirements for runways. For PQC it is possible to meet the friction requirement
by grooving instead of forming a coarse surface texture in-situ. When such an option is
being considered further advice should be sought from MOD specialists. Grooved Marshall
Asphalt in accordance with the above technical standard and the specification amendment
on surface texture requirements can comply with MOD Friction Category 2 and the other
functional requirements for runways; MOD specialists can provide further details. Figure

15-4, Figure 15-5 and Figure 15-6 show the range and variation of friction values with time
for 3 of the standard runway surfacing materials. PFC and Bitumen Emulsion Slurry Seal
have a low resistance to fuel spillage and the heat and blast effect of jet engines. Therefore
their use is not recommended for runway ends or Harrier STOL runways/strips.
Specifications 040 and 045 provide further details on the application of these materials
including their advantages and limitations.
6. The provision of PFC as part of a night-time runway resurfacing project is not

recommended unless a sustained possession period of about 2 weeks can be provided to lay
it. This is because the series of transverse construction joints necessitated by night time
working can impair the free draining properties of PFC. A further consideration is that friction
values on temporary surfaces (ie before the new PFC is laid) during the construction period
are likely to be below the MFL (ie classified as liable to be slippery when wet).
7. Runway resurfacing work using grooved Marshall asphalt and carried out in a series of
night time possession periods will usually result in 'temporary' surfaces either for part or the
whole length of the runway which have friction values below the MFC. This could arise either
due to there being several material layers to lay and/or the fact that it is not practical to
attempt to groove asphalt until it is 2-3 days old.
8. Having regard to the considerations at paras 6 and 7 it may be necessary for project
teams planning runway resurfacing works to agree temporary limits on low friction values and
the extent and timing of with Aerodrome Staff.
Construction Work/Aircraft Operations Interface
9. Airfield pavement works should be subject to special provisions and constraints to

safeguard aircraft operations. This will particularly apply to the construction/operations
interfaces including the handover of working areas, clearance criteria, FOD control
measures, access to working areas and management controls. Further information is given
in Defence Works Functional Standard – "Guidance Notes for Preparation of Specification
Preliminaries for Airfield Pavement Works”.
Restrictions on Surfacing Materials for Roads in Proximity to Aircraft Movement Areas
10. Surface dressing, typically applied as low cost maintenance treatments on roads can
create a FOD risk to aircraft when such roads are in proximity to aircraft movement areas.
Some of these treatments are prone to loss of particles which can subsequently migrate onto
or be picked up by MT vehicles and carried onto aircraft movement areas. In determining the
restrictions for maintenance treatments to access roads and the extent to which these limits
will apply on an aerodrome, consideration should be given to the FOD sensitivity and
frequency of aircraft operations.
Figure 15-4 Typical Friction Values for PFC using 65 km/h Test

Figure 15-5 Typical Friction Values for Grooved Marshall Asphalt using 65 km/h Test
Figure 15-6 Typical Friction Values for Coarse Slurry Seal using 65 km/h Test

Annex 15B:
Maintenance and Restoration of Aerodrome Pavements
Introduction
1. The aim of a maintenance/restoration strategy will ensure that pavements meet

functional requirements consistent with the need to minimise whole life costs and disruption
to aircraft operations. These requirements in turn however depend on the nature, type and
frequency of aircraft operations as well as budget constraints. See Chapter 2 Hence a
principal runway for fast jet operations where FOD sensitivity, friction and surface evenness
are critical and where access for maintenance is somewhat limited will necessitate a different
maintenance/restoration strategy to that for an aircraft parking area.
2. The following areas set out some of the key technical aspects of a pavement
management system with particular regard to the ageing pavement sub-structures at most
MOD aerodromes.
Pavement Distress
3. A key factor in the planning and programming of cost effective maintenance and
restoration works is the recognition of the various pavement distresses, their early signs of
development and the assessment of rates of deterioration.
4. Most of the pavements at MOD aerodromes were originally constructed between 45

and 60 years ago and a large proportion of these are composite construction (i.e. bituminous
layers on cement bound/concrete layers) with major variations in overall thickness especially
on runways. Consequently a number of the pavement distresses observed on the surface
are as a result of movement or degradation of the lower layers. Further details on pavement
distresses and maintenance treatments are given in Defence Works Functional Standard 06
– “Guide to Airfield Pavement Maintenance”. The most common mechanisms/processes that
cause pavement distresses/degradation are outlined in Annex 15B Para 5 – 9.
Surface Degradation Effects of Climate and Aircraft Operations
5. The main cause of maintenance/restoration works being required on MOD aerodromes

is the degradation of the surface material due to a combination of weathering and ‘traffic’
abrasion and sometimes jet blast and fuel spillage.
Reflection Cracking
6. Many of the pavements on MOD airfields are of composite construction comprising

1940s and/or 1950s concrete pavements with multiple blacktop overlays. As a consequence
of movements at the joints or cracks in the underlying concrete slabs, reflection cracking has
progressively occurred through many of the blacktop overlays. Reflection cracking of a less
pronounced nature has also occurred in blacktop surfaces due to movement in underlying
cement bound bases and also due to movement at cracks or lane joints in underlying age-
hardened asphalt.
7. The development and propagation of reflective cracking is affected by a number of

variables. MOD specialists can provide advice based on research carried out on
performance of composite pavements at MOD aerodromes.
Affects of Moisture in Pavements
8. There have been a few occurrences on MOD aerodromes involving widespread

blistering of the surface of large pavement areas and also circular/oval cracking. The

evidence from pavement investigations strongly indicates that these distresses are initiated
by vapour pressure generated from trapped water/moisture in the pavement structure.
Structural
9. Structural failure of a pavement is generally caused by a combination of magnitude and

repetition of loading (i.e. fatigue) but can also be due to excessive overloads. The mode of
structural failure can be complex especially for old multilayer composite pavements as often
found on MOD aerodromes. This is due to the number of variables including number, type,
condition and thickness of material layers as well as subgrade properties and any effects of
moisture on subsoil/pavements. The MOD reference document - "A Guide to Design and
Evaluation of Airfield Pavements" PSA 1989 provides further details.
Functional Requirements
10. The relative importance and stringency of the functional requirements of a pavement
can considerably affect the strategy for maintenance and restoration. In the case of reflection
cracking, extensive ongoing minor maintenance is likely to be much less viable on a runway
than on a taxiway because of the high sensitivity of FOD and friction requirements on a
runway and also difficulty of access for maintenance. Hence the trigger points for
maintenance can vary dependant on location of pavement, the type and frequency of aircraft
operations and the type of surface material and pavement distress.
Pavement Assessment/Evaluation
11. The determination of maintenance/restoration requirements to ensure that pavements

remain safe for aircraft operations is dependent on airfield pavement evaluation procedures
involving professional surveys and site testing and investigations. Current procedures
include monthly and biennial inspections of pavement surfaces and runway friction
classification and monitoring surveys as detailed in Chapter 15. Monthly inspections are
carried out by Aerodrome maintenance staff as a regular check on pavement condition and
also to aid determination of short-term maintenance requirements and to check works
undertaken/completed. Biennial inspections are carried out by specialist teams mainly for
the purpose of providing long term strategic maintenance/restoration work forecasts but also
to provide a check and technical support to the short-term maintenance planning process.
12. Both the monthly and biennial pavement inspections are limited to surface condition
assessments. However if either unanticipated or abnormal distresses are noted further and
more detailed site investigations may be required.
13. Extensive site investigations should be carried out in the early planning stages of
restoration works as this can have a major effect on scope and cost of the works. This is
especially so in the case of old multi-layer pavements for which the potential for or status of
the distress types outlined in Annex 15B Para 3 - 9 should be investigated and assessed
along with any other apparent distresses. Guidance on the structural evaluation of airfield
pavements is given in "A Guide to Airfield Pavement Design and Evaluation" - PSA 1989 and
the supplementary document "Guidance Note on Structural Investigations of Airfield
Pavements" DIO - March 2002. MOD specialists can provide guidance on
assessment/evaluation of pavements in respect of other distress mechanisms as outlined
above.
Design/Maintenance Solutions
14. The functional requirements and the evaluation/assessment of pavements, Chapter 16

refers, in relation to the various distress types provide the basic technical inputs for
producing optimum design/maintenance solutions. Minor and/or preventative maintenance

measures in many instances can provide a cost-effective means of complying with the
functional requirements. However, as outlined in Annex 15B Para 10 the stringency of the
functional requirements including future access constraints will have a considerable bearing
on the latitude for ongoing maintenance/small works programmes and also on options for
restoration/major works.
15. For guidance on maintenance measures including their application, reference should
be made to Defence Works Functional Standards 06 - "Guide to Airfield Pavement
Maintenance". MOD specialists can provide design advice in relation to the distress
mechanisms outlined in Annex 15B.

Annex 15C:
Surface Friction Measurement
Rationale
1. The friction properties of a surface represent the interface between the pavement and
the aircraft using it. Friction will consequently have a significant influence on operations, in
particular the ability of aircraft to utilise their brakes. Some understanding of surface friction
of pavements is therefore an important element in the safe operation of any runway.
2. ICAO Standards. ICAO has 3 categories of friction standard:
a. Design Objective Level (Recommended only).
b. Maintenance Planning Level (MPL) (Mandatory).
c. Minimum Friction Level (MFL) (Mandatory).
3. MOD Standards. MOD has adopted the latter 2 standards, for use when referring to
the friction characteristics of airfield runways and pavements. These standards are checked
by use of 3 types of runway friction survey which are defined in MAA 02 - Definitions and
described in Chapter 15 Para 17.
a. Runway friction classification surveys.
b. Runway friction monitoring surveys.
c. Special friction surveys.
Technical Background
4. Coefficient of Friction. When any solid object moves across a surface it experiences
a resistance proportional to its weight. This proportion is known as the friction coefficient and
will vary depending on the properties of the two materials in contact. It will however be a
constant that does not vary with the speed of movement. However, aircraft tyres, even at
high inflation pressures, are not solid objects and the resistance experienced by a tyre
travelling across a pavement will decrease as speed increases.
5. Braking Force Coefficient. To reduce the weight of the brake heat sink all aircraft
brakes are torque limited. This means that they can, in general, only apply a drag force of up
to about 0.5g even if the friction capabilities of the surface could generate a higher force in
braking. The term Braking Force Coefficient is therefore used to distinguish between the
actual and maximum capability of the tyre/surface interface.
6. Braking Friction Process. From research, it is known that the main factors affecting
the braking capability of aircraft for a given speed are the characteristics of the tyre, the
friction characteristics of the runway and the design of the braking system. Although modern
anti-lock braking systems are designed to operate near peak friction values for any surface, it
should be recognised that these will vary with speed. The characteristics of the surface will
affect the rate of this variation. From a runway construction perspective the only variable that
can be influenced is the surface texture. Dynamic testing machines have been developed in
an effort to simulate an aircraft undercarriage more accurately. How the values obtained
from these machines will affect individual aircraft will vary dependant on the weight, tyre
design, tyre pressures, braking system and undercarriage configuration of specific aircraft.

7. Runway Friction Characteristics. Using a dynamic testing machine it is possible to

establish a friction value for the surface of a runway. For a runway offering no resistance this
value would be 0 while the maximum theoretical value would be 1. In practice typical friction
values might range from 0.2 to 0.9. As the machine and test procedure used has been
standardised for military runways, these values give a satisfactory indication of the relative
friction available. Every surface is different and will vary, within limits, over its area. Given a
standard speed and machine, other factors that have a significant effect on the friction value
obtained include:
a. Macrotexture
b. Microtexture
c. Drainage
8. Surface Condition. While most dry surfaces will usually provide satisfactory results
irrespective of the type of surface, there are various factors that can affect these values.
Those of particular relevance are:
a. Water. Presence of water on the runway will have a significant effect on the
friction value for a runway surface. Wet runways have two distinct zones that are of
interest to aircraft operations. Up to a certain depth, presence of water reduces the
friction value of the runway considerably. The percentage reduction compared with
that available on a dry surface also increases with speed. However, as there is still
some tyre/runway contact the aircraft braking system will still operate. Once a critical
depth of water is reached the tyres and runway surface can become separated by a
thin film of water and the friction available becomes negligible (nearly 0) which in turn
makes braking and nose wheel steering ineffective. This state is known as
aquaplaning. In general runway surfaces are designed to minimise the risk of
aquaplaning.
b. Rubber Deposits. Rubber deposits, particularly when wet, can significantly

reduce the friction value for the surface.
c. Oil and/or Grease. As expected oil and/or grease deposits will reduce the
friction value of an operating surface considerably.
d. Snow, Ice and Slush. The presence of snow, ice or slush on a runway will
obviously reduce the friction value. However, while the drag caused by any significant
depth will reduce aircraft ability to accelerate, it can improve braking characteristics due
to build up of material in front of the wheel.
e. De-Icing Chemicals. Use of de-icing chemicals on runways can cause a greater

reduction in the available friction on runways than would be expected with a similar
depth of water.
Responsibilities
9. See Chapter 1 for responsibilities.
Runway Friction Measurement
10. There are many runway friction measuring devices in operation throughout the world, in
general they can be divided into two main categories:
a. Continuous Friction Measuring Equipment (CFME). Continuous Friction

Measuring Equipment (CFME) provides a continuous plot of the friction value over a

length of travel. Typical devices in this category are the Mu-Meter and the GripTester.
Currently the Mu-Meter is the only HQ AIR ATC approved CFME for friction
classification of MOD airfields.
b. Spot Measuring Devices. Spot measuring devices provide a single value at a

specific location. A typical device in this category is the Tapley meter that is used to
provide a friction value on surfaces covered by snow or ice where dynamic or
continuous measuring devices will not operate effectively. Another useful device in this
category is the Pendulum Tester.
Friction Criteria for Manoeuvring Areas
11. STANAG 3634 requires member states that agree to implement the STANAG to
comply with ICAO recommendations. In Annex 14 to The International Standards and
Recommended Practices for Aerodromes (July 1995) ICAO require States to set their own
National minimum and maintenance friction levels for runway surfaces and associated paint
markings. Table 15-1 shows the MOD friction levels for MPL and MFL. MOD specialist
advice should be sought for friction levels on other manoeuvring surfaces.
12. Variations to CAA Criteria. Due to the different types of aircraft operating out of the
MOD airfields, particularly the high performance fast jets, the MOD criteria are different from
CAA criteria. The variations are:
a. Water Depth. For Runway Friction Classification Surveys CAA use a water
depth of 0.5 mm. In most cases this does not give any significant difference in the
value obtained. However, research has shown that on some surfaces, particularly
those with low macrotexture (eg. Marwill Asphalt), the values obtained can be
significantly different. MOD Friction Classification Surveys use the ICAO
recommended water depth of 1.0 mm.
b. MPL and MFL. Based on an analysis of all types of pavement surfaces, rather
than surfaces with low macrotexture, the CAA has adopted friction values of MPL of
0.57 and MFL of 0.50 (at 0.5mm wetted depth).
Application to Aircraft Operations
13. The application of runway friction to aircraft operations is an important element of flight
safety procedures. The information relating to aircraft operations is included as a section of
the flight safety handbook.

Annex 15D:
Aircraft Classification Numbers (ACN) – Tables for Military Aircraft
Table 15-13
AIRCRAFT Mass RIGID SYSTEM (R) FLEXIBLE SYSTEM (F) MASS
DESIGNATOR (kg) (lb)
A B C D A B C D
Alphajet 7,500 6 6 6 6 5 6 6 7 16,500
AJET 3,600 3 3 3 3 3 3 3 3 7,900
ANDOVER 24,948 12 13 14 16 11 13 15 16 55,000
HS-74 21,591 9 11 12 13 9 10 12 14 47,600
14,515 6 7 8 8 5 6 7 8 32,000
ANDOVER 22,680 10 11 12 13 9 11 12 15 50,000
C Mk 1 13,472 6 6 7 7 6 6 7 8 29,700
ANDOVER 21,092 11 12 13 13 9 10 12 14 46,500
CC Mk 2 20,185 10 11 11 12 8 9 11 13 44,500
11,884 5 6 6 7 5 5 6 7 26,200
ANDOVER 22,680 10 11 12 13 9 11 12 15 50,000
E Mk 3 14,742 7 7 8 8 6 7 8 9 32,500
Atlantic 46,200 28 30 31 32 25 26 30 32 101,900
ATLA 36,000 21 22 23 24 18 19 22 24 79,400
CP-140 64,410 44 46 48 49 38 41 44 47 142,000
AURORA 27,890 16 17 18 19 14 14 16 18 61,500
B-1B 216,384 69 79 98 117 65 79 92 101 477,000
85,729 21 22 25 33 19 22 26 29 189,000
BAC 111 40,007 29 30 31 31 24 25 28 29 88,200
300/400 24,993 16 17 18 18 14 14 16 18 55,100
BAE 146-100 37,557 20 21 23 24 18 20 22 25 82,800
21,183 10 11 12 13 9 10 11 13 46,700
BOEING 727-100 80,739 45 47 50 52 41 42 49 54 178,000
64,637 35 37 39 41 32 33 37 42 142,500
44,452 21 23 25 27 20 21 22 26 98,000
BOEING 727 (US) 95,255 56 61 54 67 52 55 62 66 210,000
45,995 22 24 26 27 20 21 24 28 101,400
BUCKEYE T-20 5,967 6 6 6 6 6 6 6 6 13,200
T2 3,674 3 3 3 3 3 3 3 3 8,100
CC-115 22,317 17 17 18 18 13 15 15 16 49,200
BUFFALO 11,340 9 9 9 9 7 7 8 8 25,000
C9 48,988 30 32 33 34 28 31 34 39 110,000
28,214 11 12 13 14 10 12 14 17 57,000
C17 263,086 52 52 52 70 52 59 71 94 580,000
145,559 22 22 22 24 18 20 22 28 320,900
C23 11,158 7 8 8 8 6 7 9 9 24,600
7,893 4.2 5.3 5.3 5.3 3.2 5.3 5.3 5.3 17,400
CANBERRA 25,764 20 20 21 21 20 21 21 22 56,800
B57 (US) 14,288 11 11 12 12 11 12 12 12 31,500
CANBERRA 17,690 13 14 14 14 13 15 16 16 39,000
T Mk 4 10,115 8 8 8 8 7 8 9 9 22,300
CANBERRA 24,948 23 23 23 23 23 23 23 23 55,000
PR Mk 7 11,249 9 9 9 9 8 9 10 10 24,800
CANBERRA 26,082 25 25 25 25 25 25 25 25 57,500
PR Mk 9 12,973 10 10 11 11 9 10 11 12 28,600
CORSAIR II 19,051 18 18 18 17 17 16 16 16 42,000
A7 9,979 8 8 8 8 8 8 8 8 22,000
CC-142 15,649 10 11 11 11 9 9 11 11 34,500
DASH 8 9,752 6 6 6 7 5 5 6 6 21,500
DC-3 (Super) 15,255 8 8 9 10 6 8 10 12 33,600


A B C D A B C D
C117 10,750 6 6 7 7 5 6 7 8 23,700
DOMINIE 9,662 5 5 6 6 4 5 5 6 21,300
T Mk 1 5,171 2 2 3 3 2 2 3 3 11,400
CC-144/CE-144 19,550 17 18 18 18 15 15 15 15 43,100
CHALLENGER 11,204 9 9 9 9 8 8 8 9 24,700
CC-150 157,900 45 54 64 72 47 53 65 82 348,170
POLARIS 80,000 14 15 19 23 15 16 17 26 176,400
CH-113/CH-113A 9,707 6 6 7 7 5 5 6 6 21,400
LABRADOR 5,126 3 3 3 3 2 3 3 3 11,300
CH-124A 9,752 10 10 10 10 8 8 8 7 21,500
SEA KING 4,445 5 4 4 4 4 4 4 3 9,800
CHINOOK 22,680 11 11 12 12 8 10 12 13 50,000
HC Mk 1 10,433 4 5 5 5 3 4 4 5 23,000
CT-133 8,346 7 7 7 7 7 7 7 7 18,400
T-BIRD 3,901 3 3 3 3 3 3 3 4 8,600
EH-101 13,018 9 9 10 10 7 9 11 11 28,700
NSA 9,299 6 7 7 7 5 6 8 8 20,500
DC-10 268,983 48 57 68 79 58 64 75 102 590,000
KC10 124,059 12 13 15 18 14 17 21 27 240,000
DRAGONFLY 6,350 5 5 5 5 4 5 5 5 14,000
A37 3,719 2 2 2 2 1 2 2 2 8,200
EAGLE 30,845 32 32 30 30 32 29 28 28 68,000
F15 13,064 14 13 13 13 13 12 12 12 28,800
E3 147,419 38 45 55 52 38 45 54 61 325,000
81,965 16 20 23 26 16 20 24 29 180,700
E4 361,970 45 55 63 73 57 58 85 125 798,000
221,355 23 26 31 37 27 29 33 44 488,000
FALCON 20 13,200 12.5 12.1 12 11.9 12.8 12.9 12.7 12.5 29,100
DA20 (NO) 9,979 9.5 9.2 9.1 9 9.6 9.6 9.6 9.4 22,000
FALCON 20 EW 13,767 13.2 12.7 12.6 12.4 13.6 13.5 13.4 13.2 30,350
DA20 (NO) 9,979 9.6 9.2 9.1 9 9.7 9.7 9.7 9.5 22,000
F-111 45,360 45 45 45 44 48 47 47 47 100,000
F111 22,226 15 16 16 17 18 20 21 22 49,000
F-111C 50,777 48 48 48 48 48 46 46 45 111,945
20,800 20 20 19 19 19 19 19 19 45,856
FIGHTING FALCON 17,010 18 17 17 17 17 16 16 15 37,500
F16 7,893 8 8 8 8 8 7 7 7 17,400
FIGHTING FALCON 16,057 15.7 15.2 14.8 14.6 16.6 16.5 16.2 15.9 35,400
(MLU)
F16 (NO) 7,258 7.1 6.9 6.7 6.6 7.3 7.3 7.2 7.1 16,000
GALAXY 381,022 28 32 39 48 37 42 55 80 840,000
C5A 170,008 8 12 12 14 9 14 16 25 374,800
GREYHOUND 26,082 26 26 25 25 25 24 24 24 57,500
C2 15,921 16 16 15 15 15 15 15 14 35,100
GUARDIAN 15,196 9 10 10 11 11 11 11 12 33,500
HU25 9,480 5 5 6 6 6 6 6 6 20,900
GULFSTREAM III 31,616 22 23 23 24 19 20 22 23 69,700
G3
C20A 16,329 10 11 11 11 8 9 10 11 36,000
HARRIER II 13,517 9 9 10 10 9 10 10 10 29,800
AV8A 7,212 6 6 6 6 6 6 6 6 15,900
HARRIER 11,884 9 9 9 9 9 9 10 10 26,200
T Mk 4 5,942 4 5 5 5 4 5 5 5 13,100
HARRIER 11,884 9 9 9 9 9 9 10 10 26,200
T Mk 4A 6,260 5 5 5 5 5 5 5 5 13,800


A B C D A B C D
HARRIER 11,884 9 9 9 9 9 9 10 10 26,200
T Mk 4N 6,123 5 5 5 5 5 5 5 5 13,500
HARRIER 14,515 11 11 11 11 11 11 11 11 32,000
GR Mk 7 7,398 6 6 6 6 6 6 6 6 16,310
HAWK 5,715 5 5 5 5 5 5 5 5 12,600
T Mk 1 3,493 3 3 3 3 3 3 3 3 7,700
HORNET 24,000 20 20 20 20 20 19 19 19 52,911
F/A-18 9,000 7 7 7 7 8 7 7 7 19,842
CF-18A/CF-18B 23,542 21 21 21 20 20 19 19 19 51,900
HORNET 10,435 9 9 9 9 9 9 9 8 23,000
HAWKEYE 24,041 23 22 22 22 22 22 22 21 53,000
E2 18,597 17 17 17 17 17 17 17 17 41,000
HERCULES 70,300 26 29 31 34 23 27 30 35 154,985
C-130 33,100 12 12 13 14 10 12 13 14 72,973
HERCULES 70,300 26 29 31 34 23 27 30 35 154,985
C-130 33,100 12 12 13 14 10 12 13 14 72,973
CC-130 79,382 31 35 38 41 33 36 38 44 175,000
HERCULES (CA) 33,000 13 13 14 15 13 14 14 15 72,800
HERCULES 70,307 31 34 37 39 24 28 32 37 155,000
C-130 (NZ) 58,967 24 26 28 30 18 22 25 30 130,000
36,287 12 13 14 16 8 12 14 17 80,000
HERCULES 70,760 27 30 33 36 24 29 32 37 156,000
C Mk 1 (UK) 34,609 13 13 15 16 11 13 15 16 76,300
HERCULES 73,028 32 35 38 40 30 33 35 39 161,000
C Mk 3 (UK) 36,605 13 14 16 17 12 14 16 17 80,700
HERCULES 70,307 31 34 37 39 24 28 32 37 155,000
C-130 (NO) 58,967 24 26 28 30 18 22 25 30 130,000
36,287 12 13 14 16 8 12 14 17 80,000
HS 125-400 10,614 6 6 7 7 5 5 6 7 23,400
5,670 3 3 3 3 2 3 3 3 12,500
HS 125-600 11,340 7 7 7 8 5 6 7 8 25,000
5,670 3 3 3 3 2 3 3 3 12,500
HS 125-700 11,567 7 7 8 8 6 6 7 8 25,500
6,486 4 4 4 4 3 3 4 4 14,300
HS 748 21,100 10 11 12 12 8 10 11 13 46,518
9,900 4 4 5 5 3 4 4 5 21,826
INTRUDER 27,624 25 25 25 25 25 24 24 24 60,900
A6 13,789 13 13 12 12 12 12 12 12 30,400
JAGUAR 15,700 9 10 10 11 9 11 12 13 34,600
GR Mk 1/T Mk 2 7,424 4 4 4 4 5 5 5 6 16,400
JETSTREAM 5,987 3 3 4 4 2 3 4 5 13,200
T Mk 1 4,126 2 3 3 3 2 3 3 4 9,100
JETSTREAM 5,987 3 3 4 4 2 3 4 5 13,200
T Mk 2 4,491 2 3 3 3 2 3 3 4 9,900
JETSTREAM 6,940 4 5 5 5 5 5 6 6 15,300
T Mk 3 4,218 3 3 3 3 3 3 3 4 9,300
KC 135 134,700 33 40 49 55 33 40 48 55 296,963
STRATO-TANKER 43,600 10 10 10 12 9 10 11 13 96,122
KING AIR 200 7,530 4 4 4 5 3 4 4 5 16,600
C12 4,309 2 2 2 2 2 2 2 2 9,500
MIRAGE 2000 16,511 16 16 15 15 15 15 15 15 36,400
MIR2 7,575 7 7 7 7 7 7 7 7 16,700
MITCHELL 18,960 10 11 12 12 8 10 11 13 41,800
B25 9,571 4 5 5 6 3 4 5 6 21,100
NIMROD R Mk 1 80,513 29 33 38 41 31 32 36 42 177,500


A B C D A B C D
42,411 12 14 16 18 13 14 16 19 93,500
NIMROD MR Mk 2 83,462 31 35 39 43 32 34 37 44 184,000
NIM 41,459 12 13 15 17 12 13 15 18 91,400
ORION 57,833 37 39 41 43 33 35 39 43 127,500
P-3 47,627 30 32 34 36 26 27 31 34 105,000
29,483 17 19 21 23 13 14 17 20 65,000
ORION 61,200 38 40 41 43 33 35 39 42 134,923
P-3 29,900 16 17 18 19 14 14 16 19 65,918
ORION 61,236 35.3 37.8 41.7 44.4 40.1 42.6 44.2 45.2 135,000
P-3C (NO) 34,539 17.9 18.4 20.4 23.5 20.2 21.5 22.7 23.3 76,144
ORION 58,061 32.8 34.9 39.1 41.9 37.2 39.4 41.1 42.1 128,000
P-3N (NO) 30,845 15.6 16 17.7 20.5 17.4 18.6 19.7 20.3 68,000
ELECTRA/ORION 64,410 44 46 48 49 38 41 44 47 142,000
P3 27,890 16 17 18 19 14 14 16 18 61,500
OV1 8,165 6 6 6 6 6 7 7 7 18,000
3,629 3 3 3 3 3 3 3 3 8,000
PHANTOM 26,308 27 27 26 26 26 25 24 23 58,000
F4 14,515 15 15 15 14 14 14 14 14 32,000
PROWLER 27,236 26 26 26 26 26 25 25 24 60,000
EA6B 15,244 15 15 14 14 14 14 14 14 33,600
PUMA 6,985 2 2 3 3 2 3 3 3 15,400
HC Mk 1 3,719 1 1 2 2 1 1 1 2 8,200
SABRELINER 10,886 9 9 9 9 9 9 9 10 24,000
T39 6,237 5 5 5 5 5 5 5 6 13,800
SEA HARRIER 11,844 9 9 9 9 9 9 10 10 26,200
FA2 6,259 5 5 5 5 4 5 5 6 13,800
SEA HARRIER 11,884 9 9 9 9 9 9 10 10 26,200
FRS Mk 1 5,942 4 5 5 5 4 5 5 5 13,100
SENTRY 151,953 43 50 58 56 47 52 62 79 335,000
AEW Mk 1 83,915 22 23 26 29 23 25 27 35 185,000
SHORTS SHERPA 10,387 6 7 8 8 7 8 9 9 22,900
SHD3 6,680 4 4 5 5 5 5 6 6 14,700
SKYHAWK 11,113 12 11 11 11 12 11 11 11 24,500
A4K 7,257 8 7 7 7 8 7 7 7 16,000
5,443 6 6 5 5 6 5 5 5 12,000
STARLIFTER 156,000 48 58 68 75 51 58 70 85 343,900
C141 99,500 25 30 35 40 27 32 38 48 219,400
STRATOFORTRESS 221,000 103 116 128 173 94 101 114 135 487,200
B52 83,200 19 23 28 33 23 25 30 37 183,400
SUPER SABRE 18,824 20 20 20 19 19 18 18 17 41,500
F100 9,400 10 10 10 10 9 9 9 9 20,700
TACAMO II 155,125 42 50 60 68 45 51 62 79 342,000
78,378 17 20 23 27 19 20 23 31 172,800
TALON 5,443 5 5 5 5 5 5 5 5 12,000
T38 3,175 3 3 3 3 3 3 3 3 7,000
THUNDERBOLT 22,680 21 21 21 21 20 20 20 20 50,000
A10 12,701 9 9 9 10 9 10 10 11 28,000
TOMCAT 33,724 36 36 35 35 34 33 33 32 74,300
F14 18,191 19 19 19 19 19 18 18 17 40,100
TORNADO 28,576 32 32 31 31 31 29 28 27 63,000
GR Mk 1 13,744 15 15 15 15 14 14 14 13 30,300
TORNADO 26,581 27 27 27 27 27 25 25 24 58,600
F Mk 2/F Mk 3 14,243 15 14 14 14 14 13 13 13 31,400
Transail C 160 49,500 9 9 10 12 7 10 12 17 109,100
ND16 27,844 4 5 5 6 4 5 6 8 61,400


A B C D A B C D
TRISTAR 229,000 55 64 75 88 62 68 83 110 504,853
C Mk 2 109,000 24 25 28 32 26 27 29 37 240,300
TRISTAR 245,847 59 69 82 95 68 74 90 120 542,000
K Mk 1/KC Mk 1/C2A 109,543 24 25 28 32 26 27 29 37 241,500
T43 58,060 32 35 37 38 30 31 35 39 128,000
27,443 13 14 15 16 13 13 14 16 60,500
VC10 147,417 35 43 52 60 44 47 58 73 325,000
C Mk 1 67,631 15 15 18 21 16 17 19 25 149,100
VC 10 143,335 31 38 46 54 39 43 52 67 316,000
K Mk 2 67,993 15 15 18 21 16 17 19 25 149,900
VC10 152,861 36 44 53 61 45 48 61 76 337,000
K Mk 3/K Mk 4 70,987 15 16 19 22 17 18 20 26 156,500
VIKING 33,724 36 36 35 35 34 33 33 32 74,300
S3A 18,191 19 19 19 19 19 18 18 17 40,100

Chapter 16:
Safeguarding – Aerodromes and the Surrounding Environments
SAFEGUARDING PROCEDURES
Introduction
1. The procedures involved in safeguarding the operational environment of military

aerodromes depend upon whether the proposed obstacle is sited within or outside MOD
property.
Safeguarding on MOD Property
2. It is MOD policy for Siting Boards to be held for any new installation to be built on MOD
property. Where the property contains an aerodrome, SATCO, or his nominated deputy,
should attend the Siting Board to give specialist advice and comments in relation to
safeguarding criteria. The safeguarding criteria should not be violated except when the
proposed obstacle is operationally essential and ►a waiver or exemption has been granted
by the MAA.◄
3. SATCO should ensure that the safeguarding criteria is strictly adhered to and, where
appropriate, comprehensive specialist remarks are recorded in the Findings and
Recommendations of Siting Boards (Form 2). Annex 17A contains the Air Traffic Control
Officers’ Certificate, which should be completed and attached to the Form 2 following each
Siting Board. Amplification of the remarks by an accurate plan of the proposed siting area,
together with all relevant dimensions, should be included as an Annex to the Findings of the
Siting Board.
4. Safeguarding criteria includes considering the potential to increase the bird strike risk
hazard.
Safeguarding Outside MOD Property
5. Planning decisions in the UK are the responsibility of local or central government, or

appointed bodies. Aviation interests, and hence the MOD, have no specific power to
override a planning decision. However, the MOD may offer advice to the planning authority
such that aviation safety or their operational directives may be taken into consideration.
6. Under the terms of the Town and Country Planning (Aerodromes) Direction 1992 for
England and Wales and the Town and Country Planning (Aerodromes) (Scotland) Direction
1992, the Ministry of Defence safeguards military aerodromes against future developments
which might prejudice their actual or potential use for aviation purposes. The MOD publishes
an official safeguarding map (Plan A) which is issued to County and Local Planning
Authorities and to certain other bodies. MOD aerodromes are also issued with copies of the
map, through the MOD specialists.
7. Obstruction Hazard. The Statutory safeguarding map (Plan A) is colour coded into
sections for which different reference heights are given. These are the heights above which
new construction, on and near an aerodrome, may interfere with flying activity. Planning
Authorities are required to consult the MOD specialists (Safeguarding) about any application
they receive for any development exceeding the appropriate reference level. The area
covered by the map depends upon the length of the longest safeguarded runway, either
existing or planned. Other factors are incorporated in accordance with the obstruction
limitation criteria shown in Chapter 5 Para 4. Account is also taken of the need to protect
instrument approach procedures and radio and radar aids, some of which cannot be utilised
satisfactorily unless stringent rules are observed to protect the operating environment.

8. Bird strike Hazard. Although safeguarding primarily addresses the potential

infringement of flight safety surfaces, the potential for the proposed development to become
a bird attractant site and increase the bird strike risk may also be addressed. For most
aerodromes, in addition to the normal safeguarding map (Plan A), County and Local
Planning Authorities are issued with a bird strike safeguarding map, (Plan B), which depicts a
bird hazard circle, of radius of 8 statute miles. Planning authorities are statutorily required to
consult the MOD about planning applications they receive for development within the area of
the circle which could be a major source of attraction to birds. These developments include
refuse tips, reservoirs, sewage disposal works, nature reserves, bird sanctuaries or any
similar source that is attractive to birds and should be assessed individually or as part of a
cumulative process against the potential to become bird-attractants and increase the bird
strike risk at a nearby aerodrome. Annex 17B contains the guidance for assessing the bird
strike risk hazard when considering planning proposals. Bird Strike Risk Management is
contained within The Manual of Military ATM.
9. The MOD is also consulted about developments in the area of the circle that involve
flying activities including gliding, micro-light aircraft and hang-gliding sites. Some plans also
show explosive storage safeguarded areas.
10. The MOD specialist (Safeguarding) is the co-ordinating authority for safeguarding
military aerodromes. Air 1Gp BM ATM Infra SO2 Infra is the Air Traffic Control Specialist
Adviser and AOS Flight Checking and Safeguarding is the Engineering Specialist Adviser.
Any queries relating to the content of this chapter or any difficulty in interpreting the
requirements for safeguarding MOD aerodromes should be drawn to the attention of the
►MAA.◄
Instrument Approach and Departure Criteria
11. Instrument approach and departure criteria, as laid down in PANS-Ops are unlikely to
be infringed by obstacles that do not violate safeguarding criteria. If, when considering the
implication of obstacles, doubt exists about their effect on instrument approach and
departure criteria advice may be sought from OC A Flt No 1 AIDU, RAF Northolt.
Clearance of Obstructions in Aerodrome Approaches
12. When a unit considers that an approach to its aerodrome is in danger of becoming, or
has been, obstructed within the terms of this Publication, it should submit details to the
relevant military authority and request that a survey be carried out with a view to remedial
action.
Survey Procedure
13. Should the relevant military authority consider that an obstruction survey is justified, it
should submit comprehensive details to the MOD specialist (Pavements) and request that
appropriate action be taken. A plan defining the area of survey is, if possible, to accompany
the request.
14. In the first instance an unobtrusive survey will be undertaken which will not involve
access to privately owned land. This will be followed when necessary by a more detailed
survey for which access to land may be required. If so, clearance will be arranged by the
Regional Defence Land Agent.
Remedial Action
15. The survey, when completed, will be forwarded via the MOD specialists to the Station,
relevant military authority and OC A Flt No 1 AIDU, who will determine whether remedial
action is necessary. If it is, DIO Land should be requested to provide an estimate of cost for

the physical works involved and an estimate of compensation payable to

landowners/occupiers.
16. The project should then be viewed in relation to its overall cost. If it is decided to
proceed with remedial work, Commands should first request the Defence Land Agent/
Regional Estate Surveyor to clear the cost of compensation. When this clearance has been
given, arrangements for the physical work of removal should be made under normal Works
Service procedure.
17. Commands will be responsible for co-ordinating action and for making the necessary
arrangements through the Defence Land Agent/Regional Estate Surveyor with landowners /
occupiers for obtaining entry to land, to carry out the work. In Germany, RAF MLO Frankfurt
should ensure that the Joint Services Liaison Organisation (JSLO) is involved in making
contact with land-owners/occupiers.
18. In the UK, any political difficulties considered likely to arise from proposed land entry,
either for detailed survey purposes or the execution of remedial work, should be reported at
an early stage through the usual channels to MOD specialists Safeguarding. In Germany,
MLO Frankfurt should similarly be informed.
19. Further guidance on safeguarding is available through ►DIO◄, Sutton Coldfield or the
relevant Authority as stated Table 1-3 grass and habitat management
Aerodrome Long Grass Policy - Guidance for Units and Agencies Responsible for
Letting Aerodrome Ground Maintenance Contracts
20. ► ◄The MOD has a responsibility to ensure that the bird strike risk at aerodromes is
minimised as far as practicable. ► ◄ Bird Strike Risk Management is contained in The
Manual of Military ATM.
21. Aerodromes naturally offer birds food and/or security for foraging, resting and,
sometimes, breeding. While the employment of a Bird Control Unit (BCU) may remove birds
from the aerodrome, the birds will return for as long as the attraction remains. A tailored
habitat management process on aerodromes, aimed at reducing the attractant to birds, is
therefore essential in reducing the bird strike risk. It is impossible to eliminate the bird strike
risk by habitat management alone. This passive measure can however reduce bird numbers
to a level whereby active measures (BCU Operators) can be effective. The combination of
active and passive measures is essential in providing effective bird control. One significant
measure that may be employed will manage the grassed areas to maintain an erect and
dense ‘long grass’ sward of 150mm and 200mm (MOD (RAF) Long Grass Policy). It should
be recognised however, that each aerodrome environment is unique and that the most
effective bird deterrent swards are dependant upon local soil type, climate, geographic
location and methods of bird control available. Therefore, the maintenance process should
be tailored to work in consort with local conditions.
22. The current standard, Technical Bulletin (TB) 97/34, was produced to provide units with
a ‘standard’ process for supporting the MOD (RAF) Long Grass Policy where, at the time, no
appropriate expertise was available at aerodrome level and this standard was considered
‘best practice’. However, it is understood that due to the aforementioned uniqueness of
aerodromes, strict adherence to TB 97/34 at some units could prove counterproductive to the
desired end-state. This understanding, along with the creation of specialist technical support
contracts such as civilian BCU and knowledgeable grounds maintenance companies, now
affords the MOD the opportunity to review the guidance on standard process contained
within TB 97/34.

23. Pending the publication of the new standard, units should consult with the
SATCOs/Aerodrome Managers prior to letting or managing any aerodrome grass
management contract in order to identify whether adherence to the current TB 97/34 would
be effective at the subject aerodrome. If it is believed that variance from TB 97/34 is
warranted then a request for dispensation, along with the supporting argument and the
proposed alternative, should be forwarded to the relevant aerodrome specialist authority for
consideration.
Grass Maintenance Scheme
24. All grass areas within the aerodrome boundary, including the margins adjacent to
runways and taxiways should be included in the aerodrome grass maintenance scheme. As
grass grows according to season, so does the presence of certain bird species; therefore,
grass maintenance should be planned accordingly to deter the targeted birds when
necessary.
25. Short, gang mown grass is the greatest long-term attraction on an aerodrome for birds
and the adoption of a long-grass regime is considered to be a very effective aerodrome bird
deterrent. It spoils the habitat for birds by restricting their vision at ground level, thus
reducing their security, and also by considerably restricting their access to any food sources
which might be available in the soil. The term ‘long-grass’ however, is a misnomer and can
lead to misunderstanding of this habitat management technique.
Grass Management
26. The main difference between short grass management on aerodromes and the long
grass technique lies in the cutting regime. Long grass is maintained at a height of between
150mm and 200mm either permanently or for specified periods throughout the year
depending on the regime adopted as being the most suitable at a particular location. To be
properly effective the long-grass policy should apply to as much of the aerodrome as is
practicable and especially to those areas adjacent to aircraft operating surfaces. The result
is that any attraction to birds is minimized and fewer birds frequent the immediate area.
Moreover, those birds which are present are more easily dispersed by active bird-scaring
measures. Consequently, routine scaring techniques retain their effectiveness and are
required less frequently.
27. Various types of grass maintenance schemes exist, such as the long grass policy and
silaging, and each has its own advantages and disadvantages for aviation use. The
aerodrome authority should employ the scheme most appropriate to the aerodrome. The
Bird Control Management Plan (BCMP) should be revisited to identify any additional
measures that may be necessary to complement the scheme. For example, a long grass
policy should be complemented by dispersal methods to deter other birds that may frequent
the aerodrome.
Long Grass Policy (LGP)
28. There are three recommended options for maintenance of long-grass on an

aerodrome:
a. Regime 1. Standard Long-Grass Management. When considering Flight Safety,

this is the preferred solution.
b. Regime 2. Long-Grass Management involving commercial cropping

(Hay/Silage). This policy is only suitable at those inland aerodromes where LGP is not
required as a year round bird deterrent.

c. Regime 3. The Basic System which is only suitable for aerodromes where there
is no local demand for hay/silage or a requirement for year round LGP. This method is
economical, simple to implement and practical to sustain. However, the overriding
factor when determining the appropriate level of LGP for a particular aerodrome is
Flight Safety. This regime can therefore only be used with the express authority of the
appropriate authority.
29. All regimes are aimed at producing a healthy, erect, dense sward that is free from
broadleaved weeds. The grass should be maintained at a height of between 150mm and
200mm and be capable of standing upright during the winter months. Good strands of grass
may be obtained by simply allowing an existing sward to grow but in some areas re-seeding
may be necessary due to climatic, soil or existing sward condition. It may be necessary to
experiment with different grass seed mixtures and techniques to find the most effective and
economic mixture for a particular aerodrome.
30. Before a long grass policy is first established, and periodically thereafter, it may be
prudent to have soil analyses carried out and any nutrient deficiency made good in spring.
When seeking advice from agronomists, who commonly advise farmers on grass crops and
pasture and may be unfamiliar with the unique requirements for aerodrome long grass, the
need for sustained strong growth of appropriate grass species, rather than a flush of rapid
lush grass, should be stressed. General-purpose fertiliser in slow acting granular form,
rather than a high nitrogen formulation, is appropriate. In almost all cases, good stands of
long grass can be obtained by allowing the existing sward to grow taller. Re-seeding is rarely
necessary.
31. Long grass regimes are usually effective only when the aerodrome bird control
organisation is involved in planning, monitoring and regulating the maintenance programme.
Any grass maintenance regime will be confirmed as that which is necessary to support flying
operations at the facility and should be recorded within the unit Bird Control Management
Plan.
32. Long grass maintenance requires activity throughout the year. Several dates are given
in the paras below but aerodrome operators should take account of local climatic conditions
when planning their maintenance regime.
33. In some areas, rabbits may be a particular problem. Large populations of rabbits can
make it impossible to grow effective long grass, and may undermine the effectiveness of a
surface to support the movement of vehicles or aircraft iaw Chapter 4 Para 3. The rabbit
population may need to be controlled accordingly.
34. The long grass regime intended to deter the most common birds found on an
aerodrome is shown at Annex 17C. However, whilst the aim is to achieve a tall freestanding
sward, units should confirm the effectiveness of this or any other methodology for their
particular facility and seek dispensation from the relevant Authority should variance be
deemed appropriate.
Over-seeding
35. Existing grasses on some aerodromes may not be suitable for successful long-grass.
Re-seeding with a mixture of perennial ryegrasses can give good results. These should be
of an upright growing cultivar. The mixture should also contain a strong creeping Red
Fescue cultivar, a vigorous Chewing’s Fescue and a small amount of Browntop Bent.
36. Specific mixes should be formulated to meet the requirements of each aerodrome.
Over-seeding of an aerodrome should be carried out a section at a time over a period of

years to avoid disruption to operational use. The percentage make up of the mixture will vary
with site location but the following is a general guide:
a. 25% perennial ryegrass ‘Melle’
b. 25% perennial ryegrass ‘Preference’
c. 25% strong creeping Red Fescue cultivar
d. 20% Chewing’s Fescue cultivar
e. 5% Browntop Bent ‘Highland’
Sites of Special Scientific Interest
37. Some aerodromes may contain Sites of Special Scientific Interest (SSSIs) or other
Nature Conservation designation areas which may influence the grass regime adopted.
However, iaw JSP 362 Chapter 5 Conservation states that Flight Safety is the overriding
criteria and specialist advice should be sought from the appropriate authority before
proceeding. Further, any proposed major changes to habitat will require a Sustainability
Appraisal to ensure compliance with legislation and MOD policy. DIO Environmental Support
Team should be contacted for advice.
38. The Environment Agency may impose restrictions on the use of certain fertilizers,
herbicides and pesticides due to the potential pollution of water course, catchments or tables.
Specialist advice should be sought from the appropriate authority before proceeding.
Pest Control
39. Pests that directly affect successful long-grass management include rabbits, moles and
field voles. A well organized pest control programme should be implemented as part of the
grass management plan.
Land Drainage
40. Poor land drainage will prevent effective grass management due to the soft, wet soil
being unable to bear the weight of maintenance machines, and cutting will give an uneven
and torn height of grass. Wet areas will also encourage plant species which are not
desirable in a long-grass policy. The following practices should be incorporated within the
aerodrome maintenance plan:
a. Land drains are to be routinely inspected and defective runs, causing local wet
spots, repaired. Outfalls and culverts should be clean and unobstructed with ditches
and watercourses free flowing.
b. Surface compaction as a result of vehicle movements should be corrected by the

use of a heavy duty aerator after ‘Bottoming Out’.
c. Natural pools which attract gulls and waders should, where practicable, be
drained and filled in.

Chapter 17:
Safeguarding – Obstructions and Waivers
SURFACE OBSTRUCTIONS
1. General Provisions. Any obstacle which projects above the surface of an aircraft
movement area and its associated shoulder and runway/taxiway strip, constitutes an
obstacle hazardous to aircraft. The number of such obstacles should be kept to an absolute
minimum and are only permitted if they are operationally essential. Wherever possible the
runway/taxiway strip should be obstacle free. Obstacles should be constructed and sited in
such a manner as to reduce the hazard to a minimum. They should be frangibly mounted
and should be of the lightest feasible construction. In this context a frangible object is one
which retains its structural integrity and stiffness up to a desired maximum load, but when
subjected to a greater load than desired will break, distort or yield in such a manner as to
present the minimum hazard to an aeroplane. Guidance on frangibility is detailed in ICAO
document Interim Guidance on Frangibility. Where the justification for such obstacles no
longer exists, consideration should be given to having them removed. Aerodrome defence
installations, such as dannert wire, cannot be classified as operationally essential
obstructions and should be excluded from the runway strip and other protected areas within
the movement area in peacetime, unless there are essential operational reasons for waiver.
Any aid to air navigation to be sited within a runway strip should be made as light and as
frangible as design and function will permit. The height of any object, which is permitted
within a runway strip, should be kept to the minimum for the particular site and function of
the equipment. See Chapter 5 Para 1.
2. Paved Surfaces. Obstacles are not permitted on runways, taxiways, or hardstandings.

However, frangible elevated light fittings and airfield reflective markers are permissible on the
edges of paved surfaces up to a maximum height of 0.5m.
3. Shoulders. Shoulders should be obstacle free. Only when it proves impossible, for
operational reasons, to locate an obstacle further away from the runway, taxiway or
hardstanding, will it be permitted as an obstruction on a shoulder. The feasibility of locating
obstacles further away from the paved surfaces than the shoulder e.g. in the runway strip,
should always be considered. (For dimensions of shoulders see Table 4-3 and Table 4-12.
4. Runway and Taxiway Strips. The general provisions of Chapter 17 Para 1 apply to
runway and taxiway strips, however, the location of operationally essential objects in these
areas may be unavoidable. Such objects include radio and radar facilities, runway approach
aids, sign boards and runway visual range towers. The distance from the runway or taxiway
centre-line should be the maximum, and their height the minimum, commensurate with their
function and provision of safe passage to aircraft taxiing whilst keeping all wheels on the
paved surface. Restrictions can be placed on the type of aircraft that can use a particular
paved surface if an object does not allow wing tip clearance.(For dimensions of runway and
taxiway strips see Table 4-4 and Table 4-13.
5. Stopways. The only obstacles permitted in stopways are approach lights. These
should be of a lightweight construction, frangibly mounted and should not exceed 0.46m in
height.
6. Clearways. Any obstacle that has to be located in the clearway should not penetrate
the prescribed clearway gradient, see Table 4-6 Any obstacle which does penetrate this
gradient will define the end of the clearway. Light wooden frangible fencing not containing
wire elements and not exceeding 1.2m in height is permitted in the clearway provided that it
does not penetrate the prescribed clearway gradient see Table 4-6.

7. Overlapping Areas. Where 2 or more areas overlap, e.g. clearway overlapping

stopway, the more stringent obstacle limitation should apply.
8. ATC Tower Visibility. The VCR should be suitably positioned and elevated to
provide the maximum visibility of the aircraft manoeuvring area. New constructions on the
airfield should not obscure the line of sight from existing control towers. The absolute
minimum visibility requirement should be considered as a clear and uninterrupted view of all
runways, thresholds, approach paths and circuit patterns. Also, the VCR should be
provided with the maximum possible uninterrupted view of all taxiways, aprons and dispersal
areas.
SUB SURFACE OBSTRUCTIONS
9. General Provisions. Any structure which lies within 300mm of the surface or is flush
with the surface of the unpaved parts of the movement areas, shoulders or runway strips
may be hazardous to an aircraft which runs off the paved surface. It is important to keep
such potential hazards to a minimum by critically examining each stated need in the first
instance and by ensuring that any existing obstructions continue to meet an essential
function. Where sub-surface structures cannot be dispensed with they should be
constructed so that they present the minimum practical vertical face to undercarriage wheels,
if necessary by the provision of sub-surface ramps, see Chapter 4 Para 3.b.
WAIVERS
Operationally essential obstructions exempt from waiver
10. There is no requirement for the MAA to issue waivers against operational essential
obstructions because by the nature of this equipment it is required ► ◄ for an aerodrome to
operate effectively. However, each aerodrome must have the appropriate siting paperwork
in place, as laid down by the relevant PT and comply where practicable to Chapter 5 para 3
and Chapter 17 para 1-7 of this manual, to be exempt from waiver. ►Additionally each
item should be placed on the appropriate risk register. If the original siting paperwork is not
available a safety assessment should be conducted.◄ The following items are examples of
operationally essential equipment:
a. Runway Caravan.
b. Arrestor Equipment including Barrier and RHAG installations.
c. RVR Towers.
d. Illuminated Runway Distance Marking Signs.
e. PAR and ILS.
f. IRVR equipment.
The MAA will offer guidance on any additional items considered to be operationally essential.
11. Alternate ATC facilities e.g, anemometers, search radars and other navigational aids
should be sited, wherever possible outside runway or parallel taxiway shoulders but may be
sighted within the runway strips. If there is any doubt as to whether a proposed obstacle will
infringe military Aerodrome Safeguarding Criteria, advice should be sought from the
appropriate FLC or equivalent.

Extended waivers for extenuating circumstances
12. The MAA may issue waivers extending beyond 3 years for extenuating circumstances
where Cost Benefit Analysis (CBA) (MAA/RN/12/111) has established that the potential
expenditure to reduce risk is ‘disproportionate’ to the level of risk. CBA should not be the
only tool in determining that the risk is at least tolerable and ALARP; it should be completed
in conjunction with a Safety Assessment highlighting the risks and mitigation, including DH
risk acceptance.
13. Prior to staffing an extended waiver certain considerations should be taken into
account:
a. Operational impact
b. Air safety implications
14. If funding becomes available and works are planned on the aerodrome or the
operational use of the aerodrome changes, the waiver should be reviewed and the non-
compliance considered and/or improved where possible.
Exemptions
15. The MAA may issue an exemption for a permanent waiver against regulation. The staff
work necessary to support a request for exemption would be the same as that required for a
request for waiver, see paragraph 12. Each request would be reviewed on a case by case
basis.
AERODROME OBSTACLE LIMITATION ZONES
16. The effective utilization of an aerodrome may be considerably influenced by natural

features and man-made constructions inside and outside its boundary. For this reason the
airspace above the aerodrome and its surrounding area should be regarded as an integral
part of the aerodrome environment. The degree of freedom from obstacles in the aerodrome
environment is as important, in the retention of operational effectiveness, as the more
obvious requirement to protect the movement area, and in particular the flight strip, from
obstacles hazardous to aircraft.
17. To safeguard the aerodrome environment obstacle limitation zones, together with their
associated surfaces and approach clearance planes, are prescribed around aerodromes.
Obstacle limitation surfaces and their characteristics are described in Chapter 5 Para 4. The
safeguarding procedures associated with the protection of the aerodrome environment are
described in Chapter 16. Safeguarding of the movement area is dealt with in Chapter 17.
APPROACH CLEARANCE PLANES
Description
18. Determination of the sloping planes in approach surfaces is based on the primary need
to ensure that aircraft of all types, whether on visual or instrument approaches to runways,
1
MAA/RN/12/11 (DG) – COST BENEFIT ANALYSIS OF POTENTIAL AIR SAFETY MEASURES – PRINCIPLES should be
adhered to and read in conjunction with this Manual and (RA) 1210.

have an adequate safety height margin over obstructions that may be erected in the
approaches to runways. The purpose of the slopes, so defined, is to establish the limits to
which structural development of all kinds need not be resisted. The dimensions of the slopes
of Obstacle Limitation Surfaces are given in Table 5-1 & Table 5-2.
Clearance Over Roads and Railways
19. Any road or railway within the approach funnel will be 4.5m below the approach
clearance plane. Where the required clearance cannot be achieved, or when the road or
railway passes through the clearway, measures should be taken within the UK to control the
road traffic, or, as will invariably be the case with railways, to withdraw the end of the runway
so that the necessary clearance is obtained. In addition, at aerodromes operating jet aircraft
which are liable to engine failure from bird strike, the need for control of traffic on any road up
to 460m (1500 ft) from runway end should be considered. Applications for the control of
road traffic should be submitted to DIO/relevant FLC for consideration and decisions to
withdraw ends of runways should be confirmed, by the appropriate FLC or equivalent, with
the appropriate Operations Staff at MOD. Overseas, normal peacetime procedures for
liaison with the host nation should be followed.
RADIO/RADAR NAVIGATION
20. The criteria that should be observed for the safeguarding of radio/radar navigational
aids, together with the relevant information on siting restrictions can be found in AP 100G-03
- Site Restrictions for Ground Radio Installations.
EXTRANEOUS LIGHTING ON OR IN THE VICINITY OF AERODROMES
General
21. The conspicuity of an AGL pattern can be reduced when the installation is set in a
highly illuminated background. To avoid confusion between the AGL patterns and adjacent
airfield lighting or lights in the vicinity of the airfield, and to avoid obscuring the AGL pattern
by glare from adjacent airfield lighting or lights in the vicinity of the airfield, it is necessary to
impose restrictions on the amount of upward light emitted in certain areas.
Restrictions
22. The restriction on upward emission of light will be as shown in Figures 17-1, 17-2, and
Figure 17-3.
23. Floodlighting intensities within the controlled areas shown in Figures 17-1, Figure 17-2
and Figure 17-3, should be limited as shown in Table 17-1, except that no floodlights are to
be installed where they may obscure the view of the manoeuvring area from the air traffic
controller.

Table 17-1 Floodlighting Intensities

Elevation above horizontal (degrees) Maximum intensity (Candelas)
Within shaded area No upward emission of light is permitted
0 1000
10 500
15 250
30 or over 100
24. Street lighting intensities within the controlled areas shown in Figure 17-1, Figure 7-2),
and Figure 17-3 should be limited as shown in Table 17-2, except where the pattern of
street lighting may be confused with the aeronautical ground lighting in which case no
upward light is permitted.
25. Display lighting intensities within the controlled areas shown in Figure 17-1, Figure
17-2, and Figure 17-3, should be limited as shown in Table 17-2 for floodlighting, except that
coloured display lighting should not to be sited where it can cause confusion with colour
coded AGL when viewed from the air or ground. For non-instrument runway see Figure
17-4.
Figure 17-1 Extraneous Lighting Controlled Area for Instrument Runways Longer Than 2150m
300m 15o
750m
Approach
¢
Runway 1800m
4500m
Note: Controlled area 750m either side of the runway centre-line for the length of the runway
and 750m either side of the extended centre-line for a distance of 4500m from each end of
the runway.

Table 17-2 Street Lighting Intensities

Elevation above horizontal (degrees) Maximum intensity (Candelas)
Within shaded area No upward emission of light is permitted
0 750
2 300
4 95
6 75
10 60
30 30
40 20
50 10
60 0
Figure 17-2 Extraneous Lighting Controlled Area for Instrument Runways of Length Equal to or
Less than 2150m and not Less than 1200m
300m 15o
750m
Approach
¢
150m or 300m depending on runway
length (R<1200m=150m, R>or equal to
1200m=300m 1800m
Runway
3000m
Note: Controlled area 750m either side of the runway centre line for the length of the runway
the runway.
Figure 17-3 Extraneous Lighting Controlled Area for Instrument Runways of Length
Less than 1200m
the runway.

Figure 17-4 Extraneous Lighting Controlled Area for Non-Instrument Runway
Runway Strip
210m
600m Approach
¢
Runway 1800m
3000m
and opening out to 600m on either side of the extended centre line at a distance of 3000m
from the end of the runway.

Annex 17A:
Air Traffic Control Officers’ Certificate-Siting, Handover
and Re-Appropriation Boards
1. The following Air Traffic Control Specialist Officers’ Certificate is given in accordance
with the requirements of this Manual.
a. Proposed facility:
b. Reference:
Certificate by Unit
2. I certify that:
a. *The proposed facility will not infringe any runway, taxiway or ASP/ORP strips as
defined and detailed in this Manual.
b. *The proposed facility will not infringe any Obstacle Limitation Surface as defined
and detailed in this Manual.
c. *The proposed facility will infringe the safeguarding criteria for the movement
area or aerodrome environment and I have the following comments:
*(delete as appropriate)
Date……………….Signature…………………….Name……………………
Appointment…………………...........Rank……………………..
Comments by HQ AIR/NCHQ/HQ Land/MOD DE&S
3. We have seen the plans for the proposed facility and have the following comments:
Date……………….Signature…………………….Name……………………
Appointment………………….........Rank……………………..

Annex 17B:
Birdstrike Hazard – Safeguarding Off Base
Introduction
1. A safeguarding consultation process exists as part of the planning process2 to address

proposed developments with the potential to affect the safety of aircraft operations at certain
military aerodromes. The consultation process includes a means to address potential bird
attractant developments within a 8 statute miles radius of the centrepoint of the runway ends
(not including stopways and clearways) of declared aerodromes. Safeguarding maps (Plan
B) are used to define the 8 statute miles radius circle and are lodged with local planning
authorities. The 8 statute miles circle is based on a statistic that the majority of bird strikes
occur below a height of 2000 ft, and that an aircraft on a normal approach would descend
into this circle at approximately this distance from the runway.
2. Not all MOD aerodromes have or require a standard 8 statute miles radius Plan B.
Units are responsible for ensuring that the necessary level of safeguarding is in place for
their task/facility and should contact DIO Safeguarding see Table 1-2 to confirm appropriate
safeguarding levels and consultation procedures are in place.
Consultation
3. Ideally, informal consultations on a potential bird attractant development should take

place between applicants and DE Safeguarding before the submission of a planning
application. This may make it easier to achieve a mutually acceptable outcome with regard to
bird strike risk management. The following factors should be taken into consideration when
assessing the potential increase in risk:
a. Location - the proximity of the development relative to aircraft arrival and

departure flightpaths and within the visual circuit.
b. The numbers, including seasonal variations, size and types of birds that may be
attracted to the development.
c. The site attractiveness - whether it is used as a source of food, a roost or nesting

site, any proposed landscaping or habitat designs.
d. Bird flightlines to/from the site in relation to the aerodrome - whether flightlines
are direct to the aerodrome, across aircraft flightpaths outside the aerodrome
boundary, overhead the aerodrome or not across the aerodrome/flightpaths; for
example, waterfowl move primarily between wetlands and along watercourses.
Creating new bodies of water may cause more waterfowl movements and the increase
of bird strike risk.
e. Any control action undertaken by the site operator - actions may range from no
action to housekeeping actions only, passive and active bird scaring measures to
culling.
2
For England and Wales, a joint Town and Country Planning (Safeguarded Aerodromes, Technical Sites and Military
Explosives Storage areas) Direction, came into force on 10 February 2003 (ODPM Circular and NAFW Circular1/2003
refers); and in Scotland an essentially identical Scottish Planning Series Planning Circular 2/2003, was issued with the
same effective date. Annex 1 of the Circulars describe the formal consultation process and Annex 2 the various
safeguarding aspects.

f. Daily/seasonal factors - whether the site is a continuous risk (each day and
throughout the day), a regular daily risk (once/twice a day), a risk related to specific
daily or seasonal activities, or an annual risk.
4. Where an assessment shows that the bird strike risk may increase or could increase
under certain conditions in the future, and the Authority and developer are unable to agree a
solution, the MOD could object to the planning application on safety grounds. The MOD may
use local knowledge of bird populations and activities or an appropriate precedent of a
similar safeguarding case to support the objection and may request that the objection cannot
be withdrawn until measures to ensure there will be no increase in risk are implemented. It
may be possible to modify a development (e.g. exclusion of food wastes from a new landfill)
or impose planning conditions that require specific action to exclude birds or reduce their
numbers; e.g. an effective Bird Control Management Plan (BCMP). Where a safeguarding
case is resolved through the imposition of planning conditions, it may be appropriate for the
conditions (and a BCMP) to be subject to a legal agreement between the planning authority
and the developer or property owner, or its successors.
5. BCMP should identify the aerodrome personnel holding responsibility for the
assessment of a proposed development with the potential to attract birds (this would
normally be coordinated through DIO Safeguarding).
6. After planning permission has been granted, the aerodrome should monitor the
development for compliance with any planning conditions that are imposed and report any
alleged breach or non-compliance to DIO Safeguarding via the appropriate authority.
Hazard Assessment
7. Birds can travel long distances relatively quickly; therefore an environment that does
not meet all their requirements can be exchanged for one that does. Birds can establish
nesting colonies or overnight roosts at sites remote from disturbance and commute to distant
feeding grounds. If feeding sites are widely distributed and numerous (e.g. ploughed fields in
autumn), daily dispersion may be diffuse or unpredictable, with the overnight roost the only
constant feature. Flying from one site to another may establish bird flightlines that traverse
an aerodrome or low level aircraft arrival or departure routes. The aerodrome itself may be
the birds' destination.
8. A food supply that is concentrated and abundant at only a few sites causes fixed
dispersal patterns and more predictable dawn and dusk flight lines. Overnight roosts for
birds such as Gulls, Corvids and Starlings tend to be very stable and fulfill a social function
as well as providing shelter and security.
9. Species that depend on abundant food supplies tend to roost in larger aggregations,
and it is thought that the roost assembly provides a mechanism for the transmission of
information on the location of food. Awareness and understanding of bird concentrations and
movements can improve the efficiency of bird control on the aerodrome. For example, if the
dusk return passage of Gulls over the aerodrome to a roost is understood, aerodrome bird
control personnel may be able to warn air traffic control at the appropriate time. Similar
precautions may be taken for dawn and dusk movements of starlings, or it may also be
possible to locate the roost site and disperse the birds to another roosting site. Also, the
spring build-up at a local rookery can be predicted and plans made for action to deny
breeding success.
The Coast
10. Sandy and muddy shores, especially around estuaries, support very large numbers of
Gulls, Waders, and, sometimes, Wildfowl. Generally, coastal aerodromes have larger

numbers of birds of more species, whose activity patterns are complicated by tide state and
more affected by the weather, than at inland aerodromes.
Landfills for Food Wastes
11. Wastes from household and commercial premises contain a high proportion of waste
food which, in a landfill site, supports very large numbers of Gulls. Most wastes containing
food are disposed of by controlled landfilling in which they are compacted into layers around
2m in depth and covered daily with inert material. This does not limit access by Gulls, which
feed as the wastes are tipped, spread and compacted.
12. Gulls congregating at landfills could contribute to the bird strike risk to nearby
aerodromes in several ways:
a. When not feeding, they spend most of the day on open sites within 6km (4 miles)
or more from the landfill;
b. They commonly soar up to 450m (1500 ft) or more in clear weather; and
c. They may commute between the landfill and their roost, which may involve
crossing an aerodrome or its approach and departure routes as shown in Figure 17-5.
Figure 17-5 Landfill Site Flightline Hazards
LANDFILL
AERODROME AERODROME
ROOST
ROOST
LANDFILL
13. Corvids and Starlings also feed on landfills but their concentrations and flightlines are
more local and less pronounced. They usually present no significant contribution to the
birdstrike risk except where the landfill is very close to the aerodrome.
14. A netting exclosure is inherently the most effective and reliable system to control birds
at a landfill site and its operation is easier to monitor. Netting may not, however, be effective
against all birds, for example Starlings, and an active bird control programme should be
provided as a back-up. When active bird control is provided, the necessary levels of
vigilance and dispersal action need to be sustained to achieve an effective level of
deterrence.
Sewage Treatment and Disposal
15. Modern sewage treatment plants, unlike their predecessors, do not attract large
numbers of birds because of the lack of open availability of effluent. If the primary separation
of solids from the liquid fraction is in open tanks, Gulls may visit them in relatively Modest
numbers. Percolating filter beds are breeding grounds for flies, and Black-headed gulls and
Starlings may feed on the adult insects.
16. The effluent from obsolescent or overloaded plants at some estuarine and coastal sites
may contain sufficient organic solids to attract large flocks of Gulls to the outfalls. Where

discharge is not continuous, but at certain times or tide states, Gulls learn the pattern and
congregate at the appropriate times.
17. A netting enclosure is inherently the most effective and reliable system to control birds
at sewage treatment and disposal sites with open tanks, and its operation is easier to
monitor. Netting may not, however, be effective against all birds, for example Starlings, and
an active bird control program should be provided as a back-up. When active bird control is
provided, the necessary levels of vigilance and dispersal action need to be sustained to
achieve an effective level of deterrence.
Water
18. Open standing water and watercourses attract Waterfowl that are nearly all large birds
and may also occur in large flocks. Waterfowl resort to water for security and it is usually
impossible to evict them with scaring devices. The more open water sites there are on and
around an aerodrome, the more complex and frequent will be the movements of Waterfowl
between them. There may be more activity at night than during the day.
19. Wet and waterlogged grass attracts feeding Ducks (especially at night) and nesting
Waders, and drainage should be installed or improved, wherever possible. Flooding flushes
soil invertebrates to the surface making them very accessible to birds, attracting Ducks, Gulls
and Waders.
20. Larger, permanent waters, such as ponds, balancing reservoirs, etc, attract Ducks,
Geese, Swans, Herons, Coot, Moorhen and Cormorants. See Figure 17-6.
Figure 17-6 Water Flightline Hazards
Large Increase in Birdstrike Risk
AERODROME
AERODROME
Slight Increase in Birdstrike Risk
Current Water New Water Potential Flight Lines
21. Populations of birds with specialised aquatic habits are concentrated on and around
freshwater bodies that may be relatively widely separated in the landscape. In addition, large
water supply reservoirs (over 10 hectares, 25 acres), canal feeder reservoirs, and other large
lakes may be used as regular overnight roosts by tens of thousands of Gulls.
Mineral Extraction
22. Mineral extraction does not itself attract birds. However, the large voids created
sometimes fill with water either during working (wet extraction) or, when they are worked out,
are allowed to flood and restored as amenity lakes or nature reserves.
23. Sand, gravel and clay pits can sometimes be filled in with water, or their shape can be
Modified during or after excavation to break up the expanse of open water. Narrow
causeways, piers and islands are usually insufficient and may increase the attractiveness to
Gulls by providing inaccessible dry land roosting sites. Increasing the extent of shoreline by

creating promontories, bays and islands increases the attraction to other waterfowl. Active
scaring around dusk may remove a roost if it were to occur.
Agricultural Attractants
24. Growing and harvesting crops inevitably attracts birds at some stage. However, the
attraction usually arises suddenly and persists for only hours or a few days. The contribution
of agricultural activities to the birdstrike risk is mainly confined to local farms.
25. Livestock can also attract birds. Free-range pig farming, for example, is comparable
with a landfill in that the attraction continues for as long as the field is in use. Collared doves
and Feral pigeons occur in large colonies wherever grain is accessible, either as spillage or
in store. Grazing cattle, sheep and horses keep grass short and maintain suitable feeding
conditions for Gulls, Grassland plovers, Corvids and Starlings. Their droppings are breeding
habitats for insects whose adults and larvae are also sought by birds.
Landscaping
26. Generally, in terms of bird attraction, landscaping schemes attract smaller

concentrations of birds from a smaller area, have less potential for increasing birdstrike risk
than developments such as landfills, sewage treatment plants and wetlands, and have much
in common with many natural and semi-natural features commonly found around
aerodromes. Therefore, the bird attraction and potential birdstrike risk of most landscaping
developments, except for wetlands and starling roosts, is comparatively local in effect, i.e.
usually limited to within about 6.5km (4 miles) of the aerodrome, or less.
Protected Sites and Nature Reserves
27. Although the designation and classification of national and internationally protected
sites, such as Sites of Special Scientific Interest (SSSIs), do not require planning permission,
the creation of new conservation sites commonly involves a number of different habitats and
is usually associated with other developments that require planning permission and, as
applicable, safeguarding consultation.
28. Many nature reserves are created to protect particular florae or invertebrate
communities, which do not represent a potential to increase the birdstrike risk; however,
others, such as estuaries, may be major bird sites. It is essential that the MOD establishes
contact and works closely with agencies charged with the management of sites, such as the
RSPB, etc.

Annex 17C:
Standard Long Grass Policy Maintenance Regime
1. This is an example of the ‘standard’ Regime 1 Long Grass Policy (LGP) regime only
and units are reminded of the need to ensure compatibility with their unique conditions
against the required aim of a healthy free-standing long grass sward. Blind adherence to this
exemplar may be counter productive and attention is drawn to Chapter 16 Paras 24 and 27.
Maintenance Regime
2. Mid-March to late May is normally the period of minimum bird activity on most
aerodromes, when most species breed; therefore, in mid-March or as soon as the ground will
permit without compacting and rutting, dead growth and the accumulated clippings from past
topping cuts should be removed. This operation is called "bottoming-out". Bottoming out
should not be attempted earlier than mid-March as wintering flocks of small Gulls or
Lapwings may still be present and will be attracted to the cut areas. If not done, decaying
material ("thatch") would exclude light and air, suppressing growth and weakening or even
killing the grass, and encouraging pests and disease. Bottoming-out also encourages the
grasses to flower by May. Delayed flowering produces fewer and smaller flowers, and hence
fewer woody stems to hold the subsequent leafy growth erect through the winter.
3. Bottoming-out involves two processes: cutting the grass uniformly to within 50 mm of

the ground; and removing the freshly cut grass together with the accumulated thatch. The
recommended method for bottoming-out is a flail-type forage harvester and a forager
harvester, which has rotating discs or drums with cutting blades. The equipment should
dislodge and lift the accumulated thatch for removal directly into an accompanying trailer,
thus avoiding a separate operation to collect the loose material, which is a potential foreign
object debris (FOD) issue.
4. Depending on local climate, soil type and grass species, bottoming-out is usually
required every 1 to 3 years, or specific areas of the aerodrome may be bottomed-out each
spring on a 2 or 3 year rotation.
5. If thatch build-up has been heavy, it may be necessary to harrow, rake and clear again
immediately after cutting and clearing and, possibly, to repeat the operation. Similarly, if the
ground is uneven, rolling with a heavy roller may be needed.
6. Herbicide. Herbicide, if required, should be applied during Mid-March to late May.

Even moderate weed infestation that does not seriously harm grass should not be tolerated
as it may attract birds such as Pigeons. However, Pigeons only visit the grassed areas of
aerodromes to feed on weeds, which can be removed by the application of appropriate
selective herbicides before the weeds set seed.
7. Topping Cut. The first topping cut should be taken in late Spring when the majority of
grasses have produced flowering heads. The majority of grasses in aerodrome swards
produce flowering stems taller than 200mm; therefore, it will probably be necessary to allow
initially the grass to grow to that height or slightly taller. Topping cuts are taken thereafter
with a rotary mower set to give a cut between 150mm and 200mm in height. Topping cuts
are usually required throughout the growing season. Depending on the thickness of the
sward, the grass should not be cut too much in one cut, or the clippings will lie on the
surface, exclude light and air, and prevent the grass beneath from growing.
8. Grass Collection. Quantities of cut grass left ungathered on an aerodrome constitute

a FOD hazard and should be avoided. Forage harvesting remains the recommended
method for grass collection on aerodromes.

9. After growth ceases in autumn, no further maintenance should be necessary. The

accumulation of clippings from topping cuts during the growing season and die-back of the
grass due to frost will create a build-up of thatch which will need to be removed at the start of
the maintenance cycle as shown at Figure 17-7.
Figure 17-7 Optimising a Standard Long Grass Policy Maintenance Regime
10. The standard long grass policy maintenance regime is devised to maintain aerodrome
grass in a way that is less attractive to birds than traditional gang mowing. It is biased
towards non-interference with aerodrome operations, rather than bird repellence. However,
the best and most cost effective bird deterrent swards will be achieved where expertise and
control is exercised to fine tune maintenance procedures in a manner more sensitive and
reactive to local conditions, including:
a. The need for bottoming out every year if thatch build-up is minimal.
b. The frequency of topping cuts as the growing season progresses.
c. Delaying the first topping cut if young birds are present in the grass.
11. Introducing a flexible maintenance regime requires expertise to monitor and react to
grass condition over a short time scale, which may require the availability of funds for
maintenance operations to be carried out at short notice as the need arises.
Navigational and Visual Aids
12. The height of the grass in certain areas on the aerodrome may affect the performance
of aeronautical navigational and visual aids, especially the instrument landing system (ILS)
and Precision Approach Radar (PAR).
13. The height of the grass should not obstruct the display of an aeronautical ground light,
sign or other type of visual aid.
14. Aerodrome operators are advised to consult the relevant technical organisation on the
issues of grass length in proximity to navigational and visual aids.

Chapter 18:
STANAGS
STANAG TITLE EDITION STATUS

NUMBER
3111 Airfield Marking Tone Down (Amalgamated 2 Cancelled
into 3685)
3158 Day Marking of Airfield Lighting and 8 Ratified with
Taxiways Reservations
3316 Airfield Lighting 10 Ratified with
Reservations
3346 Marking and Lighting of Airfield Obstructions 6 Ratified
3534 Airfield Lighting, Marking and Tone Down 6 Ratified with
Systems for Non-Permanent/Deployed Reservations
Operations.
3619 Helipad Marking and Lighting 4 Ratified with
Reservation
3634 Runway Friction and Braking Conditions 4 Ratified
3685 Airfield Portable Marking 3 Cancelled
3697 Airfield Arresting Systems 5 Ratified
3711 Airfield Marking and Lighting Colour 3 Ratified *
Standards
7010 Provision of Airfield Marking Information 2 Cancelled
7114 Helipad Clearance Plane Requirements 1 Ratified for Future
Implementation
7131 Aircraft Classification Number 3 Ratified
(ACN)/Pavement Classification Number
(PCN) – AEP 46
7134 Control of Lighting at Airfields During NVG 1 Ratified
Operations
7174 Airfield Clearance Planes 1 Ratified with
Reservation
7181 NATO Standard Method for Airfield 1 Ratified for Future
Pavement Condition Index (PCI) Surveys – Implementation
AEP-56.
Note.
* = Implemented Document is the STANAG

Chapter 19:
Reference Documents
1. This Reference to Documents gives a comprehensive, but not exhaustive, list of related
publications. Of particular note are ICAO, CAA and NATO publications, any of which may
contain conflicting standards and criteria. Where uncertainty exists, advice should be sought
from the sponsor of the relevant section of this Manual. Relevant STANAGS have been
extracted from this list.
a. AP 100B-01 RAF Engineering Orders and Procedures
b. AP 113A-0201-1 Earthing of Aircraft and General Support Equipment - General

and Technical Information
c. AP 119J-1405-1 Rotary Hydraulic Arrestor Gear
d. Manual of Military ATM
e. JSP 375 MOD's Health and Safety Policy
f. JSP 317 Joint Service Safety Regulations for the Storage and Handling of Fuels
and Lubricants
g. AP 119J-1400-1 Aircraft Arresting System, Operational Data and Aircraft

Clearances - General and Technical Information
h. GAI 1006 Compass Swinging Platforms
i. Support Helicopter Air Staff Order A-2-2310 Minimum Clearances for Ground
Taxiing
j. PSA Airfield Design Guide A Guide to Airfield Pavement Design and Evaluation -
1989 (BRE)
k. NATO BI-MNCD 85-5 NATO Approved Criteria and Standards for Airfields - 1999
l. PSA Standard Specification M&E No
m. NATO BI-MNCD 85-5 NATO Approved Criteria and Standards for Airfields –
1999
n. ATP49(A) Use of Helicopters in Land Operations
o. ATP49(A) UK SUPP-1 Use of Helicopters in Land Operations UK Supplement-1
p. ICAO Convention Annex 14 Volume 1 Aerodrome Design and Operations
q. ICAO Convention Annex 14 Volume 2 Heliports
r. ICAO Aerodrome Design Manual (Doc 9157 P1) Part 1 Runways
s. ICAO Aerodrome Design Manual (Doc 9157 P2) Part 2 Taxiways Aprons and
Holding Bays
t. ICAO Aerodrome Design Manual (Doc 9157 P3) Part 3 Pavements

u. ICAO Aerodrome Design Manual (Doc 9157 P4) Pt 4 Visual Aids
v. ICAO Aerodrome Services Manual (Doc 9137 P2) Pt 2 Pavement Surface

Conditions
w. ICAO Aerodrome Services Manual (Doc 9137P3] Part 3 Bird Control and
Reduction
x. ICAO Aerodrome Services Manual (Doc 9137 P6) Part 6 Control of Asbestos
y. CAP 168 Licensing of Aerodromes
z. ICAO Interim Guidance on Frangibility [AN4/1/137-91/64]
aa. Manual of Runway Visual Range Observing and Reporting Practices First Edition
1981
bb. CAP 642 Airside Safety Management
cc. DE Technical Publications Index ISBN 0-11-772500-5
2. Airfield related documents, pavement and AGL, produced by DE are listed in the DIO
Technical Publications Index. Copies of most of the DE Technical Bulletins, Health and
Safety Warning Notices, Safety Rules and Procedures, and Functional Standards can be
downloaded from the DIO Website - www.mod.uk/DIO

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Manual of Aerodrome Design

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2. Regulatory Framework. DG MAA is the owner of the MAA Regulatory Publications

(1) MAA01: MAA Regulatory Policy.

(2) MAA02: MAA Master Glossary.

(3) MAA03: MAA Regulatory Processes.

b. Regulatory Articles (RA):

(1) 1000 Series: General Regulations (GEN).

(2) 2000 Series: Flying Regulations (FLY).

(3) 3000 Series: Air Traffic Management Regulations (ATM).

(4) 4000 Series: Continuing Airworthiness Engineering Regulations (CAE).

(5) 5000 Series: Design and Modification Engineering Regulations (DME).

(1) Manual of Air Safety.

(2) Manual of Post-Crash Management.

(3) Manual of Flying Orders for Contractors.

(4) Manual of Military Air Traffic Management.

(5) Manual of Aerodrome Design and Safeguarding (this document).

(6) Manual of Maintenance and Airworthiness Processes.

(7) Manual of Maintenance and Airworthiness Processes – MOD Form 700

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a. Regulatory Notice. A Notice will notify changes in structures, procedures,

b. Regulatory Instruction. An Instruction will provide mandatory operational or

c. Regulatory Waiver/Exemption. A Regulatory Waiver/Exemption may be

9. Commercial Implications. The MRP will be applied through contract to those

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Annex 5A: Compass Calibration Bases ...................................................................... 52

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Surface Roughness Criteria ............................................................................................... 204

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Safe Guarding on MOD Property ...................................................................................... 272

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Figure 2-1 Typical Core Works Process Map.....................................................................23

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Figure 6-17 Undercarriage Check Lighting System – Layout and Optical

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Figure 13-1 Maximum Longitudinal Gradients ................................................................ 217

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Figure 17-6 Water Flightline Hazards................................................................................289

Table 1-1 Document Sponsors ...............................................................................................18

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Table 6-7 Character Sizes to be used on Airfield Signs ................................................... 88

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Table 14-2 Light Unit Characteristic .................................................................................225

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REGULATORY CROSS REFERENCE

This document supports and must be read in conjunction with RA 3016(3).

Table 1-1 Document Sponsors

SECTION SECTION SPONSOR(s)

Chapter 1 All MAA Reg ATM2 AD Infra

Chapter 2 All MAA Reg ATM2 AD Infra

Chapter 3 All DIO refer to Table 1-2

Chapter 4 All DIO refer to Table 1-2

Chapter 5 All DIO refer to Table 1-2

Chapter 6 All DIO refer to Table 1-2

Chapter 7 All DIO refer to Table 1-2

Chapter 8 All DIO refer to Table 1-2

Chapter 9 All DIO refer to Table 1-2

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