LESSON 1: INTRODUCTION TO AERODROME

 BASIC AERODROE TERMINOLOGIES

 Aer/ Aeros
- Greek word for air  De-icing. Anti-icing facility
 Dromos - A facility where frost, ice or snow is removed
- Greek word for road or course (de-icing) from the aeroplane to provide
 Hippodrome clean surfaces, and/or where clean surfaces
- The hippodrome was an ancient Grecian of the aeroplane receive protection (anti-
stadium for horse racing and chariot racing icing) against the formation of frost or ice and
 Velodrome accumulation of snow or slush for a limited
- A velodrome is an arena for track cycling period of time.
 ICAO Annex 14 Meaning  Declared distances
- A defined area on land or water (including a.) Take-off run available (TORA). – The
any buildings, installations and equipment) length of runway declared available and
intended to be used either wholly or in part suitable for the ground run of an aeroplane
for the arrival, departure and surface taking off.
movement. b.) Take-off distance available (TODA). – The
 PCAR Part 2 Ch 2.1.3.1. length of the take-off run available plus the
- Any defined area of land or water or a length of the clearway. if provided.
combination thereof, intended for use either c.) Accelerate-stop distance available
wholly or in part for the arrival, departure and (ASDA). – The length of the take-off run
movement of aircraft, including buildings, available plus the length of the stopway, if
installations, and equipment necessary for provided.
the operation of the aerodrome. d.) Landing distance available (LDA). – The
length of runway which is declared available
and suitable for the ground run of an
aeroplane landing.

 Aircraft Stand
- A designated area on an apron intended to  Foreign object debris (FOD)
be used for parking an aircraft - An manimate object within the movement
 Apron area which has no operational or
- A defined area, on a land aerodrome, aeronautical function and which has the
intended to accommodate aircraft for potential to be a hazard to aircraft
purposes of loading or unloading operations.
passengers, mail or cargo, fueling, pa rking - An aerodrome or a defined area on a
or maintenance structure intended to be used wholly or in
part for the arrival, departure and surface
movement of helicopters.
 Heliport
- An aerodrome or a defined area on a
 Certified aerodrome
structure intended to be used wholly or in
- An aerodrome whose operator has been
part for the arrival, departure and surface
granted an aerodrome certificate
movement of helicopters.
 Clearway
 Holding bay
- A defined rectangular area on the ground or
- A defined area where aircraft can be held, or
water under the control of the appropriate
bypassed, to facilitate efficient surface
authority, selected or prepared as a suitable
movement of aircraft
area over which an aeroplane may make a
portion of its initial climb to a specified height
 b.) essential data: - there is a low probability
when using corrupted essential data that
the continued safe flight and landing of an
aircraft would be severely at risk with the
 Hot spot
potential for catastrophe; and
- A location on an aerodrome movement area
c.) Critical data: - there is a high probability
with a history or potential risk of collision or
when using corrupted critical data that the
runway incursion, and where heightened
continued safe flight and landing of an
attention by pilots/drivers is necessary.
aircraft would be severely at risk with the
 Instrument runway
potential for catastrophe.
- One of the following types of runways
 Intermediate holding position.
intended for the operation of aircraft using
- A designated position intended for traffic
instrument approach procedures:
control at which taxiing aircraft and vehicles
a.) Non-precision approach runway. – A
shall stop and hold until further cleared to
runway served by visual aids and non-
proceed, when so instructed by the
visual aid(s) intended for landing operations
aerodrome control tower.
following an instrument approach operation
 Landing area.
type A and a visibility not less than 1 000
- That part of a movement area intended for
m.
the landing or take-off of aircraft
b.) Precision approach runway, category I .
 Manoeuvring area.
–A runway served by visual aids and non-
- That part of an aerodrome to be used for the
visual aid(s) intended for landing operations
take-off, landing and taxiing of aircraft,
following an instrument approach operation
excluding aprons.
type B with a decision height (DH) not
 Marker
lower than 60 m (200 ft) and either a
- An object displayed above ground level in
visibility not less than 800 m or a runway
order to indicate an obstacle or delineate a
visual range not less than 550 m.
boundary.
c.) Precision approach runway, category II.
 Marking
– A runway served by visual aids and non-
- A symbol or group of symbols displayed on
visual aid(s) intended for landing operations
the surface of the movement area in order to
following an instrument approach operation
convey aeronautical information.
type B with a decision height (DH) lower
 Movement area
than 60 m (200 ft) but not lower than 30 m
- That part of an aerodrome to be used for the
(100 ft) and a runway visual range not less
take-off, landing and taxiing of aircraft,
than 300 m.
consisting of the manoeuvring area and the
d.) Precision approach runway, category III.
apron(s).
– A runway served by visual aids and non-
 Non-instrument runway
visual aid(s) intended for landing operations
- A runway intended for the operation of
following an instrument approach operation
aircraft using visual approach procedures or
type B with a decision height (DH) lower
an instrument approach procedure to a point
than 30 m (100 ft). or no decision height
beyond which the approach may continue in
and a runway visual range less than 300 m,
visual meteorological conditions.
or no runway visual range limitations.
 Road
 Integrity classification (aeronautical data)
- An established surface route on the
- Classification based upon the potential risk
movement area meant for the exclusive use
resulting from the use of corrupted data.
of vehicles.
Aeronautical data is classified as:
 Runway
a.) routine data: - there is a very low
- A defined rectangular area on a land
probability when using corrupted routine
aerodrome prepared for the landing and
data that the continued safe flight and
take-off of aircraft
landing of an aircraft would be severely at
 Runway strip
risk with the potential for catastrophe:
 - A defined area including the runway and stop such that aeroplane tires, at
way, if provided, intended: operating pressures and loadings,
a.) to reduce the risk of damage to aircraft will run on the surface without
running off a runway; and significant further compaction or
b.) to protect aircraft flying over it during take- rutting of the surface.
off or landing operations. ii.) Dry snow. – Snow from which a
 Runway surface condition(s). snowball cannot readily be made.
- A description of the condition(s) of the iii.) Frost. Frost consists of ice crystals
runway surface used in the runway condition formed from airborne moisture on a
report which establishes the basis for the surface whose temperature is below
determination of the runway condition code freezing. Frost differs from ice in that
for aeroplane performance purposes. the frost crystals grow independently
- Note 1. – The runway surface conditions and therefore have a more granular
used in the runway condition report establish texture.
the performance requirements between the Note 1- Below freezing refers to air
aerodrome operator, aeroplane manufacturer temperature equal to or less than the
and aeroplane operator. freezing point water (0 degree
- Note 2. – Aircraft de-icing chemicals and Celsius).
other contaminants are also reported but are Note 2.- Under certain conditions
not included in the list of runway surface frost can cause the surface to
condition descriptors because their effect on become very slippery and it is then
runway surface friction characteristics and reported appropriately as reduced
the runway condition code cannot be braking action.
evaluated in a standardized manner iv.) Ice. – Water that has frozen or
a.) Dry runway. – A runway is considered dry compacted snow that has
if its surface is free of visible moisture and transitioned into ice, in cold and dry
not contaminated within the area intended conditions
to be used. v.) Slush. – Snow that is so water-
b.) Wet runway. – The runway surface is saturated that water will drain from it
covered by any visible dampness or water when a handful is picked up or will
up to and including 3 mm deep within the splatter if stepped on forcefully.
intended area of use. vi.) Standing water. – Water of depth
c.) Slippery wet runway. – A wet runway greater than 3 mm.
where the surface friction characteristics of vii.) Wet ice. – Ice with water on top of it
a significant portion of the runway have or ice that is melting.
been determined to be degraded. Note. Freezing precipitation can
d.) Contaminated runway. – A runway is lead to runway conditions
contaminated when a significant portion of associated with wet ice from an
the runway surface area (whether in aeroplane performance point of
isolated areas or not) within the length and view. Wet ice can cause the surface
width being used is covered by one or more to become very slippery. It is then
of the substances listed in the runway reported appropriately as reduced
surface condition descriptors. braking action in line with
Note. Procedures on determination of procedures in the PANS-
contaminant coverage on runway are Aerodromes (Doc 9981).
available in the PANS-Aerodromes viii.) Wet snow. – Snow that contains
(Doc 9981). enough water content to be able to
e.) Runway surface condition descriptors. make a well-compacted, solid
One of the following elements on the snowball. but water will not squeeze
surface of the runway: out.
i.) Compacted snow. – Snow that has  Runway turn pad.
been compacted into a solid mass
 - A defined area on a land aerodrome  For more terminologies see: ICAO Annex 14 –
adjacent to a runway for the purpose of Aerodrome
completing a 180-degree tum on a runway.  TYPES OF AERODROME
 Air Base
- sometimes referred to as a military air base,
military airfield, military airport, air force
station) is an aerodrome used as a military
 Safety management system (SMS) base by a military force for the operation of
- A systematic approach to managing safety military aircraft .
including the necessary organizational
structure, accountabilities, policies and
procedures.
 Sign.  Airstrip
a.) Fixed message sign. – A sign presenting - a small aerodrome that consists only of a
only one message. runway with perhaps fueling equipment.
b.) Variable message sign. – A sign capable of They are generally in remote locations.
presenting several predetermined messages
or no message, as applicable.
 Stopway.
- A defined rectangular area on the ground at  Water Aerodrome
the end of take-off run available prepared as - an area of open water used regularly by
a suitable area in which an aircraft can be seaplanes or amphibious aircraft for landing
stopped in the case of an abandoned take- and taking off. It may have a terminal
off. building on land and/or a place where the
 Take-off runway plane can come to shore and dock like a
- A runway intended for take-off only boat to load and unload.
 Airport
- is an aerodrome with extended facilities,
mostly for commercial air transport. Airports
 Taxiway often have facilities to store and maintain
- A defined path on a land aerodrome aircraft, and a control tower.
established for the taxiing of aircraft and - Airport Categories
intended to provide a link between one part o The definition for airports refers to any
of the aerodrome and another, including: water area of land or used or intended for
a.) Aircraft stand taxilane. – A portion of an landing or takeoff of aircraft.
apron designated as a taxiway and o An airport includes an area used or
intended to provide access to aircraft intended for airport buildings, facilities, as
stands only. well as rights of way together with the
b.) Apron taxiway. – A portion of a taxiway buildings and facilities.
system located on an apron and intended o The law defines airports by categories of
to provide a through taxi-route across the airport activities, including commercial
apron. service, primary, cargo service, reliever,
c.) Rapid exit taxiway. – A taxiway connected and general aviation airports
to a runway at an acute angle and 1. Commercial Service Airport – also
designed to allow landing aeroplanes to called non primary commercial service
turn off at higher speeds than are achieved airports, is any publicly owned airports
on other exit taxiways thereby minimizing that have at least 2,500 passenger
runway occupancy times boardings passenger service.
  Passenger boardings – refer to 1. Civil Airports - airports that are open to
revenue passenger on an aircraft in the general public.
service in air commerce whether or not 2. Military/Federal Government airports
in scheduled service. - airports operated by the military,
2. Primary Airports – are Commercial National Aeronautics and Space
Airports that have more than 10,000 Administration (NASA), or other
passenger boardings Service each year. agencies of the Federal Government.
Hub categories for Primary Airports are 3. Private Airports - airports designated
defined as a percentage of total for private or restricted use only, not
passenger boardings within the United open to the general public.
States in the most current calendar year  Towered Airport
ending before the start of the current A towered airport has an operating
fiscal year. control tower
Air traffic control (ATC) is
responsible for providing the safe,
orderly, and expeditious flow of air
traffic at airports where the type of
3. Cargo Service Airports – airports that, in operations and/or volume of traffic
addition to any other air transportation requires such a service. Pilots
services that may be available, are served operating from required to maintain
by aircraft providing air transportation of two-way radio communication with
only cargo with a total annual landed ATC and to acknowledge and
weight of more than 100 million pounds. comply with their instructions. Pilots
 Landed weight – means the weight of must advise ATC if they cannot
aircraft only cargo in intrastate, comply with the instructions issued
interstate, foreign air transportation. An and request amended instructions.
airport may be both a commercial  Nontowered Airport
service and a cargo service airport. A nontowered airport does tower
4. Reliever Airports – airports the FAA to not have an operating control . Two-
relieve congestion at Commercial Service way radio communications are not
Airports and to provide improved general required, although it is a good
designated by aviation access to the operating practice for pilots to
overall community. These may be publicly transmit their intentions on the
or privately-owned. specified frequency for the benefit of
other traffic in the area. The key to
communicating at an airport without
an operating control tower is
selection of the correct common
frequency. The acronym CTAF,
5. General Aviation Airports – the airports which practices operating stands for
are commonly described as General Common Traffic Advisory
Aviation Airports. This airport type is the Frequency, is synonymous with this
largest single group of airports in the U.S. program. A CTAF is a frequency
system. The remaining category also designated for the purpose of
includes privately owned, public use carrying out airport advisory while
airports that enplane 2500 or more operating to or from an airport
passengers annually and receive without an control tower. The CTAF
scheduled airline service. may be a Universal Integrated
- Types of Airport Community (UNICOM),
o There are two types of airports- towered MULTICOM, Flight Service Station
and nontowered. These types can be (FSS), or tower frequency and is
further subdivided to:
 identified in appropriate aeronautical  Four common mistakes in planning
publications. and designing airfields are the
- Types of Aerodrome – Airport following:
o Airport Land & Air sides 1. Failure to provide flexibility for future
 Airports consist of: (a) the “airside” (or expansion
“airfield”) which includes the runways, 2. Overbuilding the airfield in its initial
taxiways, aprons, aircraft maintenance phases
areas, and air traffic control facilities 3. Lack of integration and coordination
and equipment, as well as the land that of the planning process
surrounds all of these; and (b) the 4. Insufficient appreciation of the
“landside”, i.e., the complex of economic consequences of some
passenger buildings, cargo terminals design choices.
and other supporting buildings (e.g., The implications of these mistakes
airport administration, utility plants, for the capital and operating costs of
catering facilities, etc.), ground access airports and their users can be
facilities (curbside, access roads, serious.
automobile parking areas and o Landside
buildings, railroad stations, etc.), and  The selection of the configuration of
any additional non-aviation facilities terminal buildings is a crucial design
(e.g., hotels, office buildings, shopping issue. Inappropriate choices have hurt
areas, etc.) that may be located within several major airports and their
an airport’s boundaries. communities. Bad designs and the
o Airside (Airfield) create difficulties for passengers
 The geometric design of an airfield airlines; reduce the competitiveness of
should provide for operational airport; drive away traffic; and hurt the
efficiency, flexibility, and potential for regional economy. Major examples
future growth. It should also comply illustrate this point.
with an extensive set of design  Airport planners and designers have
standards and recommended great responsibility. They need to
practices, developed over the years by choose configurations of terminals that
international and national civil aviation are right their for region. They should
organizations and intended to promote carefully consider the operational and
a maximum level of safety economic implications of their designs.
 The two most influential sets of design As a start, we should focus on
standards are those of the International "passenger buildings." This is the more
Civil Aviation Organization (ICAO) and general term for the range of facilities
the U.S. Federal Aviation that serve both passengers and
Administration (FAA). They are based airlines. The more restrictive notion of
on similar, but not identical, coding "terminals" misleadingly suggests that
systems that classify airfields these structures mainly serve travelers
according to the most demanding type who are ending their trips.
of aircraft they are designed to serve.  Complementarity, the concept that
 The principal determinants of the these buildings are "gateways" for a
size of the airfield: region also misleadingly stresses their
1. number and orientation of the role as portals for arriving and
runways; departing passengers. The "terminal"
2. geometric configuration of the runway and "gateway" designations neglect
system; the functions these buildings fulfill for
3. dimensional standards; passengers that transfer between
4. and the land area set aside to provide flights, who may account for over half
for future growth and/ or the traffic at major airports. This
environmental mitigation. neglect of transfers has been an
 important source of poor choice of o There are many configurations of holding
design for landside facilities. aprons, two of which are shown in figure.
 MAIN PARTS OF AERODROME The important design criteria are to provide
 Runway adequate space for aircraft to maneuver
- According to the International Civil Aviation easily onto the runway irrespective of the
Organization (ICAO), a RUNWAY is a position of adjacent aircraft on the holding
"defined rectangular area on a land apron and to provide sufficient room for an
aerodrome prepared for the landing and aircraft to bypass parked aircraft on the
takeoff of aircraft". It can be equipped by holding apron. The recommendations for
lights and markings. the minimum separation between aircraft
on holding aprons are the same as those
specified for the taxiway object-free area

 Taxiway
- According to the International Civil Aviation
Organization (ICAO), a TAXIWAY is a
"defined path on a land aerodrome o The design of a typical flow-through holding
established for the taxiing of aircraft intended pad studied is shown in the figure. Holding
to provide a link between one part of the pads must be designed for the largest
aerodrome and another including aircraft which will use the pad. The holding
pad should be located so that all aircraft
using the pad will be located outside both
the runway and taxiway object-free area
and in a position so as not to interfere with
critical ILS signals.
 Apron
- The apron, airport apron, or ramp, is the area
of an airport where aircraft are parked,
unloaed, loaded, refueled, or boarded. - Terminal Aprons and Ramps
o Aircraft parking positions, also called
aircraft gates or aircraft stands, on the
terminal apron or ramp are sized for the
geometric properties of a given design
aircraft, including:
- Holding Aprons  Wingspan
o Holding aprons, holding pads, run-up pads,  Fuselage length
or holding bays as they are sometimes  Turning radii
called, are placed adjacent to the ends of  requirements for aircraft access by the
runways. The areas are used as storage vehicles servicing the aircraft.
areas for aircraft prior to takeoff. They are Both the FAA and ICAO
designed so that one aircraft can bypass recommend minimum clearances
another whenever this is necessary. For between any part of an aircraft and
piston-engine aircraft the holding apron is other aircraft or structures in the
an area where the aircraft instrument and apron area as given in Table.
engine operation can be checked prior to
takeoff. The holding apron also provides for
a trailing aircraft to bypass a leading aircraft
in case the takeoff clearance of the latter
must be delayed for one reason or another
- Terminal Apron Surface Gradients
or if it experiences some malfunction.
 o For fueling, ease of towing and aircraft - Determined and reported in accordance to
taxiing, apron slopes or grades should be the accuracy and Integrity classification.
kept to the minimum consistent with good - Aerodrome Mapping data should be made
drainage requirements. available to the aeronautical information
o Slopes should not in any case exceed: services
 2 percent for utility airports; - Digital data error detection techniques shall
 1 percent for transport airports. be used during the transmission and or
At gates where aircraft are being storage of aeronautical data.
fueled every effort should be made  Determination and reporting of aerodrome-
to keep the apron slope within 0.5 related aeronautical data shall be in
percent accordance with the accuracy and integrity
 Parking Area classification required to meet the needs of
- It is part of an apron intended for parking the end-users of aeronautical data.
aircraft to enplane/deplane passengers, load
or unload cargo

LESSON 2: AERODROME DATA &

PHYSICAL CHARACTERISTICS
 AERONAUTICAL DATA
 Aeronautical Information Services defines
- The Airport Reference Point (ARP) is at
Aeronautical Data as…
the approximate geographic center of all
 A representation of aeronautical facts,
usable runway surfaces and is the point from
concepts, or instructions in a formalized
which official latitude and longitude
manner suitable for communication,
coordinates are derived.
interpretation or processing
- The center of the crosshairs marks the
 Aeronautical data refers to "all data necessary
ARP’s exact location. When the ARP is on
for the safety, regularity, and efficiency of air
the runway centerline, an arrow points to its
navigation and for the operation of an airspace
exact location.
system.“
- It's a point that's used in the design and
- This includes a wide range of information
operation of airports.
such as:
 AERODROME & RUNWAY ELEVATIONS
o airport information
o airspace structures
o flight paths, navigation aids
o weather information
o NOTAMs (Notice to Airmen)
- And other critical information that is required
by pilots, air traffic controllers, and other
aviation stakeholders to ensure safe and
efficient flight operations.
 Aeronautical data is vital for flight planning  Geoid
and execution, and must be accurate, reliable, - The equipotential surface in the gravity field
and up-to-date to ensure safe and efficient of the Earth which coincides with the
flight operations. undisturbed mean sea level (MSL) extended
 Aeronautical Data must be: continuously through the continents.
 - Note. The geoid is irregular in shape  AERODROME DIMENSIONS & RELATED
because of local gravitational disturbances INFORMATION
(wind tides, salinity, current, etc.) and the  The geographical coordinates of each
direction of gravity is perpendicular to the threshold shall be measured and reported to
geoid at every point. the aeronautical information services authority
 Geoid undulation in degrees, minutes, seconds and
- The distance of the geoid above (positive) or hundredths of seconds.
below (negative) the mathematical reference  The geographical coordinates of appropriate
ellipsoid taxiway centre line points shall be measured
and reported to the aeronautical information
services authority in degrees, minutes,
seconds and hundredths of seconds.
 The geographical coordinates of each aircraft
stand shall be measured and reported to the
aeronautical information services authority in
degrees, minutes, seconds and hundredths of
seconds.
 The geographical coordinates of obstacles in
Area 2 (the part within the aerodrome
boundary) and in Area 3 shall be measured
and reported to the aeronautical information
services authority in degrees, minutes,
 AERODROME REFERENCE TEMPERATURE seconds and tenths of seconds. In addition,
 An aerodrome reference temperature shall be the top elevation, type, marking and
determined for an aerodrome in degrees lighting (if any) of obstacles shall be reported
Celsius. to the aeronautical information services
 Recommendation authority.
- The aerodrome reference temperature  Note.- PANS-AIM (Doc 10066), Appendix 8,
should be the monthly mean of the daily provides requirements for obstacle data
maximum temperatures for the hottest determination in Areas 2 and 3.
month of the year (the hottest month being  STRENGTH OF PAVEMENT (ACN-PCN) –
that which has the highest monthly mean applicable until 27 November 2024
temperature). This temperature should be  The bearing strength of a pavement shall be
averaged over a period of years. determined.
 AERODROME DIMENSIONS & RELATED  The bearing strength of a pavement intended
INFORMATION for aircraft of apron (ramp) mass greater
than 5 700 kg shall be made available using
the aircraft classification number-pavement
classification number (ACN-PCN) method
by reporting all of the following information:
a. pavement classification number (PCN);
b. pavement type for ACN-PCN
determination;
c. subgrade strength category;
d. maximum allowable tire pressure category
or maximum allowable tire pressure value;
and
e. evaluation method.
 Note. If necessary, PCNs may be published to
an accuracy of one-tenth of a whole number.
 The PCN reported shall indicate that
aircraft with an aircraft classification
 number (ACN) equal to or less than the
reported PCN can operate on the pavement
subject to any limitation on the tire pressure or
aircraft all-up mass for specified aircraft
type(s).
 Note. Different PCNs may be reported if the
strength of the pavement is subject to
significant seasonal variation
 The ACN of an aircraft shall be determined in
accordance with the standard procedures
associated with the ACN-PCN method.
 Note. The standard procedures for
determining the ACN of an aircraft are
given in the Aerodrome Design Manual
(Doc 9157), Part 3. For convenience, several
aircraft types currently in use have been
evaluated on rigid and flexible pavements
founded on the four subgrade categories in
2.6.6 b) below and the results tabulated in that
manual.
 For the purposes of determining the ACN, the
behaviour of a pavement shall be classified
as equivalent to a rigid or flexible
construction.

 Recommendation.
- Criteria should be established to regulate the
use of a pavement by an aircraft with an
ACN higher than the PCN reported for that
pavement in accordance with 2.6.2 and
2.6.3.
 Note. Attachment A, Section 19, details a
simple method for regulating overload
operations while the Aerodrome Design
Manual (Doc 9157), Part 3, includes the
descriptions of more detailed procedures for
evaluation of pavements and their suitability
 In the context of pavement subgrade strength for restricted overload operations.
category as described in ICAO Annex 14, the  The bearing strength of a pavement intended
letter “K" refers to the California Bearing for aircraft of apron (ramp) mass equal to
Ratio (CBR) of the soil. or less than 5 700 kg be made available by
 CBR is a measure of the strength of the reporting the following information:
subgrade soil. The CBR value indicates the a. maximum allowable aircraft mass; and
soil's ability to resist penetration from a b. maximum allowable tire pressure.
standard plunger under controlled conditions,  Example: 4 000 kg/0.50 MPa
and it is expressed as a percentage.  STRENGTH OF PAVEMENT (ACR-PCR) –
Applicable as of 28 Nov 2024
 The bearing strength of a pavement shall be
determined.
 The bearing strength of a pavement intended
for aircraft of apron (ramp) mass greater
than 5 700 kg shall be made available using
the aircraft classification rating-pavement
classification rating (ACR-PCR) method by
reporting all of the following information:
a. pavement classification rating (PCR) and
numerical value
b. pavement type for ACR-PCR
determination;
c. subgrade strength category;  In the context of pavement subgrade
d. maximum allowable tire pressure category strength category, the letter "E" refers to the
or maximum allowable tire pressure value; Elastic Modulus of the subgrade soil.
and  The Elastic Modulus is a measure of the
e. evaluation method. stiffness of the soil, and it represents the
 Note. Guidance on reporting and publishing of ability of the soil to deform elastically under
PCRs is contained in the Aerodrome Design load and to recover its original shape after
Manual (Doc 9157, Part 3). the load is removed.
 The PCR reported shall indicate that aircraft
with an aircraft classification rating (ACR)
equal to or less than the reported PCR may
operate on the pavement subject to any
limitation on the tire pressure or aircraft all-up
mass for specified aircraft type(s).
 Note. Different PCRs may be reported if the
strength of the pavement is subject to
significant seasonal variation.
 The ACR of an aircraft shall be determined in
accordance with the standard procedures
associated with the ACR-PCR method.
 Note. The standard procedures for
determining the ACR of an aircraft are given in
the Aerodrome Design Manual (Doc 9157),  The bearing strength of a pavement intended
Part 3. For convenience, dedicated software is for aircraft of apron (ramp) mass equal to
available on the ICAO website for computing or less than 5 700 kg shall be made available
any aircraft ACR at any mass on rigid and by reporting the following information:
flexible pavements for the four standard a. maximum allowable aircraft mass; and
subgrade strength categories detailed in 2.6.6 b. maximum allowable tire pressure.
b) below.  Example: 4 800 kg/0.60 MPa.
 For the purposes of determining the ACR, the  ACN-PCN VS ACR-PCR
behaviour of a pavement shall be classified
as equivalent to a rigid or flexible
construction.

 ACN-PCN PROBLEMS
- ACN/PCN is based in old calculation
methods
 - It does not take into account complex wheel
distributions
- It does not take into account new materials
- It is not aligned with the new method for
pavement design, LEA (Layered Element
Analysis)
 ACR-PCR ADVANTAGES
- Removes the need of equivalency or alpha-
factors
- Optimized usage of the pavements
- Consistent with modern pavement design
methods  CONDITION OF THE MOVEMENT AREA AND
- Improved predictability of pavement life RELATED FACILITIES
- Unified soil characterization method for both  Information on the condition of the movement
flexible and rigid pavement area and the operational status of related
- Availability of generic PCR computation facilities shall be provided to the appropriate
procedure aeronautical information services units, and
similar information of operational significance
to the air traffic services units, to enable those
 PRE-FLIGHT ALTIMETER CHECK units to provide the necessary information to
LOCATION arriving and departing aircraft. The
 One or more pre-flight altimeter check information shall be kept up to date and
locations shall be established for an changes in conditions reported without
aerodrome. delay.
 Recommendation  The condition of the movement area and the
- A pre-flight check location should be located operational status of related facilities shall be
on an apron. monitored, and reports on matters of
 Note 1. Locating a pre-flight altimeter check operational significance affecting aircraft and
location on an apron enables an altimeter aerodrome operations shall be provided in
check to be made prior to obtaining taxi order to take appropriate action, particularly in
clearance and eliminates the need for respect of the following:
stopping for that purpose after leaving the a. construction or maintenance work;
apron. b. rough or broken surfaces on a runway, a
 Note 2.- Normally an entire apron can serve taxiway or an apron;
as a satisfactory altimeter check location. c. snow, slush, ice, or frost on a runway, a
 The elevation of a pre-flight altimeter check taxiway or an apron; [applicable until 4
location shall be given as the average November 2020]
elevation, rounded to the nearest metre or water, snow, slush, ice, or frost on a runway, a
foot, of the area on which it is located. The taxiway or an apron; [applicable 5 November
elevation of any portion of a pre-flight altimeter 2020]
check location shall be within 3 m (10 ft) of the d. water on a runway, a taxiway or an apron,
average elevation for that location. [applicable until 4 November 2020]
 DECLARED DISTANCES e. anti-icing or de-icing liquid chemicals or other
contaminants on a runway, taxiway or apron;
f. snow banks or drifts adjacent to a runway, a
taxiway or an apron;
g. other temporary hazards, including parked
aircraft;
h. failure or irregular operation of part or all of
the aerodrome visual aids; and
 To facilitate compliance with 2.9.1 and 2.9.2.
the following inspections shall be carried
out each day:
a. for the movement area, at least once where
the aerodrome reference code number is 1
or 2 and at least twice where the aerodrome
reference code number is 3 or 4; and
b. for the runway(s), inspections in addition to
a) whenever the runway surface conditions
may have changed significantly due to
meteorological conditions.
 Note 1- Procedures on carrying out daily
inspections of the movement area are given in
the PANS-Aerodromes (Doc 9981). Further
guidance is available in the Airport Services
Manual (Doc 9137), Part 8, in the Manual of
Surface Movement Guidance and Control
Systems (SMGCS) (Doc 9476) and in the
Advanced Surface Movement Guidance and
Control Systems (A-SMGCS) Manual (Doc
9830).
 Note 2- The PANS-Aerodromes (Doc 9981)
contains clarifications on the scope of a
significant change in the runway surface
conditions.
 Personnel assessing and reporting runway
surface conditions required in 2.9.2 and 2.9.5
shall be trained and competent to perform
their duties.
 Note 1. Guidance on training of personnel is
given in Attachment A, Section 6.
 Note 2.- Information on training for personnel
assessing and reporting runway surface
 When friction measurements are used as part
conditions is available in the PANS-
of the overall runway surface assessment on
Aerodromes (Doc 9981).
compacted snow- or ice-covered surfaces, the
friction measuring device shall meet the
standard set or agreed by the State.
 Recommendation Friction measurements
made on runway surface conditions with
contaminants other than compacted snow and
ice should not be reported.
 Note. Friction measurements on loose
contaminants such as snow and slush, in
particular, are unreliable due to drag effects
on the measurement wheel.
 Information that a runway or portion
thereof is slippery wet shall be made
available
 DISABLED AIRCRAFT REMOVAL
 Recommendation
- The telephone/telex number(s) of the office
of the aerodrome coordinator of operations
 for the removal of an aircraft disabled on or  OVERVIEW
adjacent to the movement area should be  This lesson focus on the Physical
made available, on request, to aircraft Characteristic (Dimensions, Structures, Lay-
operators. out, etc.) of Aerodrome part according to
 Recommendation ICAO Annex 14 V1 – Aerodrome. (Chapter 3)
- Information concerning the capability to  AERODROME REFERENCE CODE
remove an aircraft disabled on or adjacent to  The ICAO Aerodrome Reference Code is a
the movement area should be made two-part categorization of aircraft types which
available. simplifies the process of establishing whether
 The capability to remove a disabled aircraft a particular aircraft is able to use a particular
may be expressed in terms of the largest type aerodrome.
of aircraft which the aerodrome is equipped to  It has two 'elements' the first is a numeric
remove. code based on the Reference Field Length
 RESCUE AND FIREFIGHTING for which there are four categories and the
second is letter code based on a
combination of aircraft wingspan and outer
main gear wheel span.

 RUNWAYS
 It is a defined rectangular area on a land
aerodrome prepared for the landing and
takeoff of an aircraft.
 Note: Many factors affect the determination of
LESSON 3: AERODROME DATA & PHYSICAL
the orientation, sitting, and number of
CHARACTERISTICS
runways. It includes:
 PHYSICAL CHARACTERISTICS 1. Usability Factor
 Runways 2. Alignment of runway
 Runway Shoulders
 Runway Turn Pads
 Runway Strips
 Runway End Safety Areas
 Clearway
 Stopway
 Radio Altimeter Operating Area
 Taxiway  Aeroplane reference field length is defined
 Holding Bays as "the minimum field length required for
 Aprons take-off at maximum certificated take-off
 Isolated Aircraft Parking Position mass, at sea level, in International
 De-icing/Anti-icing Facilites Standard Atmosphere conditions in still air
 and with zero runway slope as documented o A primary runway is the runway at an
in the Aircraft Flight Manual (AFM) or airport that handles the majority of the
equivalent document. airport's arrivals and departures. It's also
 Factors that affect reference field length: the runway that's oriented in the
- Altitude direction of the maximum wind
- Temperature coverage.
- Air density o Actual Length of Runways (Primary
- Winds Runways)
- Runway slope  It should be adequate to meet operational
- Aircraft take-off mass requirements of the aeroplanes for which
 Choice of Maximum Permissible the runway is intended.
Crosswind Components
- This recommendation provides guidance for
landing or takeoff of aeroplanes under
normal conditions. If the crosswind
component exceeds these limits, landing or
takeoff should generally be avoided.
- The limits depend on the aeroplane's
reference field length: - Secondary Runways
o For aeroplanes with a reference field o A secondary runway is an additional
length of 1,500 meters or more: runway at an airport, in addition to the
1. The maximum crosswind component primary runway. It can be parallel or
allowed is 37 km/h (20 knots). crosswind to the primary runway.
2. However, if the runway has poor braking
action due to low friction, a lower limit of
24 km/h (13 knots) should be assumed.
- For aeroplanes with a reference field
length between 1,200 meters and 1,500
meters:
1. The maximum allowable crosswind
component is 24 km/h (13 knots).
- For aeroplanes with a reference field  WIDTH OF RUNWAYS
length of less than 1,200 meters: - The width of a runway should be not less
1. The maximum allowable crosswind than the appropriate dimension specified in
component is 19 km/h (10 knots). the following tabulations:
 Location of threshold
- It should be normally located at the
extremity of runway unless operational
considerations justify the choice of
another location.
- When it is necessary to displace a threshold,
various factors should be considered. If it is
due to an unserviceable runway condition, a
cleared and graded area of at least 60 m - Amendment 14
in length should be available between o New definition on Outer main gear span
unserviceable area and displaced (OMGWS) added
threshold. Additional distance should also o Outer main gear wheel span (OMGWS).
be provided to meet the requirements of the
The distance between the outside edges of
runway end safety area as appropriate.
the main gear wheels.
 LENGTH OF RUNWAYS
- Primary Runways
 o No radar separation minima between
aircraft on adjacent extended runway
centerlines.
o More spacing between runways is typically
required to allow for independent
operations.
- Segregated Parallel Operations
o Simultaneous approaches to parallel or
near-parallel runways.
o No radar separation minima between
aircraft on adjacent extended runway
centerlines.
o More spacing between runways is typically
required to allow for independent
operations.

- Minimum Distance Between Parallel

Runways
o Where parallel non-instrument runways
are intended for simultaneous use, the  SLOPE OF RUNWAYS
minimum distance between their center - Runway's longitudinal slope is the slope of
lines should be: the runway's center line, measured from the
 210 m where the higher code number is 3 difference in elevation between its
or 4 highest and lowest points. The slope is
 150 m where the higher code number is 2 calculated by dividing this difference by the
 120 m where the higher code number is 1 length of the runway.
o Where parallel instrument runways are - Longitudinal Slopes
intended for simultaneous use, the o The slope computed by dividing the
minimum distance between their center difference between the maximum and
lines should be: minimum elevation along the runway centre
 1035 m for independent parallel line by the runway length shall not exceed:
approaches;  1 percent where the code number is 3 or
 915 m for dependent parallel approaches; 4; and
 760 m for independent parallel  2 percent where the code number is 1 or
departures; 2
 760 m for segregated parallel operations; - Where slope changes cannot be avoided ,
- Dependent Parallel Approach a slope change between two consecutive
o Simultaneous approaches to parallel or slopes shall not exceed:
near-parallel runways. o 1.5 per cent where the code number is 3 or
o Requires radar separation minima between 4
aircraft on adjacent extended runway o 2 per cent where the code number is 1 or 2
centerlines. - The transition from one slope to another
o Controllers ensure aircraft maintain shall be accomplished by a curved
prescribed separation to prevent conflicts. surface with a rate of change not
- Independent Parallel Approach exceeding:
o Simultaneous approaches to parallel or o 0.1 per cent per 30 m (minimum radius of
near-parallel runways. curvature of 30 000 m) where the code
number is 4;
 o 0.2 per cent per 30 m (minimum radius of
curvature of 15 000 m) where the code
number is 3; and
o 0.4 per cent per 30 m (minimum radius of  RUNWAY SHOULDERS
curvature of 7 500 m) where the code  Shoulder – An area adjacent to the edge of a
number is 1 or 2. pavement so prepared as to provide a
 SIGHT DISTANCE transition between the pavement and the
- Where slope changes cannot be avoided, adjacent surface
they shall be such that there will be an - General
unobstructed line of sight from: o Runway shoulders shall be provided for a
o any point 3 m above a runway to all other runway where the code letter is D, E, or F
points 3 m above the runway within a - Width of Runway Shoulder
distance of at least half the length of the o The runway shoulders shall extend
runway where the code letter is C, D, E or symmetrically on each side of the runway
F. so that the overall width of the runway and
o any point 2 m above a runway to all other its shoulders is not less than:
points 2 m above the runway within a  60m where the code letter is D or E
distance of at least half the length of the  60m where the code letter is F with two or
runway where the code letter is B; and three-engined aeroplanes; and
o any point 1.5 m above a runway to all  75, where the code letter is F with four (or
other points 1.5 m above the runway within more)-engined aeroplanes
a distance of at least half the length of the  Slopes on Runway Shoulders
runway where the code letter is A. - The surface of the shoulder that abuts the
 SLOPE OF RUNWAYS runway shall be flush with the surface of the
runway and its transverse slope shall not
exceed 2.5 percent.
 Strength of Runway Shoulders
a. the sum of the absolute numerical values of - A runway shoulder between the runway edge
the corresponding slope changes multiplied and a distance of 30 m from centerline shall
by the appropriate value as follows: be prepared to be capable, in the event of an
o 30 000 m where the code number is 4 aeroplane running off the runway, of
o 15 000 m where the code number is 3 supporting the aeroplane without inducing
o 5 000 m where the code number is 1 or 2; structural damage to the aeroplane and of
or supporting ground vehicle
b. 45 m; whichever is greater  Surface of runway shoulders
- Transverse Slope 1. To resist erosion and the ingestion of the
o A runway's transverse slope is the slope of surface materials by aeroplane engines
the runway's surface from side to side. 2. Runway shoulders for code F should be
paved to a minimum overall width of runway
and shoulder of not less than 60 m.
- NOTE: Guidance on surface runway
shoulders is giben in the Aerodrome Design
Manual (Doc9157) Part 1
 RUNWAY TURN PADS
 A defined area on a land aerodrome adjacent
to a runway for the purpose of completing a
180-degree turn on a runway.
 Where the runway is not served by a
 RUNWAYS
taxiway and where the code letter is D, E, or
F, a runway turn pad shall be provided to
facilitate a 180-degree turn.
  Where the runway is not served by a - An object situated on a runway strip which
taxiway and where the code letter is A, B, or may endanger aeroplanes shall be
C, a runway turn pad should be provided to regarded as an obstacle and shall, as far as
facilitate a 180-degree turn. practicable, be removed.
 In the context of ICAO (International Civil
Aviation Organization) documents, "shall"
indicates a mandatory requirement,  Grading of Runway Strips
meaning something must be done, while - That portion of a strip of an instrument
"should" signifies a recommended runway within a distance of at least:
practice, meaning something is advised but o 75 m where the code number is 3 or 4; and
not strictly enforced. o 0 m where the code number is 1 or 2;
 Essentially, "shall" is compulsory, and "should" - from the center line of the runway and its
is preferred but not required. extended center line shall provide a graded
 RUNWAY STRIPS area for aeroplanes which the runway is
 runway and any associated stopways shall be intended to serve in the event of an
included in a strip. aeroplane running off the runway.
 Length of Runway Strips - That portion of a strip of non-instrument
- A strip shall extend before the threshold and runway within a distance of at least:
beyond the end of the runway or stopway for o 75 m where the code number is 3 or 4; and
a distance of at least:
o 40 m where the code number is 2; and
o 60m where the code number is 2, 3, or 4
o 30 m where the code number is 1;
o 60m where the code number is 1 and the
- from the center line of the runway and its
runway is an instrument one
extended center line shall provide a graded
o 30m where the code number is 1 and the
area for aeroplanes which the runway is
runway is a non-instrument one intended to serve.
 Width of Runway Strips  Slopes on a Runway Strip
- A strip including a precision approach - Longitudinal Slopes
runway shall, wherever practicable, o A longitudinal slope along that portion of a
extend laterally to a distance of at least:
strip to be graded shall not exceed:
o 140 m where the code number is 3 or 4;
and
o 70 m where the code number is 1 or 2 On
each side of the center line of the runway
and its extended center line
throughout the length of the strip. - Transverse Slope
- A strip including a non-precision o Transverse slopes on that portion of a strip
approach runway shall, wherever to be graded shall be adequate to prevent
practicable, extend laterally to a distance the accumulation of water on the surface
of at least: but shall not exceed:
o 140 m where the code number is 3 or 4;
and
o 70 m where the code number is 1 or 2
- A strip including a non- instrument  Strength of Runway Strips
runway shall extend on each side of the - Portion of a strip of an instrument runway
center line of the runway and its extended within a distance of at least:
center line throughout the length of the o 75 m where the code number is 3 or 4; and
strip, to a distance of at least: o 40 m where the code number is 1 or 2;
o 75 m where the code number is 3 or 4; - from centerline of runway should be
o 40 m where the code number is 2; and prepared as to minimize hazards arising from
o 30 m where the code number is 1. differences in load-bearing capacity to
 Objects on Runway Strips aeroplanes which the runway is intended to
serve.
 - Portion of a strip containing a non-
instrument runway within a distance of at
least:
o 75 m where the code number is 3 or 4;
o 40 m where the code number is 2; and
o 30 m where the code number is 1;
- from centerline of runway should be
prepared as to minimize hazards arising from
differences in load-bearing capacity to
aeroplanes which the runway is intended to
serve.
 RUNWAY END SAFETY AREAS (RESA)
 STOPWAY

 Length
- Shall extend from the end of a runway strip
to a distance of at least 90 m
- Recommendation:
o 240 m where the code number is 3 or 4
o 120 m where the code number is 1 or 2
(instrument)  RADIO ALTIMETER OPERATING AREA
o 30 m where the code number is 1 or 2,
(non-instrument)
 Width
- At least twice that of the runway
- Recommendation. The width of RESA
should, wherever practicable, be equal to
the graded portion of the associated
runway strip.
 Object
- Recommendation. An object situated on a
runway end safety area which may be
endanger aeroplanes should be
regarded as an obstacle and should, as
far as practicable, be removed.
-
 CLEARWAY  TAXIWAY
  ISOLATED AIRCRAFT PARKING POSITION
 Rapid Exit Taxiways

 DEICING/ANTI-ICING FACILITIES

 HOLDING BAYS, RUNWAY-HOLDING

POSITIONS, INTERMEDIATE HOLDING
POSITIONS AND ROAD-HOLDING
POSITIONS

 APRONS