Standards for helicopter landing areas
at hospitals
CAP 1264
Published by the Civil Aviation Authority, 2016
Civil Aviation Authority,
Aviation House,
Gatwick Airport South,
West Sussex,
RH6 0YR.
You can copy and use this text but please ensure you always use the most up to date version and use it in
context so as not to be misleading, and credit the CAA.
First published 2016
Enquiries regarding the content of this publication should be addressed to:
[email protected]
Intelligence, Strategy and Policy,
Civil Aviation Authority Aviation House,
Gatwick Airport South,
West Sussex,
RH6 0YR
The latest version of this document is available in electronic format at www.caa.co.uk.
CAP 1264 Contents
Contents
Contents .............................................................................................................................. 3
Executive summary ............................................................................................................. 8
Glossary and abbreviations ............................................................................................... 10
Chapter 1 .......................................................................................................................... 14
Introduction ........................................................................................................................ 14
Purpose and scope ..................................................................................................... 14
Planning considerations and safeguarding arrangements .......................................... 16
Heliport site selection (options) ................................................................................... 20
Heliports at surface (ground) level, whether or not moulded................................ 20
Elevated heliports (more than 3m above ground level) at rooftop level ............... 21
Heliports on dedicated raised structures that are less than 3m above the
surrounding surface ............................................................................................. 21
Refuelling .................................................................................................................... 23
Heliport winterisation................................................................................................... 24
Security ....................................................................................................................... 24
Magnetic field deviation .............................................................................................. 25
Chapter 2 .......................................................................................................................... 26
Helicopter performance considerations.............................................................................. 26
General considerations ............................................................................................... 26
Factors affecting performance capability .................................................................... 27
Chapter 3 .......................................................................................................................... 28
Helicopter landing area – physical characteristics ............................................................. 28
General ....................................................................................................................... 28
Heliport design considerations – environmental effects .............................................. 30
Effects of structure-induced turbulence and temperature rise due to hot exhausts .... 32
Heliport design – environmental criteria ...................................................................... 34
Heliport structural design ............................................................................................ 34
Case A – helicopter landing situation ................................................................... 35
Case B – helicopter at rest situation .................................................................... 37
Size obstacle protected surfaces / environment ......................................................... 37
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CAP 1264 Contents
Surface ....................................................................................................................... 45
Helicopter tie-down points........................................................................................... 47
Safety net.................................................................................................................... 48
Access points – ramps and stairs ............................................................................... 49
Lifts ............................................................................................................................. 50
Helicopter base facilities for a helicopter emergency medical services (HEMS)
operation ..................................................................................................................... 51
Chapter 4 .......................................................................................................................... 52
Visual aids ......................................................................................................................... 52
General ....................................................................................................................... 52
Wind direction indicator(s) .......................................................................................... 52
Helicopter landing area markings ............................................................................... 54
Helicopter landing area lighting ................................................................................... 58
Obstacles – marking and lighting ................................................................................ 61
Chapter 5 .......................................................................................................................... 65
Heliport fire fighting services .............................................................................................. 65
Introduction ................................................................................................................. 65
Key design characteristics for the effective application of the principal agent............. 66
Complementary media ................................................................................................ 70
The management and maintenance of media stocks ................................................. 71
Equipment................................................................................................................... 71
Life-saving equipment ................................................................................................. 72
Emergency planning arrangements ............................................................................ 72
Further advice ............................................................................................................. 72
Chapter 6 .......................................................................................................................... 74
Miscellaneous operational standards ................................................................................. 74
General precautions ................................................................................................... 74
Helicopter operations support equipment ................................................................... 74
Chapter 7 .......................................................................................................................... 76
Heliports located on raised structures ................................................................................ 76
Concept and definition ................................................................................................ 76
Introduction ................................................................................................................. 77
Helicopter performance considerations ....................................................................... 78
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CAP 1264 Contents
Physical characteristics............................................................................................... 79
Visual aids .................................................................................................................. 79
Heliport Rescue and Fire Fighting Services (RFFS) ................................................... 80
Miscellaneous operational standards .......................................................................... 80
Chapter 8 .......................................................................................................................... 81
Surface level and mounted heliports .................................................................................. 81
Concept and definition ................................................................................................ 81
Introduction ................................................................................................................. 83
Helicopter performance considerations....................................................................... 84
Physical characteristics............................................................................................... 85
Visual aids .................................................................................................................. 87
Heliport Rescue and Fire Fighting Services (RFFS) ................................................... 87
Miscellaneous operational standards .......................................................................... 88
Appendix A ....................................................................................................................... 89
Heliport checklist ................................................................................................................ 89
Example of core items checklist .................................................................................. 89
Appendix B ....................................................................................................................... 99
Bibiography ........................................................................................................................ 99
Civil Aviation Authority – CAPs and research papers ................................................. 99
International Civil Aviation Organisation (ICAO) and European Aviation Safety Agency
(EASA) ........................................................................................................................ 99
Other publications ..................................................................................................... 100
Appendix C ..................................................................................................................... 101
An illustration of obstacle clearances in the backup area ................................................ 101
Obstacle clearances in the backup area ................................................................... 101
Appendix D ..................................................................................................................... 103
Specification for heliport lighting scheme: comprising perimeter lights, lit touchdown /
positioning marking and lit heliport identification marking ................................................ 103
Overall Operational Requirement ............................................................................. 103
Definitions ................................................................................................................. 104
Lighting element ................................................................................................ 104
Segment ............................................................................................................ 104
Sub-section ........................................................................................................ 104
The perimeter light requirement ................................................................................ 105
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CAP 1264 Contents
Configuration ..................................................................................................... 105
Mechanical constraints ...................................................................................... 105
Light intensity ..................................................................................................... 105
Colour ................................................................................................................ 105
Serviceability ...................................................................................................... 105
The touchdown / positioning marking circle requirement .......................................... 106
Configuration ..................................................................................................... 106
Mechanical constraints ...................................................................................... 106
Intensity ............................................................................................................. 106
Colour ................................................................................................................ 109
Serviceability ...................................................................................................... 109
The Heliport identification marking requirement ........................................................ 109
Configuration ..................................................................................................... 109
Mechanical Constraints...................................................................................... 110
Intensity ............................................................................................................. 110
Colour ................................................................................................................ 111
Serviceability ...................................................................................................... 111
General characteristics ............................................................................................. 111
Requirements .................................................................................................... 111
Other considerations .......................................................................................... 112
Appendix E ..................................................................................................................... 114
Specifications for helicopter taxiways, taxi-routes and stands at surface level heliports .. 114
Helicopter ground taxiways and helicopter ground taxi-routes.................................. 114
Helicopter air taxiways and helicopter air taxi-routes ................................................ 116
Helicopter stands ............................................................................................... 117
Helicopter ground taxiway markings and markers ............................................. 121
Helicopter air taxiway markings and markers .................................................... 121
Helicopter stand markings ................................................................................. 122
Appendix F ..................................................................................................................... 125
Initial Emergency Response Requirements for elevated heliports – duties of Responsible
Persons............................................................................................................................ 125
Introduction ............................................................................................................... 125
Responsible person(s) – duties to perform including following an incident or accident127
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CAP 1264 Contents
Addressing a helicopter crash which does not result in post-crash fire ..................... 128
Appendix G ..................................................................................................................... 130
Guidance for floodlighting systems at elevated heliports and heliports on raised structures
......................................................................................................................................... 130
Introduction ............................................................................................................... 130
General considerations for helideck floodlighting ...................................................... 130
Improved floodlighting system – (a modified extract from CAA’s letter to the offshore
industry dated 9 March 2006) ................................................................................... 131
Appendix H ..................................................................................................................... 132
Guidance on airflow testing of onshore elevated helipads ................................................ 132
Appendix I ...................................................................................................................... 133
Endorsement from the Association of Air Ambulances .................................................... 133
February 2016 Page 7
CAP 1264 Executive summary
Executive summary
Air Ambulance Helicopters form an essential part of the UK’s Pre-hospital response to
patients suffering life threatening injuries or illnesses. It is estimated that everyday about
70 patients are treated using helicopters operating in the air ambulance role to helicopter
landing sites (HLSs) located at hospitals in the United Kingdom. HLSs are routinely
provided at hospitals for the transfer of critically ill patients by air ambulance helicopters
and by helicopters operating in the Helicopter Emergency Medical Services (HEMS) role
with facilities varying in complexity from a purpose built structure on a rooftop above the
emergency department (ED), with integral aeronautical lighting and fire fighting systems, to
an occasional use recreational / sports field remotely located from the ED perhaps only
equipped with an “H” and a windsock present.
The primary purpose of this CAP is to promulgate in detail the design requirements and
options for new heliports located at hospitals in the United Kingdom that can also be
applied for the refurbishment of existing helicopter landing sites. In all cases heliport
design guidance is based on the international standards and recommended practices in
ICAO Annex 14 Volume II. However, given the pivotal role of an HLS at a hospital for
supporting the often complex clinical needs of the patient, it is equally important that the
design of the heliport places, at its heart, the needs of the patient who is often critically ill.
So the design of a heliport needs to ensure that it is both ‘safe and friendly’ for helicopter
operations, and, given the clinical needs of the patient, that its proximity to the hospital’s
Emergency Department (ED) affords rapid patient transfer and avoids the complication of a
secondary transfer by land ambulance. Patient transfer from the HLS to the ED should be
expedited in a manner that upholds both the dignity and security of the patient and the
safety and security of staff tasked to complete a transfer of the patient to ED potentially in
all weather conditions.
A landing area that is remote from the ED, and so entails a lengthy patient transfer from
the helicopter, perhaps requiring a transfer to another form of transport and/or protracted
exposure to the elements, is then not serving the patient in need of the most prompt care,
who may be suffering from trauma, cardiac or neurological conditions; all of which are
highly time critical. It is therefore strongly recommended that new build design or
refurbishments take these factors fully into consideration, by ensuring early consultation
with those people at the hospital who have a direct responsibility for the clinical needs of a
patient.
The safety of helicopter operations is clearly paramount to any design for an HLS at a
hospital and there can be no alleviations from the regulations due to the emergency nature
of an operation. In the interests of most easily assuring the optimum operating
environment for helicopters, this CAP promotes the design of elevated (rooftop) heliports,
as the ‘package’ most likely to deliver a safe and friendly environment for helicopters
February 2016 Page 8
CAP 1264 Executive summary
operating to a hospital landing site (HLS) in the UK. This focus is chosen because heliports
located at a good height above ground level, usually at rooftop level, tend to provide the
best long-term operating environment for helicopters, by raising the landing area up above
obstacles which might otherwise compromise flight operations. An elevated heliport, in
addition to delivering the best safety outcomes for the helicopter and facilitating the
complex needs of a critically ill patient, also has the best potential to deliver more
effectively on environment performance, by reducing the incidence of helicopter noise and
downwash at surface level, and delivering a more secure HLS - by creating a landing site
that is securely protected from inadvertent or deliberate entry by members of the public.
However, in recognising that a rooftop heliport may not be the preferred solution for every
hospital, the CAP also provides supplementary guidance for landing sites at hospitals
provided on raised structures which, although above surface level, are less than 3m above
the surrounding terrain (and not classed as elevated heliports) and for helicopter landing
sites which are at surface level, including mounded. Given the challenges and complexity
of designing an HLS able to balance the sometimes competing demands for effective
patient care with the need for a safe, efficient and friendly environment in which to operate
helicopters, it is recommended that a hospital Trust / Board engages the services of a
competent third party heliport consultant, and in addition seeks the advice and guidance of
those who have the primary responsibility to deliver effective patient care.
In assuming the primary users of a helicopter landing site at a hospital will usually be the
local air ambulance and/or HEMS operator, consideration should also be given to other
remote users, perhaps not exclusively operating to an HLS in the air ambulance or HEMS
role. Other users may include, but may not be limited to, Police helicopters and other
emergency services and the civilianised search and rescue (SAR) operation, dispatching
SAR assets from10 bases around the UK coastline. Hence for the design of an HLS the
critical helicopter may not be the one that most regularly uses the heliport, but a helicopter,
perhaps acting in a lesser seen role, which is the combination of the heaviest helicopter
and the one requiring the largest landing area in which to operate. The issue of identifying
the design helicopter is sometimes complicated by the fact that both critical attributes may
not reside in a single helicopter and in this case the designer of an HLS will need to
consider two or more types (or type variants) for the basic design. Notwithstanding, most
HLSs will need to consider a range of helicopters, from small to medium twins operating in
the air ambulance role to larger helicopters operating in the SAR role.
It is not the purpose of this civil aviation publication to consider the use of military
helicopters at a hospital HLS. As many of the types routinely used by military services are
heavy or extra-heavy helicopters, a design to incorporate military types may present
particular challenges for the siting of an HLS at a hospital. Given the potentially low usage
by military types, it may be prudent to consider a secondary helicopter landing site at or
near the hospital which can be used on an occasional basis to accommodate military
helicopters.
February 2016 Page 9
CAP 1264 Glossary and abbreviations
Glossary and abbreviations
AAA Association of Air Ambulances Ltd
AFM Aircraft flight manual
ANO Air Navigation Order
CAP Civil Aviation publication
Cd Candela
Congested area An area in relation to a city, town or settlement which is
substantially used for residential, industrial, commercial or
recreational purposes.
DCP Development Control Plan - a documented arrangement
provided by the hospital’s Trust / Board for the control (i.e.
limitation) of developments around the heliport which
could impact on the operability of the heliport.
DoH Department of Health (in relation to DoH Health Building
Note HBN 15:03 Hospital helipads)
DIFFS Deck integrated fire fighting system
D-value The largest dimension of the helicopter when rotors are
turning. This dimension will normally be measured from
the most forward position of the main rotor tip path plane
to the most rearward position of the tail rotor tip path plan
(or the most reward extension of the fuselage in the case
of Fenestron or Notar tails).
Design (critical) helicopter The helicopter types (or type variant) which is the
combination of the heaviest helicopter and the type
requiring largest landing area (FATO) in which to operate.
This requirement could be contained within one or more
February 2016 Page 10
CAP 1264 Glossary and abbreviations
types (or type variants).
ED Emergency department
AEI Environmental impact assessment
Elevated heliport A heliport located on a raised structure at 3m or more
above the surrounding terrain. For the purpose of this
CAP this is usually supposed to be a purpose-built
structure located on a rooftop, ideally at the highest point
of the estate.
FATO Final approach and take-off area
FFS Fire fighting service (term does not include rescue
arrangements)
FMS Fixed monitor system
FOI Flight operations inspector (of the UK CAA)
FOI (H) Flight operations inspectorate (helicopters)
FOI (GA) Flight operations inspectorate (general aviation)
Heliport An aerodrome or a defined area of land, water or a
structure intended to be used wholly or in part for the
arrival, departure and surface movement of helicopters.
Heliport on a raised structure A heliport located on a raised structure less than 3m
above the surrounding terrain.
HEMS Helicopter emergency medical services
HLS Helicopter landing site
Hostile environment An environment in which a safe forced landing cannot be
accomplished because the surface is inadequate or the
February 2016 Page 11
CAP 1264 Glossary and abbreviations
helicopter occupants cannot be adequately protected
from the elements or SAR capability is not provided
consistent with anticipated exposure or there is an
unacceptable risk of endangering persons or property on
the ground.
ISO International Organisation for Standardisation
MTOM Maximum take-off mass
OM Operations manual
PC1 / 2 / 3 Performance class 1 / 2 / 3
PinS Point-in-space
PPE Personal protective equipment
PPEWR (HSE) Personal Protective Equipment at Work
Regulations
PUWER (HSE) Provision and Use of Work Equipment Regulations
RD Rotor diameter
RFFS Rescue and fire fighting service
RFM Rotorcraft flight manual
RTODAH Rejected take-off distance available (helicopters) - the
length of the FATO declared available and suitable for
helicopter operated in performance class 1 to complete a
rejected take-off.
SAR Search and rescue
Secondary HLS A second HLS provided for larger helicopters, including
military helicopters, not authorised to land at the primary
February 2016 Page 12
CAP 1264 Glossary and abbreviations
HLS.
SLS Serviceability limit state
Surface level heliport A heliport located on the ground which if specifically
prepared and landscaped may consist as a mounded
heliport.
TDP Take-off decision point
TD / PM circle Touchdown / positioning marking circle
TLOF Touchdown and lift-off area
‘t’-value The MTOM of the helicopter expressed in metric tonnes
(1000 kg) expressed to the nearest 100 kg.
ULS Ultimate limit states
UPS Uninterrupted power supply
VSS Visual segment surface
February 2016 Page 13
CAP 1264 Chapter 1: Introduction
Chapter 1
Introduction
Purpose and scope
1.1 The purpose of this CAP is to address the design requirements and options for
new heliports located at hospitals in the United Kingdom. The requirements
relate to new build facilities or to the refurbishment of landing sites at both
existing and new hospitals. As well as setting out in detail the design
requirements for hospital heliports, this CAP also provides guidance on their
operation and management. This CAP may therefore be assumed to supersede
Department of Health (DoH), Health Building Note 15-03: Hospital Helipads,
which, since 2008 has been regarded as the principal guidance document for
the design and operation of hospital helipads in the UK; this DoH HBN has now
withdrawn.
1.2 This CAP should not be considered an exclusive reference source since the
helicopter operator ultimately has the responsibility for deciding whether a
heliport is safe for use within the constraints of operational requirements laid out
in the company Operations Manual (OM) and the Rotorcraft Flight Manual
(RFM). Therefore expert aviation advice should be sought before committing to
any final design and expenditure. This advice could be from an independent
helicopter consultant, or via an aviation consultancy organisation1, given in
tandem with specific advice from end-users e.g. the local air ambulance and/or
HEMS operators.
1.3 The primary focus of this Civil Aviation Publication is on the interpretation and
application of heliport design requirements that are based on the international
standards and recommended practices in Annex 14 Volume II. However, it is
also important that the design of the heliport at a hospital places, at the heart,
the needs of the consumer who is an often critically ill, patient. So the design of
the heliport needs not only to ensure it is ‘safe and friendly’ for helicopter
operations, but, given the often critical condition of the patient, that the proximity
to a hospital’s Emergency Department (ED) affords rapid patient transfer in a
manner that upholds their care and dignity. A landing area that is remote from
the ED, and so requires a lengthy patient transfer from the helicopter, perhaps
involving protracted exposure to the elements, is then not serving the patient in
need of the most prompt care, who may be suffering from trauma, cardiac or
neurological conditions which are highly time critical. It is strongly recommended
1
For example, CAA International Ltd
February 2016 Page 14
CAP 1264 Chapter 1: Introduction
that any new build design should take these elements fully into consideration, by
ensuring consultation with those at the hospital who have a direct responsibility
for the clinical needs of the patient.
1.4 This CAP provides reference material for the application of a range of
specialisations that may have an interest in the design and operation of the
heliport including, but not necessarily limited to:
Trust chief executives and directors considering a business case and
options for helicopter access;
Head clinicians considering pre-hospital care;
Estates and project managers and private sector partners tasked to
approve the design and build of heliports;
Fire and safety officers considering risk analyses and safety and
contingency plans;
Helicopter operator end-users whether air ambulance helicopters, search
and rescue (SAR) helicopters or police helicopters.
Note: The design and operational requirements provided in this CAP
intentionally do not seek to address the specific needs of military helicopters.
Nonetheless a range of helicopters will need to be considered in an initial
heliport feasibility design study which may include a requirement to
accommodate heavy or extra- heavy military helicopters (typically operating up
to 18 tonnes)
1.5 In the interests of promoting the optimum operating environment for helicopters,
this CAP places the primary focus on elevated (rooftop) heliports, as the
preferred option for a hospital landing site (HLS) facility in the UK. This focus is
chosen because heliports located at elevation on a rooftop tend to provide the
best long-term operating environment for helicopters, by raising the landing area
up above obstacles which might otherwise compromise flight operations.
However, the CAP also provides supplementary guidance for landing sites at
hospitals that may be provided on raised structures which, although above
surface level, at less than 3m above the surrounding terrain are not classed as
elevated heliports (see Chapter 7). For completeness supplementary guidance
for surface level heliports including heliports on mounded surfaces are
addressed in Chapter 8. Although the guidance is presented in the context of a
helicopter landing site at a hospital, much of the good practice can be applied to
any unlicensed helicopter landing site facility, whether or not located at a
hospital. There are, however, subtle differences for ‘non-hospital’ helicopter
landing sites, such as the characteristics of some markings and, in these cases,
it is prudent to consult other reference sources; the British Helicopter
Association’s ‘Helicopter Site Keepers – A Guidelines Document produced and
updated with the assistance of the Civil Aviation Authority’ and CAP 793,
Operating Practices at Unlicensed Aerodromes, as well as other sections of
February 2016 Page 15
CAP 1264 Chapter 1: Introduction
Annex 14 Volume II, before embarking on a project not intended to service Air
Ambulance / HEMS operations etc (see Appendix B).
1.6 Under the current UK Air Navigation Order (ANO) there is no statutory
requirement for an HLS at a hospital to be licensed by the CAA. However,
helicopter operators should be satisfied with the provision of Rescue and
Firefighting Services and, that the adequacy of aeronautical lighting displayed at
the heliport is suitable, where applicable. The heliport operator may accept a
third party ‘sign off’ of the heliport structure and associated systems including
RFFS, and the helicopter operator’s self-authorisation of the heliport for night
operations. CAA Flight Operations (Helicopters) Flight Operations Inspectors
(FOIs) reserve the right to attend an operator’s (non-commercial) flight
authorisation to allow lighting systems to be assessed from the air before a final
sign-off for night operations occurs.
Planning considerations and safeguarding arrangements
1.7 Since helicopter-borne patients are likely to be in a time critical condition (see
paragraph 1.3) it is important that the time taken to transfer them between the
helicopter and the hospital Emergency Department (ED) is as short as possible
and that the patient is spared a lengthy transfer from the helicopter to a place of
medical care which should not involve exposure to the elements i.e. unprotected
from adverse weather conditions. The safest, fastest and most efficient means
for a rooftop heliport is likely to be by trolley transfer from the helicopter straight
to a dedicated lift at or just below heliport level or, for a purpose-built raised
heliport via a short access ramp connecting the heliport to the surrounding
surface level. For a ground level helipad, there will be no need for either a lift or
a ramp, but where necessary a covered walkway from the edge of the helipad
safety area to the ED should be included in the design, consisting in a concrete
or tarmac pathway between the two. Transferring patients from a helicopter to a
road ambulance for an additional journey to ED is to be avoided, especially
where a patient is critically ill and is in need of prompt care. The best locations
for a helicopter landing site are deemed to be on a roof above ED or, where
practical, in an open area adjacent to it.
1.8 A heliport design requires that a defined area free of obstructions such as
buildings and trees be provided to facilitate at least two approach and take-off/
climb ‘corridors’ rising from the edge of the heliport; an area free of obstructions
that will allow helicopters to safely approach to land and, where required by the
specific operating technique, to back-up and depart, in a forward direction, from
the heliport. If new obstructions are built or grow up in defined areas, helicopters
may no longer be able to operate or may be severely restricted. It is therefore
important that the location of the heliport be considered in the light of the
February 2016 Page 16
CAP 1264 Chapter 1: Introduction
potential future developments around the heliport, whether within or just beyond
the boundaries of the hospital estate. If obstructions such as tall buildings are
erected, which may have an associated use of cranes, or if trees are allowed to
grow-up within the approach and/or departure corridors, the landing site may
become restricted or unusable. NOTAMs should be raised by a hospital for any
activity of a temporary nature, such as the requirement to erect cranes for
construction, whether occurring within the hospital estate or in proximity to the
hospital. All crane activity should be reported directly to the helicopter operator.
CAP 738, Safeguarding of Aerodromes, referenced in the bibliography section of
this publication is being updated in 2016 and can offer further guidance to NHS
Trust Estates Departments to help them assess what impact any proposed
development or construction might have on the operation of an HLS. This
assessment process is known as safeguarding and may be formally documented
in a hospital’s Development Control Plan (DCP). The DCP should be referenced
whenever new buildings or facilities are planned.
1.9 HLS’s are likely to attract the need for local authority planning permission -
especially where they are anticipated to be used on more than 28 days in any
calendar year. In addition they will require the permission of the land owner and
the awareness of the local police to operate.
1.10 All helicopters in flight create a downward flow of air from the rotor system
known as rotor downwash. The severity of downwash experienced is related to
the mass of the helicopter, the diameter, and design of the rotor disc and the
proximity of the helicopter to the surface. The characteristics of downwash from
some helicopters are known to exhibit a hard jet, as opposed to a soft cushion,
which although more localised in its impact, a hard jet tends to be more intense
and disruptive on the surface. The intensity of the downwash may be affected by
the dissipating action of any wind present or by the screening effect of local
features such as buildings, trees, hedges etc. The downwash in an area beneath
large and very large helicopters, and beneath even a small helicopter operating
at high power settings (such as are used during the upwards and rearwards
portion of take-off manoeuvre by some air ambulance types) can be intense,
displacing loose hoardings and blowing grit and debris at persons, property or
vehicles in the vicinity of the heliport. Loose objects can pose a risk to the
helicopter itself if sucked up by re-circulating air flows into the rotor blades or
engines. For small light air ambulance helicopters, performing clear area take-off
manoeuvres, the effects are greatly reduced but still need to be considered
particularly as, depending on the meteorological conditions on any given day,
these same helicopters may be required to use a helipad profile. Therefore it is
prudent for designers always to plan for the worst case downwash profile for the
design helicopter.
1.11 For a surface level heliport operating exclusively light air ambulance helicopters
it is recommended that a minimum 30m downwash zone be established around
February 2016 Page 17
CAP 1264 Chapter 1: Introduction
the heliport which is kept clear of people, property or parked vehicles (typically 2
to 3 rotor diameters of the helicopter). The downwash zone, to account for the
approach to land and take-off manoeuvres, may need to be extended in the
portion below the helicopter flight path to account for operating techniques which
promote local disturbances, such as when a helicopter pilot applies full power
during the rearward portion of the take-off. If heavy or extra heavy helicopters
are to be utilised at surface level, the downwash zone established around the
heliport should be considerably larger; typically between 50m and 65m for the
largest helicopters.
1.12 Although currently most air ambulances operate during day light hours only,
there are initiatives within the industry to provide a 24 hour / ‘round the clock’
service. It is therefore recommended that all new heliports should be equipped
with appropriate aeronautical lighting (the latest systems are described in detail
in Chapter 4). For night operations, involving the public transport of helicopters,
the Air Navigation Order (ANO) places a duty on the heliport site keeper to
provide suitable and effective aeronautical lighting systems for take-off and for
approach to land which enables the helicopter operator to identify the landing
area from the air at the required ranges (see Appendix D). Discharging this
responsibility includes providing at least one trained person for night operations
to ensure that the lights are functioning correctly and that no persons or
obstacles have strayed into the operating area, and where authorised to do so,
to communicate with the pilot by radio before the helicopter arrives until after the
helicopter has departed.
Note: Radio facilities are required to be approved to at least an Air / Ground
Communications Service (AGCS) and operators licensed as appropriate – see
CAP 452, Aeronautical Radio Station Operator’s Guide.
1.13 To address environmental issues including noise nuisance, Circular 02/99
Environmental Impact Assessment (EIA) was the guidance in force until March
2014, and this stated that in terms of the construction of airfields:
1.14 “The main impacts to be considered in judging significance are noise, traffic
generation and emissions. New permanent airfields will normally require EIA, as
will major works (such as new runways or terminals with a site area of more than
10 hectares) at existing airports.
1.15 Smaller scale development at existing airports is unlikely to require EIA unless it
would lead to significant increases in air or road traffic.”
1.16 For a hospital landing site the occasions when helicopters could cause
disturbance are likely to be irregular, few in number and short in duration. As a
result a formal noise analysis for hospital heliports is unlikely to draw fully
objective conclusions and may be of only limited assistance to planning
February 2016 Page 18
CAP 1264 Chapter 1: Introduction
committees; however, checking with the Local Authority will help ascertain
whether they require an Environmental Impact Assessment to be carried out.
1.17 The environmental impact, balanced against the positive benefit for patients and
for the community at large, should be explained to the local population at an
early stage of the project and especially during the mandatory consultation
phase. The public can appreciate the value of a hospital heliport in life saving
situations, especially when fully informed of the purpose and importance, the
likely infrequent and short duration of any environmental impact and any
mitigation activities proposed which could include:
Locating the heliport on the highest point of the estate, for example, on top
of the tallest building;
Designing the flight paths to avoid unnecessary low transits over sensitive
areas;
Employing noise abatement flight paths and using approach and departure
techniques which minimise noise nuisance;
Dissipating noise using baffles formed by intervening buildings and trees;
Insulating buildings and fitting double glazing in vulnerable zones;
Limiting night operations by transporting only critically ill patients during
unsociable hours (2300 to 0700 hours).
1.18 Permitting the use of the heliport by non-emergency helicopters belonging to
third parties, whilst it may generate extra revenue, is likely to attract a more
antagonistic public reaction to the environmental impact of helicopter
movements. In addition permitting these helicopter movements may exceed the
hospital’s planning permission, incur additional administrative and operational
personnel responsibilities and create issues of access and security; especially
where passengers have to alight from the heliport through hospital buildings. In
addition the situation could arise where non-emergency helicopters are found to
block the heliport from receiving emergency helicopters acting in life saving
roles.
1.19 This CAP describes the requirements for the provision of a single primary
heliport accommodating one helicopter at a time on the premise that this
operating arrangement should be sufficient for most hospitals. However, major
trauma hospitals and others that might expect to receive mass casualties
involving two or more helicopters arriving simultaneously may need to consider a
second location for helicopters to land at. Preferably, a secondary helicopter
landing site should be located close to the ED, but with real estate often at a
premium, it is more likely a secondary HLS will have to be located for the
transfer of non-critical patients, some distance from the ED perhaps beyond the
hospital boundary (e.g. in a local park). In these cases consideration should be
given to ease of transfer by road ambulance and any options identified should
be discussed with landowners, local police and fire services. The requirement to
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CAP 1264 Chapter 1: Introduction
activate a secondary site should be included in the hospital’s emergency
response plan.
1.20 As an effective alternative to a secondary HLS it may be possible to configure
the primary HLS so that it is supported by a simple network of air or ground
taxiways capable of servicing one or more parking spots. This option is
discussed further in the context of surface level operations, in Appendix E, but
could equally be applied at rooftop level.
Heliport site selection (options)
1.21 There are principally three options for siting of an HLS: at surface (ground) level
(a variation of this type is a mounded heliport specifically landscaped and
constructed for the purpose); at elevated (rooftop) level at a height of more than
3m above the surrounding surface; or a purpose built raised structure that is less
than 3m above the level of the surrounding surface. Elevated heliport design is
addressed in detail in chapters 3 to 6. Supplementary requirements for heliports
provided on a raised structure (less than 3m above the surrounding surface) are
addressed in Chapter 7 while supplementary requirements for surface (ground)
level heliports, including mounded heliports, are addressed in Chapter 8.
Heliports at surface (ground) level, whether or not moulded
1.22 Heliports built at surface (ground) level are the least expensive to construct and
to operate. However, suitable ground level areas are at a premium at most
hospitals and are usually being used for buildings, for car parks or for amenity
areas (car parking in particular is regarded a good revenue generator at
hospitals and the economic case for sacrificing car parking areas to facilitate the
considerable space requirements for a ground level heliport need to be carefully
weighed). It should also be borne in mind that HLSs at surface level are the
most difficult to secure from the public (whether from inadvertent or deliberate
entry) and are most susceptible to noise nuisance and downwash effects.
Moreover unless they can be located in close proximity to the ED, they may not
satisfy the clinical needs of a critically ill patient.
1.23 It should be appreciated that ground level sites capable of accommodating
helicopters using a clear area operating technique will require more space than
for helicopter that operate other approved profiles; whether helicopters operate a
helipad profile / vertical ‘procedure’ or a ‘short field procedure’. Whatever
procedure is utilised, heliports are required to accommodate at least two take-
off climb and approach surfaces creating ‘airways’ (generally aligned to take
advantage of the prevailing wind conditions) that are free of obstructions which
could compromise obstacle limitation surfaces. This is particularly challenging for
a ground level facility, likely situated in a densely built up area and so requiring
the removal of screening such as trees and shrubs. Providing a mounded
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CAP 1264 Chapter 1: Introduction
heliport may assist to raise-up the level of an HLS to clear ground level
obstructions, however, it may be difficult, and is frequently impossible, to find the
necessary operating area within an acceptable distance of ED; in which case the
option for a raised or elevated heliport should then be considered.
Elevated heliports (more than 3m above ground level) at rooftop level
1.24 From both the aviation, environmental and long-term planning perspectives the
best position for an HLS is on the roof of the tallest building at the site. Rooftops
are generally unused spaces and even if there is air conditioning plant situated
on the roof, a purpose-built heliport can usually be constructed above it. Rooftop
locations raise the helicopters’ approach and departure paths by several storeys
and reduce the environmental impact of helicopter operations; in particular noise
nuisance and the effects of downwash at surface level. Rooftop heliports are
likely to provide a greater choice of approach path headings (to realise maximum
operability this will ideally be 360 degrees allowing the helicopter to take full
advantage of a headwind component at all times. However, this ‘ideal’ situation
needs to be weighed against the need to provide lift transfer, at or just below
heliport level). In addition elevated rooftop heliports are less likely to influence,
or be influenced by, future building plans.
1.25 However, heliports at rooftop level are generally more expensive to build as they
require integral fire fighting facilities and have needed dedicated trained crews to
operate the fire-fighting equipment (this dictated that the future ongoing
operational costs were high). A heliport on the roof of a building housing the ED,
with a flat ramp to provide trolley access straight to a dedicated lift to one side,
usually offers the shortest transit and minimises exposure of a patient to the
elements. The cost of a rooftop heliport can be controlled by including an HLS
provision in the initial design of the building.
Heliports on dedicated raised structures that are less than 3m above the
surrounding surface
1.26 An HLS built on a structure that is raised by less than 3m above the surrounding
area, when subjected to a thorough risk analysis, may not be required to provide
an integral FFS with the potential associated ongoing operational costs of
training of crews, replenishment of media etc. Therefore a heliport built on a one-
storey structure above a car park or other area in close proximity to the ED may
afford some economic advantages over an elevated (rooftop) heliport.
1.27 In addition a heliport on a raised structure gives some operational advantages
over a surface level heliport as it need not occupy valuable real estate at surface
level within the grounds of the hospital. Compared to ground-level sites, raised
heliports are more likely to achieve unobstructed approach and take-off flight
paths and are to a small degree less likely to impact on future building plans.
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CAP 1264 Chapter 1: Introduction
1.28 By raising an HLS by one storey this may have some limited beneficial impact on
harmful environmental issues (such as noise nuisance, rotor downwash effect
etc) created by the helicopter operation; benefits are confined to the case of
smaller air ambulance helicopters. However, it is unlikely that raising the HLS by
just a single storey will provide any benefit for larger helicopter operations. In
particular the severe downwash effects created by larger types can make
operations to heliports on raised structures challenging; due to the risks posed to
third parties who may be moving around under final approach areas and due to
the possibility of damage to nearby vehicles and/or property e.g. a raised HLS
directly above, and/or surrounded by a public car park. Where operations by
very large helicopters are to be facilitated, often the only way to reduce the
detrimental environmental impact is to locate the HLS above a tall building
(preferably the tallest on the estate).
Table 1: Comparison of ground level, mounded, raised and rooftop sites
Ground Mounded Raised Elevated
level structure (rooftop)
Aircraft and public security
Freedom from obstructions at ground
level
Freedom from obstructions in
helicopter approach corridors
Provision of into-wind approaches
Minimising downwash effects / noise
nuisance to the public and effects on
property
Reducing the impact of trees and
shrubs
Preservation of trees and shrubs
Impact on future building plans
Minimising building costs (CAPEX)
Minimising running costs (OPEX)
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CAP 1264 Chapter 1: Introduction
Ground Mounded Raised Elevated
level structure (rooftop)
Mandatory requirement for integrated
fire-fighting equipment
Mandatory requirement for trained
manpower available for each landing
Key: Colour coding indicates the relative ease or difficulty of meeting certain criterion for
each main type of heliport.
Green = easiest, amber = moderate, red = most difficult
Disclaimer: For some aspects the colour coding used is quite subjective and so the Table
should be viewed as providing only general comparative guidance between the various
heliport options (for example: adopting an aluminium construction means an easy to build,
lighter construction and lower-in-maintenance solution than a comparable steel
construction).
Refuelling
1.29 It is unusual for a hospital heliport to have a requirement for the installation of a
dedicated on-site bulk storage fuelling service and it is not the intention of this
CAP to specifically address this option. However, most hospitals will be located
within easy reach of a licensed aerodrome where fuelling services will be
available, and in many cases offering a refuelling service on a 24/7 basis.
However, if for reasons of convenience and economy there is a requirement for
an operator to dispense fuel when operating at a hospital landing site then the
easiest, and least administratively demanding option for the hospital, will be an
arrangement to facilitate a helicopter operator to dispense aviation fuel from
barrels via an integrated pump.
1.30 If an operator is to dispense aviation fuel from barrels, it will be necessary to
provide a small, secure covered accommodation to typically house up to 4
(200L) drums and a pump. This small secure covered accommodation, provided
with an aircraft obstruction light, will need to be located in the vicinity of the
helipad and serviced by a hard / firm pathway used to move barrels from store to
aircraft. Alternatively, a helicopter operator may elect to bring in their own
refuelling bowser or trailer mounted tank which will yield greater mobility and
flexibility than do static tanks or drums. A bowser or trailer can be sited nearby
and driven or towed close to the helipad whenever required.
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CAP 1264 Chapter 1: Introduction
1.31 By whatever method fuel is provided and dispensed by a helicopter operator,
issues of fuel quality control and security and dispensing accountancy all remain
the responsibility of the helicopter operator (and not the Board / Trust). If a
dedicated bulk storage installation is to be provided on site, then responsibility
for the day-to-day operation and fuel quality control passes across to the Board /
Trust. Before implementing this option the Board / Trust should be fully
appreciative of the scrupulous VAT requirements that will be imposed by HM
Revenue Services on a dedicated refuelling service at a hospital, both in initially
clearing the facility, and then in the regular and random inspection of the facility
and auditing of associated records.
1.32 Further detailed advice on helicopter fuelling can be found in CAP 748, Aircraft
Fuelling and Fuel Installation Management, and CAP 437, Standards for
Offshore Helicopter Landing Areas – chapters 7 and 8.
Heliport winterisation
1.33 Heliports at which there is an expectation for helicopters to operate regularly in
sub zero conditions, may wish to incorporate an electrical heat tracing system to
prevent the build-up of snow and ice throughout the entire landing area.
Aluminium, widely used in the construction of purpose-built heliports, is known to
be a good conductor of heat (having about three times the thermal conductivity
of steel), and electrical heating cables can be integrated in the aluminium
planking profiles (materials used for cabling should not have a detrimental effect
on heliport surface friction and ideally should not protrude above surface level).
In consideration of the poor thermal performance of concrete (low conductivity,
high inertia), heat tracing electrical cables are not recommended for use with a
concrete surface. An efficient electrical heat tracing system incorporated into the
heliport design should remove or minimise the labour-intensive need to clear
snow and ice manually (see Chapter 6, section 6.4d)
Security
1.34 It is important that the security of the helicopter and the heliport be fully
considered to keep malicious persons and straying members of the public from
encroaching onto the operating area and/or from tampering with the helicopter.
A heliport operation is regarded as “airside” and therefore should be kept secure
and free of FOD. Access to the heliport should be restricted to those personnel
who have an operational requirement to be there e.g. heliport manager, security
staff, porters and clinical teams dispatched to receive a patient etc.
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CAP 1264 Chapter 1: Introduction
Magnetic field deviation
1.35 Helicopter heading indicators and stabilisation systems cue wholly, or in part,
from the earth’s magnetic field. Aluminium heliport constructions will not normally
produce or interact with a magnetic field however the heliport substructure,
where steel is selected, and/or where ancillary services such as electrical
cabling and water pipes are incorporated, can generate a significant magnetic
field. This field may differ in direction to the natural magnetic field, which in turn
will be detected by the helicopter. It is therefore encouraged that magnetic north
is initially established to be true for the site, and re-validated before and after key
stages of the construction (i.e. “North” is still observed, by compass to be
correct). Where possible any deviations should be corrected during construction.
Any final magnetic field deviation should be notified to helicopter operators.”
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CAP 1264 Chapter 2: Helicopter performance considerations
Chapter 2
Helicopter performance considerations
General considerations
2.1 The guidance given in this chapter is relevant for UK civil registered helicopter’s
operating to onshore heliports at hospitals and in particular those operating in
accordance with EASA Requirements for Air Operators, Operational
Requirements Part-OPS, Annex IV Part-CAT or Annex VI Part-SPA. The basic
premise in design is that helicopters should be afforded sufficient space to
enable them to operate safely at all times to heliports located in an environment
that is usually classed as both “congested” and “hostile” (see glossary of terms
for a congested and hostile environment).
2.2 For helicopters operating in a congested hostile environment EASA
Requirements for Air Operators, Part-OPS, Annex IV Part-CAT (Sub Part C
Performance and Operating Limitations (POL)) and Annex VI Part-SPA (Sub
Part J Helicopter Emergency Medical Service operations (HEMS)) require that
these be conducted by helicopters operated in performance class 1 (PC1) (see
glossary of terms for performance class 1, 2 and 3 operations). This entails that
the design of the heliport should provide a minimum heliport size that
incorporates a suitable area for helicopters to land safely back onto the surface
in the event of a critical power unit failure occurring early in the take-off
manoeuvre. This is assigned the Rejected Take-Off Distance Available for
helicopters (RTODA (H)).
2.3 The helicopter’s performance requirements and handling techniques are
generally contained in Rotorcraft Flight Manual Supplements (RFMS) which
includes, where appropriate, performance data and operating techniques
applicable for type at an elevated heliport. In considering the minimum elevated
heliport size for PC1 operations, the RFMS should publish dimensions that have
been established by manufacturer during flight testing taking into account the
visual cueing aspects for the helicopter with All Engines Operating (AEO) and
incorporating the Rejected Take-Off Distance (RTOD) for the helicopter in the
event of a critical power unit failure occurring before take-off decision point
(TDP); in which circumstances the helicopter is required to make a One Engine
Inoperative (OEI) landing back to the surface (see glossary of terms). In addition
to accommodating an adequate RTOD, the minimum dimensions prescribed in
the RFMS establish a minimum elevated heliport size that incorporates suitable
visual cues to enable a pilot to perform a normal All-Engines Operating (AEO)
landing and a safe OEI landing. These issues are discussed further in Chapter 3
where it is generally concluded that heliport designers need to adopt a cautious
February 2016 Page 26
CAP 1264 Chapter 2: Helicopter performance considerations
approach to determining minimum elevated heliport dimensions by sole
reference to those published in the RFMS. In taking account of all
considerations, including an assurance of safe surface movement around the
helicopter, this should drive designers towards a minimum elevated heliport size
that may be larger than the type-specific dimensions published in the RFMS.
2.4 When designing for a suitably sized heliport, hospitals will usually need to
consider a range of helicopter types (Air Ambulance, Police and other
emergency services, HEMS, SAR etc) and identify the most critical type, which
will become the design helicopter; every type is required to publish approved
profiles for an elevated heliport, and be capable of operating to performance
class 1 rules. Therefore at the design concept stage it will usually be necessary
to consider performance data for a range of suitable helicopters (including,
where possible, future helicopter types that may be under development for
similar roles and tasks). Even for the case where a single helicopter type
operation is initially envisaged, it is always prudent to consider the future usage
aspects of the heliport with the probable introduction of other helicopter types
later on.
2.5 The dimensional aspects of the landing area are addressed in more detail in
Chapter 3. An illustration of a typical profile for helicopters operated in
performance class 1, which may also include a requirement for obstacle
accountability to be considered in the helicopter’s back-up area, are illustrated in
Appendix C.
Factors affecting performance capability
2.6 On any given day helicopter performance is a function of many factors including
the actual all-up mass; ambient temperature; pressure altitude; effective wind
speed component; and operating technique. Other environmental factors,
concerning the physical airflow characteristics at the landing area and any
associated or adjacent structures which may combine to influence the
performance of helicopters. These factors are taken into account in the
determination of specific and general limitations which may be imposed in order
to assure adequate performance margins are maintained and to ensure any
potential exposure period is addressed. These limitations may entail a reduction
in the helicopter’s mass (and therefore payload) and in the worse case, an
outright suspension of flying operations in certain conditions. It should be noted
that, following the rare event of a power unit failure (after TDP), it may be
necessary for a helicopter to descend below the level of an elevated heliport to
gain sufficient speed to safely fly away.
February 2016 Page 27
CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Chapter 3
Helicopter landing area – physical characteristics
General
3.1 This chapter provides guidance on the physical characteristics, including the
obstacle limitation surfaces and sectors necessary for the establishment of a
safe and efficient elevated heliport operation. It should be noted that while the
overall load bearing capability of the landing area is determined as a function of
the maximum take-off mass (MTOM) of the heaviest helicopter intending to
operate to the heliport, factors to determine the appropriate heliport dimensions
are less straightforward. It is evident that the minimum elevated heliport size
provided in relevant performance sections of type-specific Rotorcraft Flight
Manual Supplements (RFMS) does not usually correlate to the D-value (overall
length) of the largest helicopter intending to use the heliport. Moreover flight
testing to establish the minimum RFMS dimension may not have considered, for
example, whether an adequate margin is assured around the helicopter to
facilitate safe and expeditious personnel movements; by considering the
particular demands of an air ambulance operation to facilitate safe and efficient
patient trolley transfer access to and from the helicopter with medical staff in
attendance.
3.2 Furthermore it should be borne in mind that in some cases the dimensions
published for “Category A” Procedures in RFMS only prescribe an area
guaranteed to safely contain the undercarriage of the helicopter based on the
variation in touchdown location (scatter) during a One Engine Inoperative (OEI)
landing; in addition to providing adequate visual references for a normal All-
Engines Operating (AEO) landing. So the RFMS may not, in all cases, consider
whether the Final Approach and Take-Off Area (FATO) incorporating the
Rejected Take-Off Distance (RTOD) is sufficient to ensure the complete
containment of the entire helicopter (in a FATO able to encapsulate the rotors in
addition the undercarriage) when allowing for scatter in the actual touchdown
position of the helicopter - for the case where it is required to reject back onto
the surface following an engine failure before TDP.
3.3 Taking account of these factors, it is recommended the dimensions for the
minimum elevated heliport size provided by the RFMS should be treated with
caution; and in some cases may be insufficient. Therefore it may be prudent to
base the design of an elevated heliport (the FATO size) on up to 1.5 times the
D-value of the design helicopter e.g. a quadrilateral landing area is provided
where each side is 1.5 x the largest overall dimension (D) of the design
helicopter.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
3.4 Where the criteria in this chapter cannot be met in full, the appropriate authority
responsible for the approval of the heliport, in conjunction with the helicopter
operator(s), may need to consider the imposition of operational restrictions or
limitations to compensate for any deviations from criteria. Appendix A addresses
a procedure for authorising elevated heliports. A system for the management of
compensating restrictions and/or limitations with the production of a ‘Heliport
Plate’ to capture the information may be considered - for further guidance see
CAP 437, Appendix A.
3.5 The criteria in the following table provide information on helicopter size (D-value)
and mass (t-value).The overall length of the helicopter on its own does not
usually determine the size for a minimum suitable landing area, noting also that
the dimensions given below are for information purposes i.e. it is ultimately the
heliport designers responsibility to ensure they have the latest information by
type and variant).
Table 1: D-value, ‘t’ Value and other helicopter type criteria
Type D-value Rotor Max weight ‘t’ value
(m) diameter (m) (kg)
MD902 12.37 10.34 3250 3.3t
Bolkow Bo 105D 12.00 9.90 2400 2.4t
EC 135 T2+ 12.20 10.20 2910 2.9t
H135 (EC 135 T3 12.20 10.20 2980 3.0t
Eurocopter AS355 12.94 10.69 2600 2.6t
Bell 427 13.00 11.28 2971 3.0t
Agusta A109 13.05 11.00 2600 2.6t
Agusta A119 13.02 10.83 2720 2.7t
EC145 13.03 11.00 3585 3.6t
Bell 429 13.11 10.98 3175 3.2t
BK117D2/EC145T2/H145 13.63 11.00 3650 3.7t
Dauphin AS365 N2 13.68 11.93 4250 4.3t
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Type D-value Rotor Max weight ‘t’ value
(m) diameter (m) (kg)
Dauphin AS365 N3 13.73 11.94 4300 4.3t
EC 155B1 14.30 12.60 4850 4.9t
Agusta/Westland AW 169 14.60 12.12 4800 4.8t
Sikorsky S76 16.00 13.40 5307 5.3t
Agusta/Westland AW 139 16.63 13.80 6800 6.8t
Agusta/Westland AW 189 17.60 14.60 8000 8.0t
Super Puma AS332L 18.70 15.60 8599 8.6t
Super Puma AS332L2 19.50 16.20 9300 9.3t
EC 225 19.50 16.20 11000 11.0t
Sikorsky S92A 20.88 17.17 12020 12.0t
AH101 22.8 18.60 15600 15.6t
Note: By including helicopter types in this table it should not be automatically assumed the
type (or type variant) has the requisite profiles in its RFM to operate to an elevated
heliport. At the time of publication it is noted that the S92, for example, does not have a
profile that would allow it to operate PC1 to an elevated heliport.
Heliport design considerations – environmental effects
3.6 The assumption in the following sections is that ideally the elevated heliport
design will consist of a separate purpose built structure, usually fabricated from
aluminium or steel, rather than a non-purpose built area designed to be an
integral part of the building; for example a concrete landing area which forms the
top of a roof. Whilst a non-purpose built design is not prohibited, it is clear that
this specification for design is incapable of adopting much of the good design
practice that follows, such as the recommendation for an air gap or for an
overhang of the heliport beyond the edge of the building. Designers should
therefore consider the advantages of a purpose built landing area, especially
from the perspectives presented in the following sections. Designers of non-
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
purpose built landing areas are encouraged to read the following sections and
apply best practice principles where practical and cost-effective to do so.
3.7 The location of an elevated heliport, invariably in a congested hostile
environment (see glossary of terms) in a city or town within a hospital complex,
even where situated at an elevation that is above all other surrounding buildings,
may suffer to some degree from its proximity to tall and bulky structures that may
be sited around the heliport. The objective for designers in examining locations
presented in initial feasibility studies is to create heliport designs that are ‘safe
and friendly’ for helicopter operations and to minimise the environmental effects
(mainly aerodynamic, but possibly thermal e.g. chimney structures in proximity to
the heliport) which could impact on helicopter operations. Where statutory
design parameters cannot be fully achieved it may be necessary for
compensating restrictions or limitations to be imposed on helicopter operations
which could, in severe cases, for example, lead to a loss of payload where the
wind is blowing through a ‘turbulent sector’.
3.8 Purpose-built helicopter landing areas basically consist of flat plates and so are
relatively streamlined structures. In isolation they would present little disturbance
to the wind flow, and helicopters would be able to operate safely to them in a
more or less undisturbed airflow environment. Difficulties can arise however,
because the wind has to deviate around the bulk of a building causing areas of
flow distortion and turbulent wakes. The effects fall into three main categories:
The flow around large items of superstructure that can be present on top of
a building such as air conditioning cooling units or lift shafts, have potential
to generate turbulence that can affect helicopter operations. Like the
building itself, these are bluff bodies which encourage turbulent wake flows
to form behind the bodies.
Hot gas flows emanating from exhaust outlets such as chimney stacks.
3.9 For an elevated heliport on a building it should ideally be located at or above the
highest point of the main structure. This will minimise the occurrence of
turbulence downwind of adjacent structures that may also be present on the
building. However, whilst it is a desirable feature for the heliport to be elevated
as high as possible it should be appreciated that for a landing area much in
excess of 60 m above ground level the regularity of helicopter operations may
be adversely affected in low cloud base conditions. Consequently a trade-off
may need to be struck between the height of the heliport above surrounding
structures and its absolute height above ground level. It is recommended, where
possible that the heliport be located over the corner of a building with as large an
overhang as is practicable. In combination with an appropriate elevation and a
vital air gap, the overhang will encourage the disturbed airflow to pass under the
heliport leaving a relatively clean ‘horizontal’ airflow above the landing area. It is
further recommended that the overhang should be such that the centre of the
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
heliport is vertically above or outboard of the profile of the building’s
superstructure. When determining a preference for which edge of the facility the
heliport should overhang, the selection of landing area location should minimise
the environmental impact due to turbulence, thermal effects etc. This means that
generally the landing area should be located so winds from the prevailing
directions carry turbulent wakes and any exhaust plumes away from the
helicopter approach path. To assess if this is likely to be the case it will usually
be necessary for designers to overlay the wind direction sectors over the centre
of the helideck to establish prevailing wind directions and wind speeds and to
assess the likely impact on helicopter operations for a heliport sited at a
particular location.
3.10 The height of the heliport above surface level and the presence of an air gap
between the landing area and the supporting building are the most important
factors in determining wind flow characteristics in the landing area environment.
In combination with an appropriate overhang, an air gap separating the heliport
from superstructure beneath will promote beneficial wind flow over the landing
area. If no air gap is provided then wind conditions immediately above the
landing area are likely to be severe particularly if mounted on top of a large
multi- storey building – it is the distortion of the wind flow that is the cause.
However, by designing in an air gap typically of between 3m and 6m, this will
have the effect of ‘smoothing out’ distortions in the airflow immediately above the
landing area. Heliports mounted on very tall accommodation blocks will require
the largest clearances, while those on smaller blocks, and with a very large
overhang, will tend to require smaller clearances. For shallow superstructures of
three storeys or less, a typical 3m air-gap may not be achievable and a smaller
air gap may be sufficient in these cases.
3.11 It is important that the air gap is preserved throughout the operational life of the
facility, and care should be taken to ensure that the area between the heliport
and the superstructure of the building does not become a storage area for bulky
items that might hinder the free-flow of air through the gap.
Effects of structure-induced turbulence and temperature rise
due to hot exhausts
3.12 It is possible that heliports installed on the roofs of buildings located in
congested hostile environments will suffer to some degree from their proximity to
tall and bulky structures such as adjacent buildings; it is sometimes impractical
to site the heliport above every other tall structure. So any tall structure above or
in the vicinity of the heliport may generate areas of turbulence or sheared flow
downwind of the obstruction and thus potentially pose a hazard to the helicopter.
The severity of the disturbance will be greater the bluffer the shape and the
February 2016 Page 32
CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
broader the obstruction to the flow. The effect reduces with increasing distance
downwind from the turbulent source. Ideally a heliport should be located at least
10 structure widths away from any upwind structure which has a potential to
generate turbulence. Separations of significantly less than 10 structure widths,
may lead to the imposition of operating restrictions in certain wind conditions.
3.13 Exhausts, whether or not operating, may present a further source of structure-
induced turbulence by forming a physical blockage to the flow and creating a
turbulent wake (as well as the potential hazard due to the hot exhaust). As a rule
of thumb, to mitigate physical turbulence effects at the heliport it is
recommended that a minimum of 10 structure widths be established between the
obstruction and the heliport.
3.14 Increases in ambient temperature are a potential hazard to helicopters as this
will mean less rotor lift and less engine power margin. Rapid temperature
changes are a significant hazard as the rate of change of temperature in the
plume can cause engine compressor surge or stall to occur (often associated
with an audible ‘pop’) which can result in loss of engine power, damage to
engines and/or helicopter components and, ultimately, engine flame out. It is
therefore extremely important that helicopters avoid these conditions, or that
occurrence of higher than ambient conditions is for-seen, with steps taken to
reduce payload to maintain an appropriate performance margin. The heliport
should be located so that winds from the prevailing wind directions carry the
plume away from the helicopter approach / departure paths.
Note: Except for a case where multiple stacks are sited in close proximity to the
landing area, it is unlikely that emissions from a typical source e.g. a chimney
stack at a hospital would have any significant effect on ambient conditions at the
heliport. However, guidance is offered in CAA Paper 2008/03 Helideck Design
Considerations – Environmental Effects (Section 3.6: Temperature Rise due to
Hot Exhausts) for an issue that is more common in the offshore environment.
Design teams are encouraged to refer to the relevant section in CAA Paper
2008/03 for more specific guidance.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Heliport design – environmental criteria
Note: The principal tools used to predict the flow field around a heliport are wind
tunnel testing and CFD methods which are highlighted in the following sections.
For a more in-depth treatment of these issues, when undertaking detailed flow
modelling, design teams are encouraged to refer to relevant sections in CAA
Paper 2008/03 Helideck Design Considerations – Environmental Effects
(Section 5: Methods of Design Assessment) available on the publications
section of the CAA website at www.caa.co.uk/publications. Further guidance on
airflow testing at onshore elevated heliports is provided in Appendix H.
3.15 The design criteria given in the following sections represent the current best
information available and may be applied to new facilities, and to significant
modifications to existing facilities and/or where operational experience has
highlighted potential issues. When considering the volume of airspace to which
the following criteria apply, designers should consider the airspace up to a
height above heliport level which takes into consideration the requirement to
accommodate helicopter landing and take-off decision points or committal
points. This is considered to be a height above the heliport corresponding to 30
feet (9.14m) plus wheels-to-rotor height plus one rotor diameter.
3.16 As a general rule in respect to turbulence, a limit on the standard deviation of the
vertical airflow velocity of 1.75 m/s should not be exceeded. Where these criteria
are significantly exceeded (i.e. where the limit exceeds 2.4 m/s), there is the
possibility that operational restrictions will be necessary. Facilities where there is
a likelihood of exceeding the criteria should be subjected to appropriate testing
e.g. a scale model in a wind tunnel or by CFD analysis, to establish the wind
environment in which helicopters will be expected to operate.
3.17 Unless there are no significant heat sources in the vicinity of the heliport,
designers should consider commissioning a survey of ambient temperature rise
based on a Gaussian Dispersion model and supported by wind tunnel testing or
CFD analysis. Where the results of such modelling and/or testing indicate there
may be a rise in air temperature of more than 2 degrees Celsius averaged over
a 3-second time interval, there is the possibility that operational limitations and/or
restrictions may need to be considered.
Heliport structural design
3.18 The helicopter landing area and any parking areas provided should be of
sufficient size and strength and laid out so as to accommodate the heaviest and
largest helicopter requiring to use the facility (referred to as the design
helicopter). The structure should incorporate a load bearing area designed to
resist dynamic loads without disproportionate consequences from the impact of
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
an emergency landing anywhere within the area bounded by the TLOF
perimeter markings (see Chapter 4).
3.19 The helicopter landing area and its supporting structure should be fabricated
from steel, aluminium alloy or other suitable materials designed and fabricated to
suitable standards. Where differing materials are to be used in near contact, the
detailing of the connections should be such as to avoid the incidence of galvanic
corrosion.
3.20 Both the ultimate limit states (ULS) and the serviceability limit states (SLS)
should be assessed. The structure should be designed for the SLS and ULS
conditions appropriate to the structural component being considered as follows:
For deck plate and stiffeners –
ULS under all conditions;
SLS for permanent deflection following an emergency landing.
For helicopter landing area supporting structure –
ULS under all conditions;
SLS.
3.21 The supporting structure, deck plates and stringers should be designed to resist
the effects of local wheel or skid actions acting in combination with other
permanent, variable and environmental actions. Helicopters should be assumed
to be located within the TLOF perimeter markings in such positions that
maximise the internal forces in the component being considered. Deck plates
and stiffeners should be designed to limit the permanent deflection (deformation)
under helicopter emergency landing actions to no more than 2.5% of the clear
width of the plates between supports. Webs of stiffeners should be assessed
locally under wheels or skids and at the supports, so as not to fail under landing
gear actions due to emergency landings. Tubular structural components forming
part of the supporting structure should be checked for vortex-induced vibrations
due to wind.
Note: For the purposes of the following sections it may be assumed that single
main rotor helicopters will land on the wheel or wheels of two landing gear or on
both skids, where skid fitted helicopters are in use. The resulting loads should be
distributed between two main undercarriages. Where advantageous a tyre
contact area may be assumed within the manufacturer’s specification.
Case A – helicopter landing situation
A heliport should be designed to withstand all the forces likely to act when a helicopter
lands. The load and load combinations to be considered should include:
a) Dynamic load due to impact landing
This should cover both a heavy normal landing and an emergency landing. For the
former an impact load of 1.5 x MTOM of the design helicopter should be used while
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
for an emergency landing an impact load of 2.5 x MTOM should be applied in any
position on the landing area together with the combined effects of b) to g) inclusive.
Normally the emergency landing case will govern the design of the structure.
b) Sympathetic response of the landing platform
After considering the design of the heliport structures supporting beams and
columns and the heliport structure and the characteristics of the design helicopter,
the dynamic load (see a) above) should be increased by a suitable structural
response factor (SRF) to take account of the sympathetic response of the helicopter
landing area structure. The factor to be applied for the design of the helicopter
landing area framing depends on the natural frequency of the deck structure.
Unless specific values are available based upon particular undercarriage behaviour
and deck frequency, a minimum SRF of 1.3 should be assumed.
c) Overall superimposed load on the loading platform
To allow for any appendages that may be present on the deck surface, such as
heliport lighting, in addition to the wheel loads, an allowance of 0.5kN/m2 should be
applied over the whole area of the heliport.
d) Lateral load on landing platform supports
The helicopter landing platform and its supports should be designed to resist
concentrated horizontal imposed actions equivalent to 0.5 x maximum take-off
mass (MTOM) of the design helicopter, distributed between the undercarriages in
proportion to the vertical loading and applied in the horizontal direction that will
produce the most severe loading for the structural component being considered.
e) Dead load of structural members
This is the normal gravity load on the element being considered.
f) Environmental actions on the heliport
Wind actions on the heliport structure should be applied in the direction, which
together with the horizontal impact actions produce the most severe load case for
the component considered. The wind speed to be considered should be that
restricting normal (non emergency) helicopter operations at the landing area. Any
vertical up and down action on the heliport structure due to the passage of wind
over and under the heliport should be considered.
g) Punching shear
Where helicopters with wheeled undercarriages are operated, a check should be
made for the punching shear from a wheel of the landing gear with a contact area of
65 x 103 mm2 acting in any probable location. Particular attention to detailing should
be taken at the junction of the supports and the helicopter landing area.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Case B – helicopter at rest situation
In addition to 3.1.5 above, a heliport should be designed to withstand all the applied forces
that could result from a helicopter at rest; the following loads should be taken into account:
a) Imposed load from helicopter at rest
All parts of the heliport should be assumed to be accessible to helicopters, including
any parking areas and should be designed to resist an imposed (static) load equal
to the MTOM of the design helicopter. This load should be distributed between all
the landing gear, and applied in any position so as to produce the most severe
loading on each element considered.
b) Overall superimposed load
To allow for personnel, freight, refuelling equipment and other traffic, snow and ice,
and rotor downwash effects etc, a general area imposed action of 2.0kN/m2 should
be added to the whole area of the heliport.
c) Horizontal actions from a tied down helicopter including wind actions
Each tie-down should be designed to resist the calculated proportion of the total
wind action on the design helicopter imposed by a storm wind with a minimum one-
year return period.
d) Dead load
This is the normal gravity load on the element being considered and should be
regarded to act simultaneously in combination with a) and b). Consideration should
also be given to the additional wind loading from any parked or secured helicopter
(see also e) (1) below).
e) Environmental actions
Wind loading – the 100-year return period wind actions on the helicopter landing
area structure should be applied in the direction which, together with the imposed
lateral loading, produces the most severe load condition on each structural element
being considered.
Size obstacle protected surfaces / environment
3.22 According to EASA Requirements for Air Operators, Part-OPS, Annex IV Part-
CAT (Sub Part C Performance and Operating Limitations (POL)) and Annex VI
Part-SPA (Sub Part J Helicopter Emergency Medical Service operations
(HEMS)), in Europe flights conducted to elevated heliports in congested areas
have to be undertaken by helicopters operated in performance class 1 (PC1)
(see Chapter 2 for further discussion).
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
3.23 PC1 operating rules require that the size of the helicopter landing area
incorporates a Rejected Take-Off Area (RTOA), into which the helicopter can
safely reject (with assurance of full containment including rotors), in the event of
an engine failure occurring during the early stages of the take-off procedure. The
size of the Final Approach and Take-Off Area (FATO) incorporating the RTOA
will vary from type to type (and sometimes even by type variant). Taking into
account also the need for safe and efficient ground operations (e.g. allowing
effective patient trolley transfers from the helicopter to a dedicated lift), the
minimum landing area will rarely, if ever, be as small as for an offshore helideck
at 1 times the overall length of the helicopter – D - (note: helicopter’s operating
to offshore helidecks are not required to meet the same PC1 rules). For the
reasons already discussed in Section 1 of this chapter and in Chapter 2, the
dimensions published in the RFMS should be treated with caution when
considering the minimum acceptable dimensions for a landing area (FATO).
3.24 At the earliest design / concept stage designers should consider what type (or
types) may be required to operate at a particular heliport throughout the
proposed operating life of the facility. Exceptionally, consideration of the size of
the heliport may be based on operations by a single type, but much more likely
will need to satisfy a range of twin-engine helicopters operating a number of
different roles including, but not limited to: Police, HEMS, Air Ambulance, other
emergency services and Search and Rescue (SAR). In this event the task of the
heliport designer becomes one of identifying the most critical type in respect to
the dimensional design aspects of the heliport and to then assume this as the
‘design helicopter’, in the knowledge that other types, having an approved class
1 profile in the RFMS, should also be able to operate safely and legally to the
heliport; provided the other critical design consideration for accommodating the
maximum take-off mass (MTOM) of the heaviest helicopter intending to operate
to the heliport is also satisfied.
3.25 Chapter 3, Table 1 provides the basic characteristics for a range of small,
medium and large civil helicopters known to be capable of operating under
specified conditions in performance class 1 to elevated heliports (but see
additional ‘exceptions’ note below Table 1). It is re-emphasised that the D-value
of the helicopter does not usually define the minimum dimensions of the landing
area and it is the responsibility of the heliport designer to collate information from
all relevant sources to determine the minimum dimensions for a particular
elevated heliport. In general a heliport which is equal to, or is greater than, 1.5
times the D-value of the design helicopter will usually be sufficiently large to
accommodate all civil helicopters that are smaller than the design helicopter.
3.26 The helicopter landing area (the FATO) should be surrounded by a safety area
(SA) which need not necessarily be a solid surface. The safety area should
extend outwards from the periphery of the landing area for a distance of at least
3m or 0.25D for the largest helicopter the heliport is intended to serve, whichever
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
is greater, subject to the FATO plus safety area achieving a minimum overall
dimension of 2D for each external side based on a quadrilateral. Where
applicable, the surface should be prepared in a manner to prevent flying debris
caused by rotor downwash.
3.27 No fixed raised object should be permitted around the periphery of the landing
area except for objects which because of their safety function are required to be
located there. In consideration of the above, only the following essential objects
may exceed the height of the landing area, but should not do so by more than
25cm:
The guttering (associated with the requirements of paragraph 5.2);
The perimeter lighting required by Chapter 4;
Where provided, a Fixed Monitor System (FMS) permitted as an alternative
area which is incapable of complete retraction or lowering for helicopter
operations.
3.28 The surface of the safety area, when a solid, should not exceed an upward slope
of 4 per cent outwards from the edge of the landing area and should be
continuous with the edge of the landing area. There should be a protected side
slope rising at 45 degrees from the edge of the safety area to a distance of 10m,
whose surface should not be penetrated by obstacles, except when obstacles
are located to one side of the landing area only, in which case they may be
permitted to penetrate the surface of the side slope.
3.29 Objects whose function requires them to be located on the surface of the landing
area such as, where provided, the TD/PM Circle and heliport identification “H”
marking lighting prescribed by Chapter 4 and detailed in Appendix D, should not
exceed the surface of the landing area by more than 2.5 cm. Such objects
should only be present if they do not pose a hazard to helicopter operations.
3.30 The assumption is made that an elevated heliport will not usually be designed
with a system of helicopter ground or air taxiways feeding to one or more stands
for parked helicopters. However, provision for such arrangements is accounted
for in ICAO Annex 14 Volume II and may be considered within the overall design
of an elevated heliport. The provisions of Annex 14 Volume II, including those
relating to the physical characteristics of a surface level heliport and the marking
and lighting of taxiways and stands, are reproduced for convenience in a stand-
alone Appendix, E. Advice and guidance on the interpretation of these
provisions in practice may be sought from CAA Flight Operations (Helicopters).
3.31 An elevated heliport should ideally be provided with approach and take-off climb
surfaces that allow for an approach or take-off to always be conducted into wind
(i.e. to assure this in all wind conditions, an obstacle protected surface would
need to be provided throughout 360 degrees). A 360 degree approach and take-
off / departure sector will minimise the likelihood for operational restrictions
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
becoming necessary in particular conditions (combinations of wind speed /
direction). However, due to the congested nature of UK hospital estates, unless
the heliport is situated at the highest point on the estate, it is often not possible
to provide surfaces throughout 360 degrees (there is also a need to consider
obstacles out to a distance of several kilometres from the heliport. In the
circumstances, as a minimum, a heliport should be provided with at least two
approach and take- off climb surfaces, ideally separated by 180 degrees, but by
not less than 135 degrees, to avoid downwind conditions, minimise cross-wind
conditions and permit for a baulked landing (see illustrations of obstacle
limitation surfaces in figures 1 and 2 below). The slopes for the obstacle
limitation surfaces should not be greater than, and the other dimensions not less
than, those specified for Slope Design Category A in table 3 (below).
Figure 4-1: Obstacle limitation surfaces - take-off climb & approach surface
Figure 4-2: Take-off climb / approach surface width
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Table 4- 1: Dimensions and slopes of obstacle limitation surfaces for all visual FATOs
Slope design categories
Surface and dimensions A B C
Approach and take-off climb surface
Length of inner edge Width of safety Width of safety Width of safety
area area area
Location of inner edge Safety area Safety area Safety area
boundary boundary boundary
(clearway
boundary if
provided)
Divergence (1st and 2nd section)
Day use only 10% 10% 10%
Night use 15% 15% 15%
First section
Length 3386m 245m 1220m
Slope 4.5% (1:22.2) 8% (1:12.5) 12.5% (1:8)
Outer width b) N/A b)
Second section
Length N/A 830m N/A
Slope N/A 16% (1:6.25) N/A
Outer width N/A b) N/A
Total length from inner 3386m 1075m 1220m
edge a)
Transitional surface (FATOs with a PinS approach procedure with a VSS)
Slope 50% (1:2) 50% (1:2) 50% (1:2)
Height 45m 45m 45m
a) The approach and take-off climb surface lengths of 3386m (for slope A) and
1075m and 1220m (for slopes B and C respectively) bring the helicopter to
152m (500’) above the elevation of the heliport.
b) 7 rotor diameters overall width for day operations or 10 rotor diameters
overall width for night operations.
Note: The slope design categories in Table 4-1 represent minimum design slope
angles and not operational slopes. Slope category “A” generally corresponds
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
with helicopters operated in performance class 1; slope category “B” generally
corresponds with helicopters operated in performance class 3; and slope
category “C” generally corresponds to helicopters operated in performance class
2. For the purpose of this CAP, where helicopters are required to operate in PC1
to elevated heliports in congested areas, the designer need be concerned only
with the characteristics of slope category “A”. Slope category “B” and “C” design
slopes are not applicable in these cases.
3.32 For helicopter operations conducted in performance class 1 applying the 4.5%
slope “A” criteria, the length of the inner edge of the take-off climb and approach
surface equates to the width of the safety area, located on the safety area
boundary at the elevation of the helicopter landing area. For operations by day,
two side edges are provided originating at the ends of the inner edge diverging
uniformly at a rate of 10% until they reach an overall width of 7 x rotor diameter
(RD) of the largest helicopter authorised to operate to the heliport. From this
point the outer edge continues horizontal and perpendicular to the centreline of
the approach and take-off climb surface out to a distance from the inner edge
where the surface reaches a height of 152m (500’) above the elevation of the
inner edge – on level ground this is an overall length of 3386m.
3.33 For operations by night, the two side edges originating at the ends of the inner
edge diverge uniformly at a rate of 15% until they reach an overall width of 10 x
rotor diameter (RD) of the largest helicopter authorised to operate to the heliport.
From this point the outer edge continues horizontal and perpendicular to the
centreline of the approach and take-off climb surface out to a distance from the
inner edge to a distance where the surface reaches a height of 152m (500’)
above the elevation of the inner edge – on level ground this is an overall length
of 3386m.
Note: For an elevated heliport without a Point in Space (PinS) approach
incorporating a visual segment surface (VSS) there is no requirement to provide
transitional (side) surfaces (however, attention is drawn to paragraph 3.52 for
restrictions where obstacles are present on both sides of the heliport).
3.34 For operations conducted in PC1 using approved vertical / rearward take-off and
landing profiles, there is a facility for heliports to raise the origin of the 4.5%
inclined plane for the approach and/or take-off climb surface directly above the
landing area. This is depicted in a generic example in Figure 3 (below).
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Figure 4-3: Example of raised inclined plane during operations in performance class 1
Take-off decision point
Raised
inclined
Max plane 4.5%
accepted 10.7m slope
obstacle (35ft)
height line
FATO
Back-up procedure for departure as per
Take-off profile or single-engine departure after take-off
flight manual
Approach or rejected take-off after engine failure at take-off
decision point
decision point
Note 1: This example diagram does not represent any specific profile, technique
or helicopter type and is intended to show a generic example. An approach
profile and a back-up procedure for departure profile are depicted. Specific
manufacturers operations in performance class 1 may be represented differently
in the specific Helicopter Flight Manual. Annex 6, Part 3, Attachment A provides
back-up procedures that may be useful for operations in performance class1.
Note 2: The approach / landing profile may not be the reverse of the take-off
profile.
Note 3: Additional obstacle assessment might be required in the area where the
back-up procedure is intended. Helicopter performance and the Helicopter Flight
Manual limitations will determine the extent of the assessment required.
3.35 The characteristics of the take-off climb and approach surfaces are based on a
4.5% slope which provides an obstacle limitation surface that may only be
penetrated by objects if the results of an aeronautical study have reviewed the
associated risks and mitigation measures. However, any identified objects may
limit the operation. Where practicable existing objects above the prescribed
surfaces should be removed, except when the object is shielded by an
immoveable object or if the results of the aeronautical study determine that the
object would not adversely affect the safety or regularity of helicopter operations.
New objects or extensions to existing immoveable objects should not be
permitted above the surfaces except when assessed and approved by an
appropriate aeronautical study.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
3.36 In the case of an approach or a take-off climb surface involving a turn, the
surface should be a complex surface containing the horizontal normal’s to the
centreline and the slope of the centreline should be the same as for a straight
approach or take-off and climb surface. In the case of an approach or take-off
climb surface involving a turn, the surface should not contain more than one
curved portion. The curved portion provided should be the sum of the radius of
arc defining the centreline and the straight portion originating at the inner edge
should not be less than 575m. Additionally any variation in the direction of the
centreline should be designed so as not to necessitate a turn radius less than
270m. See Figure 4.
Figure 4-4: Curved approach and take off climb surface for all FATOs
Note 1: Any combination of curve and straight portion may be established using
the following formula: S+R>575m and R>270 where S=305m, where S is the
length of the straight portion and R is the radius of turn. Any combination > 575m
will work.
Note 2: The minimum length of the centre line of the curve and straight portion is
1075m but may be longer depending upon the slope used. See table 4.1 for
longer lengths.
Note 3: Helicopter take-off performance is reduced in a curve and as such a
straight portion along the take-off surface prior to the start of the curve should be
considered to allow for acceleration.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Surface
Note: Where a heliport is constructed in the form of a grating, e.g. where a
passive fire-retarding system is selected (see Chapter 5), the design of the
landing area surface should ensure that ground effect (beneficial ground
cushion) is not reduced for any types likely to use the heliport.
3.37 The landing area including all markings on the surface of the touchdown area
(see Chapter 4, figures 6 & 7) should be provided with a non-slip finish. It is
important that adequate friction exists over the entire surface of the heliport
(inside the touchdown / positioning marking (TD/PM) circle primarily to benefit
the helicopter but also for safe personnel / trolley transfer movements, and
outside the TD/PM circle for safe personnel / trolley transfer movements), in all
directions and for worst case conditions, i.e. when the deck is wet. Over-painting
surfaces with material other than non-slip coatings will likely reduce surface
friction. Suitable non-slip surface friction paint is available commercially and
should be used.
3.38 Every landing area should be equipped with adequate surface drainage
arrangements and a free-flowing collection system that will quickly and safely
direct any rainwater, fire fighting media and/or fuel spillage away from the
heliport surface to a safe place. Heliports should be cambered (or laid to a fall) to
approximately, and not less than, 1:100. Any distortion of the heliport surface
due to, for example, loads from a helicopter at rest should not modify the landing
area drainage system to the extent of allowing spilled fuel to remain on the
surface. A system of guttering or a slightly raised kerb should be provided
around the perimeter to prevent spilled fuel from falling on to other parts of the
installation or the building beneath; any spillage should be conducted to an
appropriate drainage system. The capacity of the drainage system should be
sufficient to contain the maximum likely spillage of fuel on the heliport and be
adequate to cope with the largest foreseeable rainfall rate. The calculation of the
amount of spillage to be contained should be based on an analysis of helicopter
type, fuel capacity, and typical fuel loads. The design of the drainage system
should preclude blockage by debris and/or the drainage system should be
regularly inspected or tested to ensure that it remains clear. The landing area
should be properly sealed so that all spillages will be collected by the drainage
system.
3.39 The touchdown area should be shown to achieve an overall average surface
friction coefficient of not less than 0.65µ and no two adjacent 1m2 areas should
achieve less than 0.65µ as determined by an acceptable test method (see notes
below). The use of a landing area net to compensate for insufficient friction is
disallowed at hospital landing sites and other sites operated to by skid fitted
helicopter types due to the possibility of skids becoming entangled in the net. In
addition, patient trolley access right up to the helicopter will be required at a
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
hospital heliport at all times, which would be compromised by the presence of a
landing net. The area outside the TD/PM circles should be shown to achieve an
overall average surface friction coefficient of not less than 0.5µ and no two
adjacent 1m2 areas should achieve less than 0.5µ as determined by an
acceptable test method (see notes below). It is considered that this value of
friction coefficient should provide for the safe movement of personnel, including
trolley transfers.
3.40 The heliport operator should ensure that the heliport is kept free from oil, grease,
ice, snow, excessive surface water or any other contaminant that could degrade
the surface friction properties (see also Chapter 6). Assurance should be
provided to the helicopter operator that procedures are in place for the removal
of contaminants prior to operations. Depending on the type of surface, the
average surface friction of the heliport may need to be re-validated at regular
intervals to verify a continuing fitness for purpose (a scheme is described in CAA
Paper 98002).
Note 1: A review of helideck friction measurement techniques has concluded
that the test method to be employed for helidecks and heliports, except for those
having profiled surfaces, should utilise a friction measuring device that employs
the braked wheel technique; is able to control the wetness of the deck during
testing; includes electronic data collection, storage and processing; and allows
the whole of the deck surface to be covered to a resolution of not less than 1m 2.
An example test protocol will be produced and published in a separate CAP for
reference in a future edition of this CAP.
For heliports with profiled surfaces (whether painted or not), wheeled testers are
deemed to be unsuitable as they can only measure friction in the rolling direction
of the wheel. Previous research conducted for profiled offshore helidecks has
indicated that the worst case on profiled decks will normally be with the wheel
(helicopter or friction tester) sliding in the non-rolling direction along the profiles,
which a wheeled tester is unable to replicate. Furthermore these types of testers
are likely to over-read due to their unrepresentatively low tyre contact pressures.
Therefore, as spot testers are also considered to be unsuitable, it is considered
necessary for profiled surfaces to be tested at full scale in a laboratory at a tyre
contact pressure of 1 N/mm2 in all four configurations (i.e. wheel in rolling and
non-rolling directions, wheel sliding along and across the profiles). The friction
coefficient of the surface will be deemed to be the lowest of the four
configurations. Once the friction properties have been confirmed in the
laboratory for a particular surface type, there will be no requirement for in-service
surveys at any heliport constructed from the surface apart from visual inspection
to detect any degradation.
Note 2: Friction testing of the TD/PM and H painted markings is not required
where TD/PM and H lighting is fitted. The light fittings themselves occupy a
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
significant proportion of the area and are required to be provided with a 0.65 µ
(minimum) finish. Testing of the remaining small / narrow areas of the paint
markings would be impractical, especially around the TD/PM circle as wheeled
testers must normally be maintained on a straight course. In addition, the light
fittings have been found to disturb friction tester readings as the test wheel
passes over their raised profiles.
Helicopter tie-down points
3.41 Sufficient flush fitting (when not in use) tie-down points should be provided for
securing the maximum sized helicopter for which the heliport is designed. Tie-
down points should be located and be of such strength and construction to
secure the helicopter when subjected to weather conditions pertinent to the
heliport operation.
3.42 Tie-down points should be compatible with the dimensions of tie-down strop
attachments. Tie-down points and strops should be of such strength and
construction so as to secure the helicopter when subjected to weather conditions
pertinent to the heliport design considerations. The maximum bar diameter of a
tie-down point should match the strop hook dimension of the tie- down strops
carried in most helicopters. Advice on recommended safe working load
requirements for strop / ring arrangements for specific helicopter types can be
obtained from the helicopter operator(s).
3.43 An example of a suitable tie-down configuration is shown at Figure 5. The
helicopter operator can provide guidance on the configuration of the tie-down
points for specific helicopter types.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
Figure 4-5: Example of suitable tie-down configuration
Note 1: The tie-down configuration should be based on the centre of the TD/PM
circle.
Note 2: Additional tie-downs will be required for a parking area.
Note 3: The outer circle is not required for helicopters with D-values of less than
22.2m.
Safety net
3.44 Safety nets for personnel protection should be installed around the landing area,
in the safety area, except where adequate structural protection against falls
exists. The netting used should be of a flexible nature, with the inboard edge
fastened just below the edge of the landing area. The net itself should extend at
least 1.5 metres in the horizontal plane and be arranged so that the outboard
edge does not exceed the level of the landing area and be angled so that it has
an upward and outward slope of approximately 10°.
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
3.45 A safety net designed to meet these criteria should ‘contain’ personnel falling
into it and should not act as a trampoline. Where lateral or longitudinal centre
bars are provided to strengthen the net structure they should be arranged and
constructed to avoid causing serious injury to persons falling on to them. The
ideal design should produce a ‘hammock’ effect which should securely contain a
body falling, rolling or jumping into it, without serious injury. When considering
the securing of the net to the structure and the materials used, care should be
taken that each segment is fit for purpose. Polypropylene deteriorates over time;
various wire meshes have been shown to be suitable if properly installed.
Note 1: It is not within the scope or purpose of this CAP to provide detailed
guidance for the design, fabrication and testing of perimeter nets. These specific
issues are addressed for netting systems on offshore helidecks (and are equally
applicable for onshore heliports) in the Oil and Gas UK Guidelines for the
Management of Aviation Operations’ Issue 6 April 2011.
Note 2: Perimeter nets may incorporate a hinge arrangement to facilitate the
removal of sacrificial panels for testing.
Access points – ramps and stairs
3.46 For reasons of safety it is necessary to ensure that embarking and disembarking
medical teams and patients are not required to pass around the helicopter tail
rotor, or around the nose of a helicopter having a low profile main rotor, if a
‘rotors-running turn-round’ is conducted. Many helicopters have personnel
access on one side only and the landing orientation of the helicopter in relation
to access points is therefore important.
3.47 There should be a minimum of two access / egress routes to and from the
heliport preferably diametrically opposite one another. The most efficient and fail
safe means of moving patients on trolleys to and from an elevated heliport is by
use of a short flat ramp linking the heliport to a dedicated lift transfer, from
rooftop level, straight down to ED).
3.48 Where a ramp 10m or longer is employed to transfer a patient from heliport level
to a lower level lift, the maximum gradient should be 1:20 - or flatter wherever
possible. For short ramps a steeper gradient may be acceptable subject to a risk
assessment. The ramp design may need to incorporate a waiting area
approximately 2m below the level of the heliport on which specialist personnel
can congregate with their equipment to observe the arrival and departure of
helicopters. It is preferable for the ramp design to run away from the heliport to
put distance between congregating personnel and the potential crash location,
and also to provide a walkway around the building below heliport level should
the need arise to approach the heliport from the opposite side. Ideally two ramps
are preferable, but one ramp and one staircase may be deemed acceptable
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
where both are wide enough for a trolley and/or for a stretcher with attendants.
The layout of the ramp / staircase arrangement should be optimised to ensure
that, in the event of an accident or incident on the heliport, personnel are able to
escape upwind of the helicopter. Adequacy of the emergency escape
arrangements from the heliport should be included in any evacuation, escape
and rescue analysis for the heliport; the analysis may require that a third escape
route be provided.
Note: For discussion on the use of ramps (and the preferred use of dedicated
lifts at rooftop level) in the context of the needs of the patient, see Chapter 1.
3.49 If a Fixed Monitor System (FMS) is installed in preference to a Deck Integrated
Fire-Fighting System (DIFFS) – see Chapter 5 - and foam monitors are co-
located on access platforms, care should be taken to ensure that no monitor is
so close to an egress point as to risk causing injury to escaping personnel due to
the operation of the monitor in an emergency situation.
3.50 Where handrails associated with heliport access / escape points exceed the
height limitations given in paragraph 3.27 they should be made retractable,
collapsible or removable. When retracted or collapsed the rails should not
impede safe access / egress. Handrails which are retractable or collapsible may
need to be painted in a contrasting colour scheme (see Chapter 4). Procedures
should be put in place to retract collapse or remove them prior to helicopter
arrival. Once the helicopter has landed, and the air crew have indicated that
passenger movement may commence, the handrails should be raised and
locked into position. The handrails should be retracted, collapsed or removed
again prior to the helicopter taking off.
Lifts
3.51 On a large roof it should be possible to provide a dedicated lift in close proximity
for access directly from heliport level to the ED facility. However, if this option is
to be realised it is imperative that the lift housing does not compromise the
obstacle limitation surfaces established for the heliport by creating a dominant
obstacle above the level of the landing area which penetrates an established
obstacle limitation surface (a very large structure could also be a source of
structure-induced turbulence in addition to compromising helicopter approach
and take-off corridors). For this reason the lift-housing should be located outside
the 2D safety area, where, provided there are obstructions above heliport level
on one side only, there are no formal obstacle limitation surfaces for a visual
heliport.
3.52 It is important that any dedicated lift servicing the heliport is immediately
available to the heliport ‘on demand’. Every effort should be made to install a
dedicated lift for heliport use only, but if it is not possible to provide a dedicated
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CAP 1264 Chapter 3: Helicopter landing area – physical characteristics
lift solely for heliport use, then the next best option will be to commandeer a
public lift (prior to the helicopter touching down) and to isolate it for immediate
heliport use. In this case an override facility would be required to allow
authorised personnel to take control of the lift when the heliport is in use, prior to
the helicopter landing.
Note 1: The public should not be able to use the lift to access the heliport areas.
Where lift transfer to ED is the preferred option, the risk of possible lift failure at a
critical moment should be considered.
Note 2: Where trolley transfer is used a covered location should be identified
close to the heliport where a dedicated patient trolley can be stored securely so
one is always available.
Helicopter base facilities for a helicopter emergency medical
services (HEMS) operation
3.53 Air ambulance helicopters are normally based at a location central to the area
they cover, and are not likely to be based at a particular hospital. However,
some city-centre hospitals may regard a HEMS helicopter as integral to their
pre- hospital care system such that they may require a HEMS helicopter to be
based at the hospital either permanently or during operational hours only; in
which case additional crew facilities should be considered.
3.54 To service a HEMS heliport, helicopter bases require an operations room, a
crew room and various support facilities. If the base is to be used for the regular
training of paramedics and doctors in the medical and aviation aspects of HEMS
operations, additional offices, training rooms and facilities would need to be
considered.
3.55 For permanently based helicopters, an aircraft hangar should improve the
security and serviceability of the helicopter, and provide an environment for
minor technical tasks to be undertaken on site. The effect of any hangar
arrangement on obstacle protected surfaces and any associated turbulence
issues should be fully assessed before committing to the project.
3.56 Where RFF personnel are permanently based at a HEMS heliport, there should
be provided a heated covered area close to the heliport where personnel can
store, layout and don their Personal Protective Equipment (PPE).
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Chapter 4
Visual aids
General
4.1 A heliport intended for use by day needs only to display appropriate markings,
while a heliport intended for use at night will need to display appropriate
aeronautical lighting in addition to appropriate markings. The markings
described in this chapter are based on specifications included in Annex 14,
Volume II (4th Edition, July 2013) and, for heliport lighting, are developed from
the Specification for an Offshore Helideck Lighting System reported in CAP
1077, now adapted to support onshore heliport operations conducted by night in
visual meteorological conditions (VMC).
Wind direction indicator(s)
4.2 The purpose of a wind direction indicator is to display the wind direction and
provide an indication of wind speed at the heliport. A facility should be equipped
with at least one wind direction indicator to provide a visual indication of the wind
conditions prevailing at the heliport during helicopter operations.
4.3 The location of the wind direction indicator should be in an undisturbed air
stream avoiding any effects caused by nearby structures (see also Section 2 in
Chapter 3), and unaffected by rotor downwash from helicopters. The location of
the wind direction indicator should not compromise the established obstacle
protected surfaces (see Chapter 3). Typically, the primary wind direction
indicator will consist of a coloured windsock.
4.4 The wind sock should be easy visible to the pilot on the approach (at a height of
at least 650ft (200m) in the hover, while landed on the surface of the heliport,
and prior to take-off. Where these operational objectives cannot be fully
achieved by the use of a single windsock, consideration should be given to siting
a second wind sock in the vicinity of the heliport, which may be used to indicate
a specific difference between the local wind over the landing area and the free
stream wind (which the pilot will need to consider for the approach).
4.5 A windsock should be a truncated cone made of a suitable lightweight fabric with
a minimum length of at least 1.2m, a diameter at the larger end of at least 0.3m
and a diameter at the smaller end of at least 0.15m. The colour should provide a
good contrast with the operational background. Ideally a single colour windsock,
preferably orange, should be selected. However, where a combination of colours
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CAP 1264 Chapter 4: Visual aids
is found to provide better conspicuity against a changeable operating
background, orange and white, red and white or black and white colour schemes
could be selected, arranged as five alternate bands with the first and last band
being the darker colour (see photo below for a typical example).
4.6 If the heliport is intended to be operated at night, the windsock(s) will need to be
illuminated. This can be achieved by internal illumination using a floodlight
pointing through the wind cone, for example. Alternatively, the windsock can be
externally lit using a floodlight. Care should be taken to ensure that any system
used to illuminate the windsock highlights the entire cone section while not
presenting a source of glare to a pilot operating to the heliport at night.
Photograph of windsock - source: Swansea Morriston Hospital
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CAP 1264 Chapter 4: Visual aids
Helicopter landing area markings
Note 1: Aluminium constructions are widely used in the provision of elevated
heliports. These tend to be a natural light grey colour and may present painting
difficulties. The natural light grey colour of aluminium may be acceptable
provided it can be demonstrated that the surface achieves the minimum friction
properties specified in Chapter 3, Section 3.39. Where a surface is left unpainted
it will normally be necessary to enhance the conspicuity of essential heliport
markings by, for example, overlaying markings on a black background or by
enhancing the conspicuity of the yellow TD/PM circle, the white cross and the
red “H” by outlining them with a thin black line (typically 5-10 cm wide).
Note 2: Guidance on font type, spacing between letters or numerals and
between words is given in Annex 14 Volume II, Chapter 5.
4.7 Except in the case of note 1 above, the background colour of the heliport should
be dark green. The perimeter of the landing area should be clearly marked with
a white painted line at least 30 cm wide. Non slip finishes should be used
throughout (see Chapter 3).
Figure 6: Markings for single main rotor helicopters (hospital)
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4.8 The actual dimensions of the heliport should be marked as a two-digit number
within the broken perimeter marking so as to be readable from the preferred final
approach direction(s) in the manner shown in Figure 1 in a contrasting colour
(preferably white). The dimensions should be expressed to the nearest whole
number with 0.5 rounded down e.g. a square heliport 25.5m x 25.5m should be
marked “25m”. The characters, to be displayed in two or more locations, should
be a minimum height of 90 cm with a line width of approximately 12 cm.
However, for large heliports over 30 m, the characters may be increased to a
height of not more than 1.5 m with a line width of approximately 20 cm. Where
possible the heliport dimension markings should be well separated from other
markings such as the heliport identification “H” marking and the maximum
allowable mass (t) marking, in order to avoid any confusion with recognition.
4.9 A maximum allowable mass marking should be marked on the heliport in two
positions readable from the preferred final approach direction(s) adjacent to the
perimeter of the landing area in the manner shown in Figure 2. The marking
should consist of a two or three-digit number expressed to one decimal place
rounded to the nearest 100 kg and suffixed by the letter “t” to indicate the
allowable helicopter mass in tonnes (1000 kg) e.g. 5307 kg is expressed “5.3t”.
The height of the figures should be at least 90 cm, and ideally 1.2m, with a line
width of 12-15 cm and be in a colour which contrasts with the heliport surface
(preferably white). However, for large heliports over 30 m diameter, characters
may be increased to a height of not more than 1.5 m with a line width of
approximately 20 cm. Where possible the mass markings should be well
separated from other markings such as the heliport name marking, the edge of
the TD/PM circle and the heliport dimension markings, in order to avoid
confusion with recognition.
4.10 A touchdown / positioning marking (TD/PM) circle should be provided and
painted in the manner shown in figure 6. The marking, having a width (thickness)
of at least 1.0 m (but not greater than 1.1 m), should be a yellow circle with an
inner diameter of 10.5m. This is to ensure that the inner edge of the yellow circle
surrounds but does not overlap the unique hospital heliport white cross marking.
The centre of the marking should be located at the centre of the landing area.
The location and dimensional characteristics of the TD/PM circle are illustrated
in figure 7.
4.11 A heliport identification “H” marking should be provided located at the centre of
the white cross with the cross bar of the “H” lying perpendicular to the preferred
direction of approach (normally based on the prevailing wind direction). For a
heliport at a hospital the “H”, having dimensions of 3.0m x 2.0m x 0.5m, should
be painted in red and superimposed on the white cross, as illustrated in figure 7.
4.12 A simple and unique heliport name marking, to facilitate unambiguous
communication via an aeronautical radio, should be painted in two locations
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aligned with the preferred final approach directions in symbols not less than 1.5
m high with a line width of approximately 20 cm and in a colour (normally white)
which contrasts with the heliport surface. Care should be taken to ensure the
heliport name markings are distinct and separate from other markings such as
the heliport dimension markings and the maximum allowable mass markings; in
order to avoid any confusion with recognition. See figure 6.
Figure 7: Heliport 'H', white cross and touchdown / positioning marking dimensions
4.13 In certain circumstances it may be necessary to protect a helicopter from landing
or manoeuvring in close proximity to limiting obstructions, e.g. a marking is
applied on the surface to prohibit an otherwise approved back-up procedure in a
certain sector, due to obstacles infringing the back-up portion. Where required a
prohibited sector is indicated by applying red hatching to the TD/PM, with white
and red hatching out to the edge of the landing area. The characteristics for the
marking are described fully in CAP 437: Standards for Offshore Helicopter
Landing Areas, Chapter 4, section 2.9 and figures 5 and 6.
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4.14 For certain operational or technical reasons a heliport may have to prohibit
helicopter operations. In such circumstances, the ‘closed’ state of the heliport
should be indicated by use of the signal shown in figure 8. This signal is the
standard ‘landing prohibited’ signal given in the Rules of the Air and Air Traffic
Control Regulations.
Figure 8: Landing prohibited signal for a hospital heliport
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4.15 Paint colours should conform to the following BS 381C (1996) standard or
equivalent BS 4800 colour. White should conform to RAL charts.
Colour Standard
Red BS 381C:537 (Signal Red)
BS 4800: 04.E.53 (Poppy Red)
Yellow BS 381C:309 (Canary Yellow)
BS 4800:14.C.39 (Sunflower Yellow)
Dark Green BS 381C:267 (Deep Chrome Green)
BS 4800: 14.C.39 (Holly Green)
White RAL 9010 (Pure White)
RAL 9003 (Signal White)
Helicopter landing area lighting
Note 1: The paragraphs below should be read in conjunction with Appendix D
which contains the specification for the full heliport lighting scheme comprising:
heliport perimeter lights, lit touchdown / positioning marking and lit heliport
identification ‘H’ marking. The specification for each element is fully described in
the Appendix with the overall operational requirement detailed in Section 1. The
heliport lighting scheme is intended to provide effective visual cues for a pilot
throughout the approach and landing manoeuvre at night. No provision is made
in the specification for compatibility with night vision enhancing systems e.g.
NVIS goggles. Starting with the initial acquisition of the heliport, the lighting
should enable a pilot to easily locate the position of the heliport, in an often well
lit congested area of a city or town, at the required range. The lighting should
then guide the helicopter to a point above the landing area and provide visual
cues to assist with the touchdown.
Note 2: The specification has an in-built assumption that the performance of the
lighting system will not be diminished by the presence of any other lighting due
to the relative intensity, configuration or colour of other lighting sources on or
adjacent to the heliport. Where other non-aeronautical ground lighting under the
control of the facility has the potential to cause confusion or to diminish or
prevent the clear interpretation of heliport lighting systems, it will be necessary
for the heliport operator to extinguish, screen or otherwise modify these lights to
ensure that the effectiveness of the heliport lighting system is not compromised.
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The CAA recommends that heliport operators give serious consideration to
shielding high intensity light sources (e.g. by fitting screens or louvers) from
helicopters approaching and landing, and maintaining a good colour contrast
between the heliport lighting and any surrounding lighting sources. Particular
attention should be paid to the areas adjacent to the heliport.
Note 3: All lighting should be fed from a UPS system.
4.16 The periphery of the landing area should be delineated by Omni-directional
green perimeter lights visible from on and above the landing area. The pattern
formed by the lights should not be visible to the pilot from below the elevation of
the landing area. Perimeter lights should be mounted above the level of the
heliport but should not exceed the height limitations specified in Appendix D,
paragraph D14. The lights should be equally spaced at intervals of not more
than three metres around the perimeter of the landing area, coincident with the
white perimeter marking (see Chapter 4, paragraph 4.7). In the case of square or
rectangular decks there should be a minimum of four lights along each side
including a light at each corner of the landing area. Flush fitting lights may
exceptionally be used at locations along the edge of the landing area where an
operational need exists to move items of equipment to and from the landing
area, e.g. at the location on the periphery where it is necessary for a stretcher
trolley to exit the landing area onto a ramp. Care should be taken to select flush
fitting lights that will meet the minimum intensity requirements stated in Appendix
D, Table 2.
4.17 In order to aid the visual task of final approach and hover and landing it is
important that the heliport is adequately illuminated for use at night. In the past
this has typically been achieved by providing systems of deck level floodlights
mounted around the perimeter of the landing area. Experience has shown,
however, that deck level floodlighting systems can adversely affect the visual
cueing environment by reducing the conspicuity of green heliport perimeter lights
during the approach, and by causing glare and loss of pilots’ night vision during
the hover and landing. Furthermore, floodlighting systems often fail to provide
adequate illumination of the centre of the landing area leading to the so called
‘black-hole effect’. Even well designed and maintained floodlighting systems do
not provide effective visual cueing until within relatively close range of the
heliport due to the scale of the visual cues involved.
4.18 In view of the well documented weaknesses of heliport floodlighting, the CAA
has been seeking to identify better methods for meeting the top-level
requirement to provide effective visual cues for night operations, with a particular
focus on finding technologies to more adequately highlight the touchdown
markings. Through research programmes initiated in the offshore environment
during the 1990’s it was demonstrated by a series of dedicated and in-service
trials that effective visual cues could be provided by means of a lit touchdown /
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CAP 1264 Chapter 4: Visual aids
positioning marking circle and a lit heliport identification “H” marking. This
scheme, described in detail in Appendix D, has been shown to provide the visual
cues required by the pilot earlier on in the approach, and much more effectively
than floodlighting and without the disadvantages associated with floodlights such
as glare. The CAA believes that the new lighting scheme, first introduced in CAP
437 Standards for Offshore Helicopter Landing Areas, represents a significant
safety enhancement over traditional floodlighting and is seeking every
opportunity to actively encourage the offshore, and now the onshore industry, to
deploy the new lighting scheme in preference to floodlighting. All operators of
existing onshore elevated heliports should consider the safety benefits of
upgrading their facilities to meet the final specification for a Heliport Lighting
System described in Appendix D.
Note: The new lighting scheme has been developed to be compatible with
helicopters having wheeled undercarriages, this being the prevailing
configuration on the (offshore) United Kingdom Continental Shelf during the
development of the specification. Although compliant with the ICAO maximum
obstacle height of 2.5cm and likely to be able to withstand the point loading
presented by (typically) lighter skidded aircraft, compatibility should be
considered before operating skidded helicopters to elevated and raised heliports
fitted with the new lighting. Due to the potential for raised fittings to induce
dynamic rollover and/or ground resonance with helicopters equipped with skids,
it is important that where the new scheme is installed at heliports used by skid-
fitted helicopters, the height of the system, including any mounting
arrangements, should not exceed 2.5 cm above surface level.
4.19 The new system described in paragraph 4.18 above, assures that effective
visual cueing is provided for the acquisition, approach, hover and landing tasks.
In view of the weaknesses described in paragraph 4.17, it is considered that
floodlighting systems have proven to be relatively ineffective for these tasks.
Their continued use for the provision of primary visual cueing on new build
elevated heliports is therefore not supported. However, CAA recognises that in
the past, in the absence of any viable alternative, the industry has invested, in
good faith, in deck-mounted heliport floodlighting systems. CAA has no objection
to these systems conforming to the guidance contained in Appendix H being
retained for the purpose of providing a source of illumination for on-deck
operations, such as passenger handling and, where required, for lighting the
heliport name marking on the surface or as a back-up to the new lighting. Where
the improved lighting system described in Appendex D is retro-fitted at an
existing heliport, unless otherwise instructed by aircrew, any floodlights present
should be switched off for the entire approach, landing and take-off phases. In
addition, particular care should be taken to maintain correct alignment to ensure
that floodlights do not cause dazzle or glare to pilots seated in helicopters
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landed on the heliport. All floodlights should be capable of being switched on
and off at the pilot’s request.
Obstacles – marking and lighting
4.20 Fixed obstacles which present a hazard to helicopters should be readily visible
from the air. If a paint scheme is necessary to enhance identification by day,
alternate black and white, black and yellow, or red and white bands are
recommended, not less than 0.5 metres, or more than six metres wide. The
colour scheme should be chosen to contrast with the background to the
maximum extent. Paint colours should conform to the references at paragraph
2.9 above.
4.21 Omni-directional low intensity steady red obstruction lights conforming to the
specifications for low intensity obstacle (Group A) lights described in CAP 168
Licensing of Aerodromes, Chapter 4 and Table 6A.1, having a minimum intensity
of 10 candelas for angles of elevation between 0 degrees and 30 degrees
should be fitted at suitable locations to provide the helicopter pilot with visual
information on the proximity and height of objects which are higher than the
landing area and which are close to it. Objects which are more than 15 metres
higher than the landing area should be fitted with intermediate low intensity
steady red obstruction lights of the same intensity spaced at 10 metre intervals
down to the level of the landing area (except where such lights would be
obscured by other objects).
4.22 Omni-directional low intensity steady red obstruction lights should be fitted to the
highest point of dominant obstacles that are above the landing area. The light
should conform to the specifications for a low intensity obstacle (Group B) light
described in CAP 168 Licensing of Aerodromes, Chapter 4 and Table 6A.1,
having a minimum intensity of 50 candelas for angles of elevation between 0
and 15 degrees, and a minimum intensity of 200 candelas between 5 and 8
degrees. Where it is not practicable to fit a light to the highest point of a
dominant obstacle the light should be fitted as near to the extremity as possible.
4.23 Red lights should be arranged so that the locations of the objects which they
delineate are visible from all directions of approach above the landing area. Any
failures or outages should be reported immediately to the helicopter operator.
4.24 For certain obstacles it may be more effective to use floodlighting to illuminate
the obstruction rather than fixed red lights. One example could be where it is
necessary to highlight trees. The use of floodlighting is permitted provided care
is exercised to ensure that lighting used does not present a source of glare to
pilots operating to the heliport.
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4.25 A number of supplementary heliport visual aids are specified by Annex 14
volume II and are commercially available to assist helicopters operating to a
heliport located in a congested area by day and/or by night. Additional aids may
include a heliport beacon, a visual alignment guidance system and visual
approach slope indicator, a lit helicopter aiming point marker, a flight path
alignment guidance marking / lighting system and an approach lighting system.
These systems are summarised in the table below. Full system specifications
are presented in Annex 14 Volume II. See also CAP 637, Visual Aids handbook
which provides examples of visual aids peculiar to helicopter operations.
System name and Rationale for recommendation System description
function
Heliport beacon Where long range visual A beacon is located on, or
guidance is considered adjacent to the heliport
(for heliport
necessary and is not provided by preferably at an elevated
acquisition)
other visual means or where position. ICAO reference:
identification of the heliport is Section 5.3.2.
difficult due to surrounding lights.
Visual alignment Provided to serve an approach to Two units located
guidance system a heliport where one or more of equidistant on either side
the following conditions exist of the centreline of the
(to assist a
especially at night: FATO at the downwind
helicopter to
edge of the FATO, in the
maintain an ‘on a) obstacle clearance, noise
safety area and aligned
track’ approach abatement or ATC
along the preferred
based on the procedures require a
approach direction. ICAO
centreline of the particular track to be flown;
reference: Section 5.3.5.
FATO)
b) the environment of the
heliport provides few visual
surface cues and;
c) it is physically impractical to
install an approach lighting
system.
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System name and Rationale for recommendation System description
function
Visual approach Provided to serve an approach to A unit should be located in
slope indicator a heliport where one or more of the safety area adjacent to
the following conditions exist the nominal aiming point
(to assist a
especially at night: and aligned in azimuth
helicopter to
with the preferred
maintain an a) obstacle clearance, noise
approach direction. ICAO
approach slope abatement or ATC
reference: Section 5.3.6.
which will guide it procedures require a
down to a desired particular slope to be flown;
position in the
b) the environment of the
FATO)
heliport provides few visual
surface cues and;
c) the characteristics of the
helicopter required a
stabilised approach.
Approach lighting An approach lighting system A row of three lights
system should be provided at a heliport spaced uniformly at 30m
where it is desirable and intervals in a straight line
(to provide
practicable to indicate a preferred with a cross bar of 5 lights
enhanced visual
approach direction. (18m width) located 90m
guidance for a
from the end of the FATO.
straight-in approach
ICAO reference: Section
in the preferred
5.3.3.
direction of
approach)
Flight path Where it is desirable and Marking and lighting may
alignment guidance practicable to indicate available be located in the TLOF,
marking and lighting approach and/or departure path FATO or safety area or on
system directions, but where there is any suitable surface in the
insufficient area to provide a full vicinity.
(to provide flight
approach lighting system (see
path alignment Markings consist of one or
above).
guidance in the more arrows containing
direction of three or more lights with
approach and/or 1.5m to 3.0m spacing.
departure) ICAO references: Section
5.2.18 and 5.3.4.
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CAP 1264 Chapter 4: Visual aids
System name and Rationale for recommendation System description
function
Helicopter aiming Applies to a surface level heliport A 9m x 9m triangle with six
point marker where it is necessary for a pilot to lights placed equidistantly
lighting make an approach to a particular within the triangle. ICAO
point within the FATO before reference: Section 5.3.8.
(to assist a pilot at
proceeding to a remote TLOF to
night to approach to
touchdown.
a hover over a
desired position
within the FATO)
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CAP 1264 Chapter 5: Heliport fire fighting services
Chapter 5
Heliport fire fighting services
Introduction
5.1 This chapter presents standards for the appropriate level of fire protection for
elevated heliports located within the UK at or above 3m above the surface of the
surrounding terrain.
5.2 The consequences resulting from post-crash fire following an accident or serious
incident on an elevated heliport has been assessed to be potentially
catastrophic, while the likelihood of post-crash fire based on an analysis of
accidents and incidents for operations to elevated heliports in the UK, has been
assessed as improbable. All flights for which Rules of the Air Rule 5 Permissions
are necessary will attract a condition that recommended levels of fire fighting
protection and response for operations to elevated heliports are in accordance
with this chapter (or that an acceptable alternative means of compliance has
been applied instead). This condition will be applied to all Rule 5 Permissions
whether issued for public transport operations by FOI (H) or for private
operations by FOI (GA). The minimum levels of extinguishing agents are listed
below in Sections 5.6 to 5.28.
5.3 It is foreseeable that an accident could result in a fuel spill with a fire situation
which could quickly cut off or reduce the already limited routes of escape to a
place of safety for the helicopter occupants. The purpose for providing integrated
fire fighting services (FFS) at an elevated heliport is to rapidly suppress any fire
that occurs within the confines of the heliport response area (see note 1 in
appendix F) to allow occupants of a helicopter, with assistance, to evacuate to
safety and, when appropriate, to protect personnel in the building beneath the
heliport from the effects of a helicopter fire situation.
5.4 Local fire and rescue authorities should be consulted at the earliest stages of the
planning and provision of an elevated heliport to ensure that proper
consideration is given to the effect that an accident could have on the structure
below which the heliport is located. An aviation-related fire and/or fuel spillage
poses a risk to the structure below the heliport, which if a building, may have
consequences for fire and for the means of escape both from the heliport and
from within the building. To protect the occupants of the building, the fire and
rescue authorities may require provisions in addition to those requirements set
out in this chapter, provided for the initial suppression and control of a fire arising
anywhere on the heliport response area.
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CAP 1264 Chapter 5: Heliport fire fighting services
5.5 Furthermore the local fire and rescue authority has to consider its response to
the heliport and its tactics. The local fire and rescue authority should be informed
immediately of any incident or accident on the heliport to allow post-initial fire
and specialist rescue assistance to be provided by them (see section
Emergency Response Arrangements). To this end the local fire and rescue
authorities should be familiarised with access routes to the heliport and the
capabilities of integral on-site FFS. Consequently, taking account the access
arrangements to an elevated (rooftop heliport), the requirement for the amount
of extinguishing agent at elevated heliports is based on a fire fighting action
which may be required to last longer than at a surface level or raised heliport
(see chapters 8 and 7 respectively). In addition, to achieve a rapid ‘knock-down’
response the system employed should be capable of providing immediate
intervention on the heliport response area while helicopter operations are taking
place.
Key design characteristics for the effective application of the
principal agent
5.6 A key aspect in the successful design for providing an efficient, integrated
heliport fire fighting facility is a complete understanding of the circumstances in
which it may be expected to operate. A helicopter accident, which results in a
fuel spillage with wreckage and/or fire and smoke, has the capability to render
some of the equipment unusable or preclude the use of some escape routes.
5.7 Delivery of the principal agent to the whole of the landing area at the appropriate
application rate should be achieved in the quickest possible time. The CAA
recommends that a delay of not more than 15 seconds, measured from the time
the system is activated to actual delivery of fire extinguishing media at the
required application rate, should be the objective. This objective can be
achieved by use of an automatic detection system but, preferably by a single
action undertaken by a Responsible Person (RP) trained for the task. The
operational objective then is to sufficiently suppress, so as to bring under control
a fire, ideally within 30 seconds of initial application.
5.8 FFS provision at elevated heliports should take into consideration the particular
difficulties that may be encountered should an incident or accident occur during
operations. One such difficulty may be the confined and restricted space
available on an elevated heliport. Foam-making equipment and the capability of
the fire pump(s) should be of adequate performance in terms of application rate,
and discharge area and duration, and be suitably located to ensure an effective
application of foam to any part of the landing area, irrespective of the wind
strength / direction or accident / incident location. All equipment should be
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CAP 1264 Chapter 5: Heliport fire fighting services
regularly inspected and tested to ensure it operates in accordance with its
design specifications
5.9 To achieve the objectives of 5.7 in an efficient and effective manner, heliport
operators are encouraged to consider the provision of a deck integrated fire-
fighting system (DIFFS), whether as a foam discharge on a standard flat-plate
deck, or a water-only DIFFS when used in tandem with a passive fire-retarding
surface (see paragraph 5.12). These systems typically consist of a series of
‘pop-up’ nozzles, with both a horizontal and vertical component, designed to
provide an effective spray distribution of foam or water to the whole of the
landing area and therefore provide protection for the helicopter for the range of
weather conditions prevalent at the heliport. A DIFFS provision on a standard
purpose-built (flat plate) heliport should be capable of supplying ICAO
Performance Level B or Level C foam solution, to bring under control a fire
associated with a crashed helicopter and achieve the operational objective
described in paragraph 5.7. In order to meet the operational objective in all
weather conditions, consideration should be given to achieving an average
(theoretical) application rate over the entire landing area of 5.5 litres per square
metre per minute for Level B foams (or, when applicable, water – see paragraph
5.12) and 3.75 litres per square metre per minute for Level C foams, for a
duration, which at least meets the minimum requirements stated in paragraph
5.17 below.
5.10 The precise number and lay out of pop-up nozzles will be dependent on the
specific heliport design, particularly the shape and overall dimensions of the
landing area – the objective is to ensure that the pattern of pop-up nozzles will
allow foam (or water) to be distributed to all parts of the response area as
defined in Appendix F note 1. However, pop-up nozzles should not be located in
the vicinity of heliport access / egress points as this may hamper quick access to
the heliport by trained local authority rescue crews and responsible person(s)
and/or impede occupants of the helicopter escaping to a safe place beyond the
heliport response area - by presenting a potential trip hazard near to an access
location. Notwithstanding this, the number and lay out of nozzles should be
sufficient to provide an effective spray distribution of firefighting media over the
entire FATO with a suitable overlap of the horizontal spray component from each
nozzle assuming calm wind conditions. It is recognised, in seeking to meet the
objective for an average (theoretical) application rate specified for Performance
Level B or C foams (or water) to all parts of a potentially large heliport, there will
be areas of the FATO where the application rate in practice may fall below the
average (theoretical) application rate specified in 5.9. This is acceptable
provided that the actual application rate achieved for any portion of the FATO
does not fall below two-thirds of the rate specified for the critical area calculation.
5.11 To provide responding local authority fire fighters with a fire fighting capability at
heliport level, it is recommended to supply a hand controlled branch pipe(s) with
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CAP 1264 Chapter 5: Heliport fire fighting services
a minimum discharge rate of 225 L/min. Where provided a hand controlled
branch pipe(s) should be sited in an easily accessible upwind location close to
primary and secondary access points and, for standard flat plate heliports,
branch pipes should have the capability of delivering aspirated foam. When used
in tandem with a passive fire-retarding surface the delivery of water-only is
permitted.
5.12 Where a DIFFS is used in tandem with a passive fire-retarding system,
consisting in a perforated / grated surface, which, in the event of a fuel spill from
a ruptured aircraft tank, has been demonstrated to be capable of removing
significant quantities of unburned fuel from the surface of the heliport, a water-
only DIFFS to deal with any residual fuel burn may be considered in lieu of a
foam system. A water-only DIFFS, removing the need for periodic foam quality
testing, should meet the same average (theoretical) application rate and duration
as specified in paragraph 5.9 and 5.15 for a performance Level B foam DIFFS.
Note: When considering the option for a passive fire retarding system typically
constructed in the form of a perforated surface or grating, it is important to fully
evaluate the surface design (i.e. the size and shape of the holes) to ensure it
does not promote a reduction in beneficial ground ‘cushion’ effect, and so
adversely affect the performance of any helicopter types that are likely to use the
heliport.
5.13 The required minimum capacity of the foam production (or water-only) system
will therefore be predicated on the overall area of the heliport, the foam
application rate, discharge rates of installed equipment and the expected
duration of application. It is important that the capacity of the main heliport fire
pump is sufficient to ensure that foam solution, can be applied at the appropriate
induction ratio and application rate and for the minimum duration to the whole of
the FATO, when all components of the DIFFS are operating in accordance with
the manufacturer’s technical specifications for the equipment. Formulae for the
calculation of application rate, discharge duration and minimum operational
stocks, based on the assumption that Performance Level C foam is used, are
presented in the following paragraphs in a worked example which assumes the
application of a Level C foam to a typical 25 m x 25 m elevated heliport laid out
in a square.
5.14 Level C foams should be applied at a minimum application rate of 3.75 litres per
square metre per minute based on the overall area of the FATO, which for the
purposes of the following illustration, is assumed to be a 25 m x 25 m FATO,
suitable for operation of the AW 189.
5.15 A 25 m x 25 m FATO assumes a total area of required coverage of 625 m 2.
Based on an application rate of 3.75 litres per square metre per minute the
application rate per minute is 625 x 3.75 = 2344 litres.
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CAP 1264 Chapter 5: Heliport fire fighting services
5.16 Given the difficulties in quickly accessing an elevated heliport from ground level
it is necessary to assume that no assistance will be available from external
trained sources during the initial suppression, control and evacuation phases.
Therefore the overall capacity of the foam system should comfortably exceed
that necessary for initial control and suppression of a fire plus a quantity
available, held-back for a second ‘attack’ should the original foam blanket, when
applied on a flat-plate heliport, subsequently breaks down, causing a previously
suppressed fire to re-ignite. In consideration of this five minutes discharge
capability is generally seen by the CAA to be reasonable.
5.17 Calculation of total foam discharge and minimum operational stocks:
5.18 Using the 25 m x 25 m worked example shown in paragraph 5.15 above, the
total required discharge for Level C foam, assuming 5 minutes discharge
duration, is 2344 x 5 = 11,720 litres.
5.19 A 3% performance Level C foam solution discharged over five minutes at the
minimum application rate will require the following stock of foam concentrate
(based on a standard 3% solution):
5.20 2,344 x 3% x 5 = 352 litres of foam concentrate.
Note 1: Sufficient reserve foam stocks to allow for replenishment as a result of
operation of the system during an incident or following training or testing, should
also be considered.
Note 2: From time-to-time new technologies will come to market which,
providing they are demonstrated by rigorous testing to be at least as effective as
solutions described elsewhere in this chapter, may be considered as an
acceptable alternative means of compliance (AltMoC) for the provision of heliport
fire fighting at new build installations. For example, a further reduction in foam
capacity requirements may be considered with the use of compressed air foam
systems (CAFS) with foam distributed through a DIFFS. CAFS has the ability to
inject compressed air into foam to generate an effective solution to attack and
suppress a heliport fire. This type of foam has a tighter, denser bubble structure
than standard foams which in theory allows it to penetrate deeper into the fire
before the bubbles are broken down. CAFS has added potential to address all
sides of the fire triangle by smothering the fire (preventing oxygen from
combining with the fuel), diminishing the heat using trapped air within the bubble
structure, and disrupting the chemical reaction required for a fire to continue.
Hence the provision of a DIFFS using an ICAO performance level B compressed
air foam has potential to reduce the application rate further. These options are
currently being tested and rates for DIFFS with CAFS will be announced in the
2nd edition of this CAP.
Any CAFS solution considered will need to take full account of the (windy)
weather conditions usually prevalent on rooftop elevated heliports.
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CAP 1264 Chapter 5: Heliport fire fighting services
Complementary media
5.21 While foam is considered the principal medium for dealing with fires involving
fuel spillages, other fire incidents that may be encountered during helicopter
operations – e.g. engine, avionic bays, transmission areas, hydraulics – may
require the provision of complementary agent. Dry powder and gaseous agents
are generally considered acceptable for this task. The complementary agents
selected should comply with the appropriate specifications of the International
Organisation for Standardisation (ISO). Extinguishers should be capable of
delivering the agents through equipment which will ensure its effective
application.
5.22 The minimum total capacity of Dry Powder should be 18 kg of high performance
powder such as monnex, delivered from one or two extinguishers. The dry
powder system should have the capability to deliver the agent anywhere on the
landing area and the discharge rate of the agent should be selected for optimum
effectiveness.
5.23 The CAA recommends that the heliport operator considers the use of a gaseous
agent, in addition to the use of dry powder, as a secondary complementary
agent. Therefore, in addition to dry powder specified at paragraph 5.19
operators should consider a quantity of gaseous agent provided with a suitable
applicator for use on engine fires. The appropriate minimum quantity delivered
from one or two extinguishers is 9 kg. The discharge rate of the agent should be
selected for optimum effectiveness of the agent. Due regard should be paid to
the requirement to deliver gaseous agent to the seat of the fire at the
recommended discharge rate. Because of the weather conditions prevalent on
rooftop elevated heliports, complementary agents can be adversely affected
during application and training evolutions, and this should be taken into account.
5.24 All helicopters have integral engine fire protection systems (predominantly
Halon) and it is therefore considered that provision of foam as the principal
agent plus sufficient levels of dry powder will form the core of the fire
extinguishing system.
5.25 Dry powder should be of the ‘foam compatible’ type (but not essential where a
water-only DIFFS is used).
5.26 The dry powder and gaseous agents should be sited so that it is readily
available at all times and capable of being transported by one or two responsible
persons.
5.27 Reserve stocks of complementary agents to allow for replenishment as a result
of activation during an incident, or following training or testing, should be held.
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CAP 1264 Chapter 5: Heliport fire fighting services
5.28 Complementary agents should be subject to annual visual inspection by a
competent person and pressure testing in accordance with manufacturers’
recommendations.
Note: Halon extinguishing agents are no longer specified for new installations.
Gaseous agents, including CO2, have replaced them. The effectiveness of CO2
is accepted as being half that of Halon.
The management and maintenance of media stocks
5.29 Consignments of extinguishing media should be used in delivery order to
prevent deterioration in quality by prolonged storage.
5.30 The mixing of different types of foam concentrate may cause serious sludging
and possible malfunctioning of foam production systems. Unless evidence to the
contrary is available it should be assumed that different types are incompatible.
In these circumstances it is essential that the tank(s), pipe work and pump (if
fitted) are thoroughly cleaned and flushed prior to the new concentrate being
introduced.
5.31 It is important to ensure that foam containers and tanks are correctly labelled.
5.32 Induction equipment ensures that water and foam concentrate are mixed in the
correct proportions. Settings of adjustable inductors, if installed, should
correspond with strength of concentrate in use.
5.33 All parts of the foam production system, including the finished foam, where
applicable, should be tested by a competent person on commissioning and
periodically thereafter. The tests should assess the performance of the system
against original design expectations while ensuring compliance with any relevant
pollution regulations.
Equipment
5.34 Consideration should be given to the effects of the weather on static equipment.
All equipment forming part of the facility should be designed to withstand
protracted exposure to the elements or be protected from them. Where
protection is the chosen option, it should be securely fitted but not prevent the
equipment being brought into use quickly and effectively. The effects of
condensation on stored equipment should be considered.
5.35 For night operations sufficient illumination of an incident should be provided.
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CAP 1264 Chapter 5: Heliport fire fighting services
Life-saving equipment
5.36 A first aid kit together with a seat belt cutter should be available in the vicinity of
the landing area and signposted if necessary.
Emergency planning arrangements
5.37 The objective of the emergency plan is to anticipate the affects that a helicopter
emergency might have on life, property, and operations, and to prepare a
course, or courses, of action to minimise those effects, particularly in respect of
preserving lives.
5.38 The emergency plan should provide for the co-ordination of the actions to be
taken in an emergency occurring at the heliport or in its vicinity.
5.39 Emergency instructions should provide details to individuals, or to departments,
of the actions required to initiate the emergency plan.
5.40 The plan should co-ordinate the response or participation of all existing
agencies, which, in the opinion of the Trust / Board and the appropriate local fire
authority, could be of assistance in responding to an emergency.
5.41 The plan should consider the likely delay of responding emergency services
arriving at the heliport response area, and the arrangements to ensure fire
suppression, the resources needed for casualty extraction and the administering
of first aid to casualties.
5.42 The emergency plan should include procedures for assisting passengers
escaping the helicopter, leading them to secure areas away from the scene of
an incident.
5.43 Equipment should be available to ensure that all agencies can effectively
communicate with each other during an emergency, the provision of a control
centre within the building should be considered to coordinate the plan.
5.44 The emergency plan should be tested prior to the initial operation of the heliport
and biennially thereafter.
Further advice
5.45 Advice is available from the CAA’s Aerodrome Standards Department regarding
the choice and specification of fire extinguishing agents and the development of
an emergency plan.
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CAP 1264 Chapter 5: Heliport fire fighting services
5.46 In certain circumstances (see also Appendix F) alternative firefighting
equipment, such as fixed monitors, may be appropriate however this will involve
the provision of trained staff to operate the equipment. A ring-main system
(RMS) may be considered for a heliport with a diameter of less than 20.00 m.
5.47 For further guidance on Initial emergency response requirements for elevated
heliports refer to Appendix F.
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CAP 1264 Chapter 6: Miscellaneous operational standards
Chapter 6
Miscellaneous operational standards
General precautions
6.1 Whenever a helicopter is stationary on board an elevated heliport with its rotors
turning, except in cases of emergency, no person should enter upon or move
about the helicopter landing area otherwise than within the view of a helicopter
flight crew member, and at a safe distance from the engine exhausts and tail
rotor of the helicopter. It may also be dangerous to pass under the main rotor
disc in front of a helicopter which has a low main rotor profile.
6.2 The practical implementation of paragraph 6.1 is best served through
consultation with the helicopter operator for a clear understanding of the
approach paths approved for personnel and danger areas associated with a
rotors-running helicopter. These areas are type specific, but in general, the
approved routes to and from the helicopter are at the 2-4 o’clock and 8-10
o’clock positions. Avoidance of the 12 o’clock (low main rotor profile helicopters)
and the 6 o’clock (tail rotor) danger area positions should be maintained at all
times.
6.3 Personnel should not approach the helicopter while the helicopter anti-collision
(rotating / flashing) beacons are operating.
Helicopter operations support equipment
6.4 Provision should be made for equipment needed for use in connection with
helicopter operations including:
a) Chocks and tie-down strops and;
b) Equipment for clearing the helicopter landing area of snow and ice and of
other contaminants
Note: Anti-icing and de-icing agents for heliports may be sourced from products
that are commercially available for use at aerodromes. Typically, these products
are based on Urea, Glycol or Potassium, and the criteria for the selection of the
most appropriate liquid-form agent, will depend on surface type, intended use,
effectiveness and environmental impact. The requirement for clearance of snow
or ice may be minimised by equipping a purpose built heliport with a heat tracing
system - see Chapter 1, Section 1.32.
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CAP 1264 Chapter 6: Miscellaneous operational standards
6.5 Provision of a suitable power source for starting helicopters should be
considered if helicopter shut-down is seen to be an operational requirement
6.6 Chocks should be compatible with helicopter undercarriage / wheel
configurations. Several types are commonly available: the ‘NATO sandbag’ type,
a ‘rubber triangular’ or ‘single piece fore and aft’ type chock may be used as long
as they are suited to all helicopters likely to operate to the heliport.
6.7 For securing helicopters to tie-down points on the heliport surface it is
recommended that adjustable tie-down strops are used in preference to ropes.
Specifications for tie-downs should be agreed with helicopter operator(s).
February 2016 Page 75
CAP 1264 Chapter 7: Heliports located on raised structures
Chapter 7
Heliports located on raised structures
Concept and definition
7.1 For new build installations at UK hospitals there is an increasing demand to
specify heliports located on raised structures which due of their elevation above
surface (ground) level (by definition less than 3m above the surrounding terrain
on at least two sides) are categorised as neither elevated heliports nor as
heliports at surface (ground) level. It becomes necessary therefore to provide
both a stand-alone definition and additional good practice guidance for heliports
located on low level raised structures. The guidance set out in the following
chapter should be read, as appropriate, in conjunction with chapters 1 through to
6.
7.2 In the glossary of terms and abbreviations a Heliport on a raised structure is
defined as a heliport located on a raised structure which is less than 3m above
the surrounding terrain. Typically such arrangements consist in a purpose built
helicopter landing area located on top of a single storey building or structure,
which invariably will make use of the area beneath the heliport for non-aviation
purposes such as for hospital car parking. See Figure 1 below.
Figure 1: A heliport on a raised structure over a car park
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CAP 1264 Chapter 7: Heliports located on raised structures
Introduction
7.3 According to Table 1 in Chapter 1 which provides a subjective comparison of
heliport facilities based at ground level, mounded, raised structure and elevated
(rooftop) sites, for most aspects of the design and operation of a heliport located
on a raised structure the ease or difficulty of meeting each of the listed criterion
is comparatively determined as “amber” i.e. moderate. However, when it comes
to building costs, especially if addressing a case for a deck integrated fire
fighting service (DIFFS) the colour coded ‘rating’ would advance to “red”. In
practice the case for an integrated FFS will be dependent on the outcome of a
risk assessment conducted by the heliport operator. Where an integrated FFS is
deemed necessary it is expected the assumptions used to determine the key
design characteristics / performance of the DIFFS will be the same as for an
elevated heliport. For a heliport on a raised structure, the FFS provision is further
discussed in Section 6 of this chapter (and in Chapter 5 for elevated heliports).
7.4 Although the building costs are likely to be in a similar ballpark to those where
the specification is for a rooftop structure, depending on the fire fighting strategy
/ philosophy, the overall costs of a raised heliport may be lower than for a
rooftop facility. However, when it comes to the preservation of unobstructed flight
paths to and from the heliport, and the mitigation of rotor downwash effects, a
raised heliport has more in common with a surface (ground) level heliport than
with a rooftop heliport, particularly if the latter is located multiple storeys above
the level of the surrounding surface. Therefore, for a raised heliport care needs
to be exercised to ensure unobstructed flight paths are not encroached upon /
compromised by other developments, which may grow up in the vicinity of the
heliport, especially if siting of a new structure more than a single storey above
the surface. Unless future developments at the hospital is strictly controlled and
limited, with the growth of obstacles it is possible in time that an operation to a
raised heliport will be compromised and become restricted, or in the worst case,
the heliport may become unusable due to obstructions around the heliport.
Further guidance on safeguarding an HLS is provided in CAP 738.
7.5 In addition to the impact of obstacles, designers need to be aware of the effects
caused by helicopter rotor downwash and blade tip vortices on persons and
property (particularly loose objects) that may be present in the vicinity of, and
below, the heliport. As for a surface level heliport it is prudent to establish a
downwash zone around the touchdown and lift-off area which during helicopter
operations is kept clear of people and loose articles (e.g. light and insecure
objects) to avoid injuries and damage from any debris that might be disturbed as
a result of downwash or blade tip vortices. For small to medium air ambulance
helicopters a 30m downwash zone is recommended. For large helicopters such
as are operated in the SAR role, and for military helicopters, an extended
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CAP 1264 Chapter 7: Heliports located on raised structures
downwash zone should be provided which is typically 50m – 65m beyond the
centre of the touchdown and lift-off area.
Helicopter performance considerations
7.6 Consistent with the concept and definition for a raised heliport (see Section 1)
unless specifically stated otherwise by the Rotorcraft Flight Manual (RFM), the
dimensional requirements published in the RFM applicable for the ground level
(PC1) helipad procedure should be assumed for operations to a raised heliport.
7.7 An approved ‘helipad’ take-off profile for a surface level heliport usually entails
an upwards and rearwards (or sideways) manoeuvre or a vertical lift, all to a pre-
determined point called the take-off decision point (TDP), whereupon if all is
well, the helicopter will transition into forward flight. Should the engine fail while
the helicopter is climbing initially to TDP, using the available visual references
provided at the heliport, a pilot is able to land safely back on the surface (hence
a need for dimensions that incorporate a rejected take-off area and for load
bearing capabilities of the surface that will accommodate a ‘one-engine-
inoperative’ emergency landing). For the take-off manoeuvre, if an engine
should fail after the initiation of transition into forward flight, at or beyond TDP,
the pilot is able to swap height for speed and continue his departure manoeuvre
from the heliport avoiding all obstacles on the surface by a vertical margin of not
less than 35’. For the landing manoeuvre, if an engine should fail at any point at
or before the landing decision point (LDP), it is possible either to land and stop
within the available landing area or to perform a baulked landing and clear all
obstacles in the flight path by a vertical margin of 35’.
7.8 Where an upwards and rearwards profile is flown according to approved
techniques in the RFM, it will be necessary to consider and account for
obstacles that may be present underneath the flight path during a helicopter’s
back-up manoeuvre to take-off decision point. An illustration of this concept is
shown in Appendix C for a helicopter that utilises an upwards and backwards
manoeuvre (e.g. EC 135); and illustrates the prescribed limitation surfaces
imposed for the restriction of obstacles permitted to be present on the surface
beneath the back-up portion of the profile flown. This basic generic illustration is
extracted from EASA Acceptable Means of Compliance and Guidance Material
to Part-CAT (AMC1 CAT.POL.H.205 (e)). CAT.POL.H.205 (e) requires that for a
take-off using a backup or lateral transition procedure, with the critical engine
failure recognition at or before the TDP, all obstacles in the back-up or lateral
transition area shall be cleared by an adequate margin.
Note: Where large or very large helicopters are required to operate to a heliport
it is important to consider the third party risk posed to persons and property on
the ground, in particular as a result of the downwash effect generated. Where
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CAP 1264 Chapter 7: Heliports located on raised structures
effects are pronounced the provision of a raised heliport, being only within 3m of
the surrounding surface, may not be the appropriate option; in this case a better
option could be to provide an elevated heliport located above the tallest building
within the hospital complex, or, to cater for large or very large helicopters, a
surface level HLS located well away from the environment of the congested
hospital (e.g. in a near-by playing field).
Physical characteristics
7.9 Designers of heliports on raised structures when considering the physical
characteristics of the facility should pay careful attention to Chapter 3 of this
CAP. In particular, wherever practical, the heliport design considerations in
relation to environmental effects including mitigation of turbulence and thermal
effects should make use of the same good design practices applied for purpose-
built elevated (roof top) heliports; and the environmental criteria within Section 2
of Chapter 3 should be adopted. The heliport structural design requirements of
Section 3 are also pertinent to a purpose-built raised structure. The basic size
and obstacle requirements for the heliport, the characteristics of the surface, the
tie-down arrangement, the safety netting and access / egress arrangements will
be very similar, if not identical, to best practice applied for a rooftop elevated
heliport. Even the provision of a lift or a dedicated ramp may be an important
design feature for a raised heliport.
Visual aids
7.10 The marking and lighting requirements for a raised heliport are considered
identical to those specified in Chapter 4 and Appendix D for a rooftop (elevated)
heliport. The process for assessment of obstacle markings and, in particular, for
obstacle lighting may be more demanding for a raised heliport due to the
relatively lower elevation of the landing area in relation to dominant obstructions;
much lower in elevation than for a rooftop heliport. Consequently there could be
more dominant obstacles (buildings etc) in the vicinity of a raised heliport for
which full consideration of obstacle lighting and marking needs to be given.
7.11 In respect to wind direction indicator(s), it is recommended that at least one wind
sock be located in clean air at heliport level. Consideration should be given to
increasing the dimensions of the windsock to be compatible with the ‘sock
specified for a surface level heliport i.e. 2.4m in length with a 0.6m diameter
cone at the larger end and a 0.3m diameter cone at the smaller end. For other
marking requirements follow Chapter 4, Section 1.
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CAP 1264 Chapter 7: Heliports located on raised structures
7.12 For advice and guidance on the specifications for helicopter ground and air
taxiways and helicopter stands in support of a raised heliport refer to Appendix
E.
Heliport Rescue and Fire Fighting Services (RFFS)
7.13 For heliports located less than 3m above the surrounding terrain that are not
arranged over an occupied building, the provision of integral on-site Fire Fighting
Services (FFS) is not considered mandatory provided it can be demonstrated
through a risk analysis that any additional risks that arise due to the location
and/or elevation of the heliport are fully mitigated. However, if the opportunities
for saving lives is to be maximised an essential element of a risk analysis is the
requirement to ensure an effective fire-fighting intervention (e.g. by Local
Authority Fire and Rescue Appliances) that guarantees rapid, unimpeded access
to any location on the landing area to address all reasonably foreseeable
helicopter fire scenarios that may occur on the heliport. Where the level of risk is
deemed to support an immediate dedicated response capability, guidance to
select an appropriate standard is provided in CAP 789, Annex 3 to Chapter 21.
For the design and provision of a deck integrated fire fighting system, to provide
a rapid knock down and suppression of a heliport fire (e.g. worse case helicopter
crash and burn), Chapter 5 of this CAP should be read and may be similarly
applied to a raised heliport.
Miscellaneous operational standards
7.14 Operators of heliports on raised structures should follow the best practice in
Chapter 6, General Precautions (Sections 6.1 to 6.3) and Helicopter Operations
Support Equipment (Sections 6.4 to 6.6).
February 2016 Page 80
CAP 1264 Chapter 8: Surface level and mounted heliports
Chapter 8
Surface level and mounted heliports
Concept and definition
8.1 For new build installations at UK hospitals, often the most cost efficient and
simplest solution for the siting of a heliport is to provide a dedicated facility at
surface (ground) level. On occasions, to achieve adequate clearance from
obstacles that may be situated on the ground around a heliport, but protrude
above protected surfaces, it may be possible to improve the obstacle
environment by providing a mounded heliport suitably landscaped to rise above
obstacles on the adjacent surrounding surface. Philosophically this is still
regarded as a surface level heliport but is somewhat different from a heliport that
is provided on flat ground at surface level. The two arrangements are illustrated
at Figure 1 (surface level heliport) and Figure 2 (mounded heliport) below. Since
each variation is distinct from a heliport on a raised structure (see Chapter 7) or
an elevated heliport on a rooftop (see Chapter 1-6) it is necessary to provide
both a definition and some additional good practice guidance for heliports
designed at surface level; whether or not forming a mounded arrangement.
Supplementary guidance is set out in the following chapter which should be
read, as appropriate, in conjunction with chapters 1 through to 6.
8.2 According to the glossary of terms and abbreviations a Surface Level heliport
includes a heliport located on the ground which when specifically prepared and
landscaped, may exist as a mounded heliport. See Figures 1 and 2 below.
February 2016 Page 81
CAP 1264 Chapter 8: Surface level and mounted heliports
Figure 1: A heliport at surface (ground) level (Romford Hospital helipad)
Figure 2: A mounded heliport at surface level (Ospedale Negrar)
February 2016 Page 82
CAP 1264 Chapter 8: Surface level and mounted heliports
Introduction
8.3 According to Table 1 in Chapter 1 comparing the design and construction of
heliport facilities at ground level, mounded, raised and elevated (rooftop) sites,
for the cost element of the design and for the operation of a ground level
heliport, the ease or difficulty of meeting each criterion is comparatively gauged
as “green” i.e. easiest. However, while a facility located at ground level is likely
to be least expensive to construct and to operate it is also likely to be the most
difficult to provide (and to maintain) clear and unobstructed flight paths to and
from the heliport and is also likely to be more prone to the adverse effects of
rotor downwash in the vicinity of the heliport. Given also the general scarcity of
available real estate at hospitals, it is likely to be a significant challenge to locate
a surface level heliport that is both within easy access of ED but sufficiently
remote to ensure control of rotor downwash effects which might otherwise have
a detrimental impact on persons and property around the heliport. To mitigate
the potential adverse effects of rotor downwash, for small-medium air ambulance
helicopters it is recommended that a 30m downwash zone be established all
around the touchdown and lift-off area which, during helicopter operations, is
kept clear of people and loose articles or light or insecure objects to avoid
injuries and damage from any debris that might be disturbed by the mass
downwash effect and/or by vortices generated at the blade tips. For large and
very large helicopters, where the effects of rotor downwash are likely to be more
pronounced an appreciably larger downwash zone should be considered;
typically a 50m – 65m zone should be provided and measured from the centre of
the touchdown and lift-off area.
8.4 Also unless future development at the hospital is strictly controlled and limited it
is possible, in time, that the operation of a ground level site will become
restricted or even unusable where the environment around the heliport is
compromised due to other developments (this has been the experience at
several surface level heliports in the UK where uncontrolled development around
the heliport has forced helicopter operations to cease). Further guidance on
safeguarding an HLS is provided in CAP 738.
8.5 The overall cost of providing a surface level heliport, whether or not on a mound,
will be significantly impacted by the decision whether or not to provide an
integral Fire Fighting Service (FFS) at the heliport (effectively mandated for an
elevated heliport – see Chapter 5). For heliports at surface level this is further
discussed in section 8.19 of this chapter.
February 2016 Page 83
CAP 1264 Chapter 8: Surface level and mounted heliports
Helicopter performance considerations
8.6 For heliports that are specifically located on the surface (i.e. at ground level)
according to the Rotorcraft Flight Manual (RFM), the performance requirements
and handling techniques may involve either a ‘clear area’ procedure, a ‘short-
field’ procedure or similar ‘helipad’ profiles and techniques as are utilised for an
elevated or raised heliport (see chapters 3 and 7).
8.7 A helicopter performing a clear area procedure at a surface level site such as in
a large field is optimised for take-off by accelerating from a low hover, and
remaining close to the surface until the helicopter achieves a safe single engine
climb-out speed; typically about 30 to 40 kts. If an engine fails during the
acceleration phase the take-off can be aborted and a safe forced landing
performed in an obstacle free area having a surface capable of accommodating
loads generated by a rejected take-off. The amount of clear area required for a
typical air ambulance helicopter is in the order of 250 to 300 metres. A clear area
procedure will generate the best pay-load but requires the most ground space to
complete the manoeuvre safely.
8.8 A compromise between a clear area procedure and a vertical take-off and
landing profile is a short field procedure. This profile applies some characteristics
from both the clear area and the vertical procedure, generating reasonable pay
loads by utilising a technique that requires less ground space than for a clear
area procedure.
8.9 Another approved take-off profile for a surface heliport entails an upwards and
rearwards manoeuvre or a vertical lift, to a pre-determined point called the take-
off decision point (TDP), whereupon if all is well the helicopter will transition into
forward flight. Should the engine fail while the helicopter is climbing initially to
TDP the pilot is able to land safely back on the heliport (hence the need for
added dimensions which incorporate a rejected take-off area and for load
bearing characteristics on the surface which accommodate a ‘one-engine-
inoperative’ emergency landing). If an engine should fail after initiating the
transition into forward flight, at or beyond TDP, the pilot is able to swap height for
speed and, in accordance with performance class one procedures, continue his
take-off and departure manoeuvre from the heliport avoiding all obstacles on the
ground by a vertical margin of not less than 35 feet. (The surfaces prescribed for
heliports designed for helicopters operated in performance class one is
addressed in Chapter 3, Table 4-1).
8.10 Where an upwards and rearwards profile is flown according to approved
techniques in the RFM, it will be necessary to consider and account for
obstacles that may be present underneath the flight path during a helicopter’s
rearward manoeuvre up to take-off decision point. An illustration of concept is
shown in Appendix C which illustrates typical prescribed limitation surfaces
February 2016 Page 84
CAP 1264 Chapter 8: Surface level and mounted heliports
imposed for the restriction of obstacles permitted to be on the surface beneath
the back-up portion of the profile flown. Designers of heliports should be aware
that Appendix C is for illustration of concept purposes only and where profiles
are to be operated using these techniques, reference to up-to-date type-specific
RFM data will need to be applied. The illustration in Appendix C is extracted
from EASA Acceptable Means of Compliance and Guidance Material to Part-
CAT (AMC1 CAT.POL.H.205 (e)).
Note: Where large or very large helicopters are required to operate to a hospital
it is important to consider the third party risk posed to persons and property on
the ground, in particular as a result of the significant downwash generated by
large and very large helicopters (see section 8.3 above regarding the provision
of a minimum 50m – 65m downwash zone). In this case the provision of a
dedicated surface level or mounded heliport within the hospital complex may not
be an appropriate option; a better option could be to identify an additional HLS
well away from the congested hospital which may be operated by large or very
large helicopters (e.g. in near-by playing fields).
Physical characteristics
8.11 Designers of heliports at surface level when considering the physical
characteristics of the FATO should pay careful attention to Chapter 3 of this
CAP. In particular, wherever practical, the heliport design considerations in
relation to environmental effects including mitigation of turbulence and
temperature effects should make use of the good design practices applied to
purpose-built structures and the relevant ‘environmental’ criteria within section 2
of Chapter 3. The heliport structural design requirements of the ICAO Heliport
Manual are applied for a surface level heliport noting that as designs have to
accommodate helicopters operating in performance class 1, the surface should
be capable of withstanding a rejected take-off, which may well equate to an
emergency landing. Therefore, in accordance with the ICAO Heliport Manual,
the bearing strength of the FATO, incorporating the rejected take-off area,
should cover an emergency landing with a rate of descent of 3.6 m/s. The
design load in this case should be taken as 1.66 times the maximum take-off
mass of the heaviest helicopter for which the FATO is intended.
8.12 In accordance with Annex 14 Volume II (section 3.1), the FATO should provide
rapid drainage with a mean slope in any direction not exceeding 3%. No portion
of the FATO should have a local slope exceeding 5%. In addition the surface of
the FATO should be resistant to the effects of rotor downwash and be free of
irregularities that would adversely affect the take-off or landing of helicopters
operated in performance class 1.
February 2016 Page 85
CAP 1264 Chapter 8: Surface level and mounted heliports
8.13 The touchdown and lift-off area (the TLOF) will normally be located within the
FATO. The TLOF should be a minimum of 1D, and be dynamic load bearing with
a mean slope not exceeding 2%; but sufficient to prevent the accumulation of
water.
8.14 Surrounding the FATO will be a safety area out to an overall dimension of at-
least 2D. (See Figure 3 below) The surface of the safety area abutting the FATO
should be continuous with the FATO, and when solid should not exceed an
upward slope of 4% outwards from the edge of the FATO. Objects located
around the edge of the FATO such as perimeter lighting should be located in the
safety area and should not penetrate a plane originating at a height of 25 cm
above the plane of the FATO (minimum distance of essential objects from the
centre of the FATO should be 0.75D). The surface of the safety area should be
treated to prevent flying debris caused by rotor downwash.
Note: There should be a protected side slope rising at 45 degrees from the edge
of the safety area to a distance of 10m whose surface should not be penetrated
by obstacles, except that when obstacles are located to one side of the FATO
only, they may be permitted to penetrate the side slope surface.
Figure 3 FATO and associated safety area
8.15 For helicopter operations in PC1 a helicopter clearway would need to be
considered and, where provided, located beyond the end of the FATO. The
February 2016 Page 86
CAP 1264 Chapter 8: Surface level and mounted heliports
width of the clearway should not be less than that of the associated FATO plus
safety area and the ground should not project above a plane having an upward
slope of 3% (the lower limit of this plane is located on the periphery of the
FATO). Any objects situated within the helicopter clearway which may endanger
helicopters in the air should be regarded as obstacles and therefore removed.
The definition for a helicopter clearway is provided in the glossary of terms and
abbreviations.
8.16 The design requirements for helicopter ground and air taxiways and helicopter
stands provided in support of surface level heliports are addressed in detail in
Appendix E.
Visual aids
8.17 In respect to wind direction indicator(s), it is recommended that at least one
windsock is located in clean air above surface level. The dimensions of the ‘sock
should be compatible with that provided in Annex 14 Volume II for surface level
heliports i.e. 2.4m in length with a 0.6m diameter cone at the larger end and a
0.3m diameter cone at the smaller end. For heliport marking requirements
surface level heliports should follow Chapter 4 except that the background
colour of the heliport may be left unpainted, provided that good conspicuity with
the immediate surrounding terrain is maintained (note: it would be unhelpful to
paint the background dark green if the adjacent area is grass – See Figure 1.
For heliport lighting arrangements, where these are required to be displayed for
operations at night, surface level heliports may follow the good practice
disseminated in CAA’s letter to industry dated 16 February 2007 reference:
10A/254/24.This letter is available on request from CAA, Flight Operations
(Helicopters). Alternatively, heliport lighting systems incorporating a lit “H” and
touchdown / positioning marking circle may be provided as described in detail in
Appendix D.
8.18 The marking and lighting requirements for helicopter ground and air taxiways
and helicopter stands provided in support of surface level heliports are
addressed in detail in Appendix E.
Heliport Rescue and Fire Fighting Services (RFFS)
8.19 For heliports located at surface level or mounded heliport sites that are assumed
to have access to Local Authority Fire and Rescue Appliances, the provision of
on-site Fire Fighting Services (FFS) is not considered mandatory provided it can
be demonstrated through a risk analysis that any additional risks that arise due
to the location and/or elevation of the heliport are fully mitigated. However, if the
opportunities for saving lives are to be maximised an essential component of
February 2016 Page 87
CAP 1264 Chapter 8: Surface level and mounted heliports
any risk analysis is a requirement to ensure an effective fire-fighting intervention
(e.g. by Local Authority Fire and Rescue Appliances) that guarantee rapid,
unimpeded access to any location on the heliport to address all reasonably
foreseeable helicopter fire scenarios that may occur on the heliport. Where the
level of risk is deemed to support an immediate dedicated response capability,
guidance on the selection of an appropriate standard is provided in CAP 789,
Annex 3 to Chapter 21.
Miscellaneous operational standards
8.20 Operators of surface level heliports should follow the best practice in Chapter 6,
section 1 ‘General Precautions’ and section 2 ‘Helicopter Operations Support
Equipment’.
February 2016 Page 88
CAP 1264 Appendix A: Heliport checklist
Appendix A
Heliport checklist
Example of core items checklist
AERODROME: <Insert Name> Hospital Helicopter Landing Site
Core items Inspection of <Insert Name> Hospital
Helicopter Landing Site
1 Helideck dimensions
2 Surface landing area (elevated helipad) Following satisfactory review of final helipad
drawings and feasibility study report by
3 Helideck lighting
XXXXX and XXXXX, a site visit and inspection
4 Helideck environment
was undertaken on <insert date>, in
5 Visual aids accordance with
6 Obstacle protected surfaces
International Civil Aviation Organisation
7 Rescue and fire service provisions International Standards and Recommended
8 Extinguishing media Practices (Annex 14
9 Platform facility
Volume II), HBN 15:03, UK Air Navigation
10 Personal protective equipment Order and Rules of Air Regulations, European
11 Media discharge test Aviation Safety Agency (Air Operations
12 Fire-fighter accommodation Regulations), operational, maintenance and
training regulations which may affect the future
13 Personal protective equipment
operation of the heliport.
14 Fire fighter staffing and competency
On meeting the relevant criteria, CAAi will
issue Certificate of Completion to certify that
the helipad is ready for flight operations.
The following persons were present during the
site visit and inspection:
<List names and organisations of those
present> This document forms the outcome of
the site visit and inspection including detail of
actions required.
Report produced by: XXXX and XXXX For
CAA International Ltd
Date: <insert date>
February 2016 Page 89
CAP 1264 Appendix A: Heliport checklist
1 Helideck Action
Dimensions
1.1 Helideck dimensions (length
and width, or diameter) in
metres
1.2 Deck shape (circular,
square, octagonal, other)
1.3 Load bearing category (limit
in metric tonnes to 1
decimal place)
1.4 Scale drawings of helipad
arrangements including
helipad as marked drawing
2 Surface Landing Area Action
Conditions (Elevated
Helipad)
2.1 Type of Surface, condition,
friction characteristics
(aggregate added to paint
for markings, friction test to
validate), markings
contaminant free
2.2 Perimeter safety netting (not
less than 1.5m wide and not
more than 2.0m wide (drop
test certificate by supplier.
No hazardous gaps in all
round defence).
2.3 Tie-down points (recessed
into surface, for pattern
see CAP 437, Chapter 3,
Figure 3)
2.4 Helideck – Leak test
2.5 Bolting Control
Report
February 2016 Page 90
CAP 1264 Appendix A: Heliport checklist
3 Helideck Lighting Action
3.1 Helideck lighting
design
3.2 Night Lighting Test
3.3 Conditions and
security of ramp,
safety netting,
handrails, surface
and operational
and associated
domestic lighting
(that it does not
present a glare
issue for the pilot)
3.4 Standby generator
4 Environment Action
4.1 Has the heliport
been subjected to
appropriate wind
tunnel testing or
CFD analysis
4.2 Minimum 3m air-
gap beneath the
helipad
4.3 Turbulence
generators, Flues
and other exhausts
4.4 Adjacent fixed,
mobile, structures
and turbulence
generators
4.5 Choice of
preferred approach
departure flight
paths to optimise
wind and
noise, nuisance
considerations (at
least two
approach and
take-off climb
surfaces present)
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CAP 1264 Appendix A: Heliport checklist
5 Obstacle Action
Protected
Surfaces
(minima)
5.1 Obstacle-free
sectors, 2 flight
paths ideally
separated by 180
degrees
5.2 No obstacles on
the operational
surface of the
helipad (within the
perimeter white
lines) exceeding
25mm and no
essential obstacles
around the landing
area surface or in
the surrounding
Safety Area higher
than 250mm.
(includes helipad
lighting, foam
monitors, any
handrails)
6 Visual Aids Action
6.1 Markings, friction
characteristics
when dry and wet;
(brushed concrete,
metal ribbed, sand
blasted or epoxy
resin painted
finish)
6.2 General condition,
good contrasting
colour and
dimensions of
painted markings;
(non slip paint,
not thermoplastic
types)
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CAP 1264 Appendix A: Heliport checklist
6.3 Location / colour of
H (red, 3m x 1.8m
x 0.4m minimum,
set over a white
cross)
6.4 Touchdown and
lift-off circle, width
and diameter
(surrounding white
cross)
6.5 D-value marked
in two locations
within perimeter
line (elevated
helipads only)
6.6 Maximum
allowable mass
marking to one
decimal place
e.g. 9.3t (elevated
helipads only)
6.7 Illuminated wind
indicator, size /
colour of wind
sleeve, location,
lighting and access
for servicing
6.8 Perimeter lighting
(colour- green,
condition and
operational spaced
every 3m)
6.9 Floodlighting (type,
numbers, condition,
adjustment and
operation)
6.10 Obstruction lighting
(location,
accessibility,
condition and
operation)
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CAP 1264 Appendix A: Heliport checklist
6.11 Marking of
dominant obstacles
close to heliport /
helipad, prohibited
landing approach
sectors (as
required)
6.12 CCTV
6.12 Anemometer / wind
speed
6.13 Helideck de-icing
facility
6.14 Shielding of
ambient / domestic
lighting sources
from helipad
operations
6.15 Glide slope
indicator (HAPI) if
provided
6.16 Heliport Beacon, if
provided
6.17 Other lighting aids
(e.g. flight path
alignment
guidance lighting) ,
if provided
RFFS Provisions
7 Minimum Scale Action
of Service
7.1 RFFS Protection
(H1 or H2)
Elevated
7.2 Day or Night or
both
7.3 Refuelling
February 2016 Page 94
CAP 1264 Appendix A: Heliport checklist
8 Extinguishing Action
Equipment &
Media
8.1 Fire Protection
and Completion
Certificate
8.2 Principal Fire
fighting agent Type
and Certificate of
Conformity
8.3 • Location
8.4 • Quantity
8.5 • Shelf life
8.6 Foam Monitor
9 Extinguishing Action
Media (Water)
9.1 Water supply
(500ltr/1min)
10 Platform Action
10.1 • Access
10.2 • Fire fighting
platform
10.3 • Emergency
egress
10.4 • Waterproof
storage cabinets
10.5 • Rescue equipment
as per CAP 437
(branch pipe, hose,
rescue equipment)
10.6 Drainage
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CAP 1264 Appendix A: Heliport checklist
11 Discharge test Action
11.1 Water & foam
discharge output
test.
11.2 Isolate each
monitor
Full coverage
of the helipad
in moderate
wind conditions
(15knts) should
be demonstrated
by each monitor
or by 1 monitor
and hand line
prepositioned
upwind.
• Jet range
• Spray pattern
11.3 Operate the hose
line to reach all
parts of the deck
11.4 Refill Test
11.5 Foam Sample Test
a • Induction
b • Expansion
c • Drainage
11.6 Flush system
11.7 Replenish
12 RFFS Domestic Action
Accommodation
Facility
12.1 Accommodation
facility
13 Fire-fighters PPE Action
13.1 Helmet, flashood,
tunic, leggings,
boots, gloves, RPE
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CAP 1264 Appendix A: Heliport checklist
14 Staffing Levels Action
and Emergency
Procedures
14.1 Normal and
emergency access
/ egress points to
and from helipad
and fire fighting
platforms
14.2 Building / LFB alert
system and access
to helipad through
building fire core
or external RFFS
staircase
14.3 Helipad, normal
and emergency
communication
system
14.4 Check warning
notice on access
approach routes to
helipad
14.5 Check availability of
helipad operational
/ no fly flag (yellow
cross on red
background)
14.6 Provision of a
Helipad operating
manual
14.7 RFFS crewing level
14.8 RFFS training,
competence,
qualification
14.9 RFFS Rescue
equipment
14.10 Medical equipment
14.11 Emergency planning
arrangements
14.12 Arrangements for
LAFRS to familiarise
with the location and
access routes
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CAP 1264 Appendix A: Heliport checklist
14.13 Off helipad incident
response capability
14.14 Bird scaring
mechanism
Notes
Issue of Certificate: Yes / No
Items detailed with actions will need to be addressed satisfactorily to meet the relevant criteria.
February 2016 Page 98
CAP 1264 Appendix B: Bibiography
Appendix B
Bibiography
Civil Aviation Authority – CAPs and research papers
CAP 168 Licensing of Aerodromes
CAP 437 Standards for Offshore Helicopter Landing Areas (7th
Edition,
AL2013-01)
CAP 452 Aeronautical Radio Station Operator’s Guide
CAP 637 Visual Aids Handbook
CAP 738 Safeguarding of Aerodromes
CAP 748 Aircraft Fuelling and Fuel Installation Management
CAP 789 Requirements and Guidance Material for Operators
CAP 793 Operating Practices at Unlicensed Aerodromes
CAP 1077 Specification for an Offshore Helideck Lighting System
CAA Paper 98002 Friction Characteristics of Helidecks on Offshore Fixed-
Manned Installations
CAA Paper 2007/02 Visualisation of Offshore Gas Turbine Exhaust Plumes
CAA Paper 2008/03 Helideck Design Considerations: Environmental Effects
International Civil Aviation Organisation (ICAO) and European
Aviation Safety Agency (EASA)
ICAO Annex 14 Volume II Heliports (4th Edition, July 2013)
ICAO Doc 9261/AN 903 Heliport Manual (1995)
ICAO Annex 6 Part III International Operations – Helicopters
EASA Requirements for Air Operators, Operational Requirements Part-OPS, Annex IV
Part-CAT or Annex VI Part-SPA
February 2016 Page 99
CAP 1264 Appendix B: Bibiography
Other publications
BHA helicopter site keepers guidance www.britishhelicopterassociation.org
The Health and Safety at Work etc Act 1974 HMSO 1974
Oil and Gas UK Guidelines for the Management of Aviation Operations Issue 6 April 2011
Department of Health, Health Building Note 15:03: Hospital helipads (2008) – now
withdrawn
Association of Air Ambulances – Rotor Aircraft Landing Facilities, Light / Medium Aircraft
Report December 2014
February 2016 Page 100
CAP 1264 Appendix C: An illustration of obstacle clearances in the backup area
Appendix C
An illustration of obstacle clearances in the backup
area
Obstacle clearances in the backup area
C1 The requirements in CAT.POL.H.205(e) has been established in order to take into
account the following factors:
1. in the backup: the pilot has few visual cues and has only to rely on
the altimeter and sight picture through the front window (if flight path
guidance is not provided) to achieve an accurate rearward flight path;
2. in the rejected take-off: the pilot has to be able to manage the
descent against a varying forward speed whilst still ensuring an
adequate clearance from obstacles until the helicopter gets in close
proximity for landing on the FATO; and
3. in the continued take-off: the pilot has to be able to accelerate to
VTOSS (take- off safety speed for Category A helicopters) whilst
ensuring an adequate clearance from obstacles
C2 The requirements of CAT.POL.H.205(e) may be achieved by establishing
that:
1. in the backup area no obstacles are located within the safety zone
below the rearward flight path when described in the AFM (see
Figure 1, in the absence of such data in the AFM, the operator
should contact the manufacturer in order to define a safety zone); or
2. during the backup, the rejected take-off and the continued take-off
manoeuvres, obstacles clearance is demonstrated to the competent
authority.
February 2016 Page 101
CAP 1264 Appendix C: An illustration of obstacle clearances in the backup area
Figure 1: Rearward flight path
C3 An obstacle, in the backup area, is considered if its lateral distance from the nearest
point on the surface below the intended flight path is not further than:
1. half of the minimum FATO (or the equivalent term used in the AFM) width
defined in the AFM (or, when no width is defined 0.75 D, where D is the
largest dimension of the helicopter when the rotors are turning); plus
2. 0.25 times D (or 3m, whichever is greater); plus
3. 0.10 for VFR day, or 0.15 for VFR night, of the distance travelled from the
back of the FATO (see Figure 2).
Figure 2: Obstacle accountability
February 2016 Page 102
CAP 1264 Appendix D: Specification for heliport lighting scheme
Appendix D
Specification for heliport lighting scheme: comprising
perimeter lights, lit touchdown / positioning marking
and lit heliport identification marking
Overall Operational Requirement
D1 The whole lighting configuration should be visible over a range of 3600 in
azimuth.
D2 The visibility of the lighting configuration should be compatible with operations in
a meteorological visibility of 3000m.
D3 The purpose of the lighting configuration is to aid the helicopter pilot perform the
necessary visual tasks during approach and landing as stated in Table 1.
Table 1: Visual tasks during approach and landing
Phase of Approach Visual Task Visual Cues / Aids Desired Range (NM)
3000m met. vis.
Heliport Location and Search for heliport Shape of heliport; 1.1 (2km)
Identification within the hospital colour of heliport;
complex. luminance of heliport
perimeter lighting.
Final Approach Detect helicopter Apparent size / shape 0.75 (1.4 km)
position in three axes. and change of size /
shape of heliport.
Detect rate of change of
position. Orientation and change
of orientation of known
features / markings /
lights.
Hover and Landing Detect helicopter Known features / 0.03 (50 m)
attitude position and rate markings / lights.
of change of position in Heliport texture.
three axes (six degrees
of freedom).
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D4 The minimum intensities of the lighting configuration should be adequate to
ensure that, for a minimum Meteorological Visibility (Met. Vis.) of 3000 m and an
illuminance threshold of 10-6.1 lux, each feature of the system is visible and
useable at night from ranges in accordance with D5, D6 and D7 below.
D5 The Perimeter Lights are to be visible at night from a minimum range of 1.1 NM.
D6 The Touchdown / Positioning Marking (TD/PM) circle on the heliport is to be
visible at night from a range of 0.75 NM.
D7 The Heliport Identification Marking (‘H’) is to be visible at night from a range of
0.375 NM.
D8 The design of the Perimeter Lights, TD/PM circle and ‘H’ should be such that the
luminance of the Perimeter Lights is equal to or greater than that of the TD/PM
circle segments, and the luminance of the TD/PM circle segments equal to or
greater than that of the ‘H’.
Definitions
The following definitions should apply.
Lighting element
D9 A lighting element is a light source within a segment or sub-section and may be
discrete (e.g. a Light Emitting Diode (LED)) or continuous (e.g. fibre optic cable,
electro luminescent panel). An individual lighting element may consist of a single
light source or multiple light sources arranged in a group or cluster, and may
include a lens / diffuser.
Segment
D10 A segment is a section of the TD/PM circle lighting. For the purposes of this
specification, the dimensions of a segment are the length and width of the
smallest possible rectangular area that is defined by the outer edges of the
lighting elements, including any lenses / diffusers.
Sub-section
D11 A sub-section is an individual section of the ‘H’ lighting. For the purposes of this
specification, the dimensions of a sub-section are the length and width of the
smallest possible rectangular area that is defined by the outer edges of the
lighting elements, including any lenses / diffusers.
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CAP 1264 Appendix D: Specification for heliport lighting scheme
The perimeter light requirement
Configuration
D12 Perimeter lights, spaced at intervals of not more than 3 m, should be fitted
around the perimeter of the landing area of the heliport as described in section
4.16 of Chapter 4.
Mechanical constraints
D13 The perimeter lights should not exceed a height of 25 cm above the surface of
the heliport.
Light intensity
D14 The minimum light intensity profile is given in Table 2 below:
Table 2: Minimum light intensity profile for perimeter lights
Elevation Azimuth Intensity (min)
0 0
0º to 10º -180 to +180 30 cd
0 0
>10º to 20º -180 to +180 15 cd
0 0
> 20º to 90º -180 to +180 3 cd
D15 No perimeter light should have an intensity of greater than 60 cd at any angle of
elevation. Note that the design of the perimeter lights should be such that the
luminance of the perimeter lights is equal to or greater than that of the TD/PM
circle segments.
Colour
D16 The colour of the light emitted by the perimeter lights should be green, as
defined in ICAO Annex 14 Volume 1 Appendix 1, paragraph 2.1.1(c), whose
chromaticity lies within the following boundaries:
Yellow boundary x = 0.360 – 0.080y
White boundary x = 0.650y
Blue boundary y = 0.39 – 0.171x
Serviceability
D17 The perimeter lighting is considered serviceable provided that at least 90% of the
lights are serviceable, and providing that any unserviceable lights are not
adjacent to each other.
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The touchdown / positioning marking circle requirement
Configuration
D18 The lit TD/PM circle should be superimposed on the yellow painted marking such
that it is concentric with the painted circle and contained within it. It should
comprise one or more concentric circles of at least 16 discrete lighting segments,
of 40 mm minimum width. A single circle should be positioned such that the
radius of the circle formed by the centreline of the lighting segments is within 10
cm of the mean radius of the painted circle. For an onshore hospital which has to
display a 9 m x 9 m white cross, the inner diameter of the TD/PM circle is fixed at
10.5 m. Therefore the mid-point of the circle should always be at a radius if 5.75
m. Multiple circles should be symmetrically disposed about the mean radius of
the painted circle. The lighting segments should be of such a length as to provide
coverage of between 50% and 75% of the circumference and be equidistantly
placed with the gaps between them not less than 0.5 m. Four 1.0 m wide access
points (gaps) in the circle should be provided to permit smooth, uninterrupted
stretcher trolley access from the heliport ramp to the area inside the TD/PM
circle. The gaps should be equi-spaced around the circle, and oriented to
optimize trolley access to the aircraft for the prevailing wind direction. Surface
mounting of cables across the four trolley gaps should be avoided wherever
possible; if unavoidable, the height of the cable covers should be minimized.
Mechanical constraints
D19 The height of the lit TD/PM circle fixtures (e.g. segments) and any associated
cabling should be as low as possible and should not exceed 25 mm above the
surface of the heliport when fitted. So as not to present a trip hazard, the
segments should not present any vertical outside edge greater than 6 mm
without chamfering at an angle not exceeding 300 from the horizontal.
The overall effect of the lighting segments and cabling on deck friction should be
minimised. Wherever practical, the surfaces of the lighting segments should
meet the minimum deck friction limit coefficient (μ) of 0.65, e.g. on non-
illuminated surfaces.
The TD/PM circle lighting components, fitments and cabling should be able to
withstand a pressure of at least 1655 kPa (240 lbs/in2), and ideally 2,280 kPa
(331 lbs/in2), without damage.
Intensity
D20 The light intensity for each of the lighting segments, when viewed at angles of
azimuth over the range + 80° to -80° from the normal to the longitudinal axis of
the strip (see Figure 1), should be as defined in Table 3.
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Table 3 Light intensity for TD/PM circle lighting segments
Elevation Intensity
Min Max
0º to 10º As a function of segment length 60 cd
as defined in Figure 2.
>10º to 20º 25% of min intensity >0º to 10º 45 cd
>20ºto 90º 5% of min intensity >0º to 10º 15 cd
For the remaining angles of azimuth on either side of the longitudinal axis of the segment,
the maximum intensity should be as defined in Table 3.
Note 1: the intensity of each lighting segment should be nominally symmetrical
about its longitudinal axis.
Note 2: the design of the TD/PM circle should be such that the luminance of the
TD/PM circle segments is equal to or greater than those of the ‘H’.
Figure 1: TD/PM segment measurement axis system
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Figure 2: TD/PM segment intensity versus segment length
Segment intensity (cd) 20
18
16
14
12
10
8
6
0.5 1 1.5 2 2.5
Segment length (m)
Note: Given the minimum gap size of 0.5 m and the minimum coverage of 50%,
the minimum segment length is 0.5 m. The maximum segment length is given by
selecting the minimum number of segments (16) and the maximum coverage
(75%), resulting in a maximum segment length of 1.6 m for the 11.5 m standard
TD/PM circle diameter.
D21 If a segment is made up of a number of individual lighting elements (e.g. LED’s)
then they should be of the same nominal performance (i.e. within manufacturing
tolerances) and be equidistantly spaced throughout the segment to aid textural
cueing. Minimum spacing between the illuminated areas of the lighting elements
should be 3 cm and maximum spacing 10 cm.
On the assumption that the intensities of the lighting elements will add linearly at
longer viewing ranges where intensity is important the minimum intensity of each
lighting element (i) should be given by the formula:
i=I/n
where: I = required minimum intensity of segment at the ‘look down’
(elevation) angle (see Table 3).
n = the number of lighting elements within the segment.
Note: The maximum intensity at each angle of elevation should also be divided
by the number of lighting elements within the segment.
D22 If the segment comprises a continuous lighting element (e.g. fibre optic cable,
electro luminescent panel), then to achieve textural cueing at short range, the
element should be masked at 3.0 cm intervals on a 1:1 mark-space ratio.
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Colour
The colour of the light emitted by the TD/PM circle should be yellow, as defined in ICAO
Annex 14 Volume 1 Appendix 1, paragraph 2.1.1(b), whose chromaticity is within the
following boundaries:
Red boundary y = 0.382
White boundary y = 0.790 – 0.667x
Green boundary y = x – 0.120
Serviceability
The TD/PM circle is considered serviceable provided that at least 90% of the segments
are serviceable. A TD/PM circle segment is considered serviceable provided that at least
90% of the lighting elements are serviceable.
The Heliport identification marking requirement
Configuration
The lit Heliport Identification Marking (‘H’) should be superimposed on the 3.0 m x 2.0 m
red painted ‘H’ (limb width 0.5 m). The limbs should be lit in outline form as shown in
Figure 3. The lit ‘H’ should be 2.9 to 3.1 m high, 1.9 to 2.1 m wide and have a stroke width
of 0.45 to 0.55 m. The lit ‘H’ may be offset in any direction by up to 5 cm in order to
facilitate installation (e.g. to avoid features on the heliport surface).
Figure 3: Configuration and dimensions of heliport identification marking ‘H’
An outline lit ‘H’ should comprise sub-sections of between 80 mm and 100 mm wide
around the outer edge of the painted ‘H’ (see Figure 3). There are no restrictions on the
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CAP 1264 Appendix D: Specification for heliport lighting scheme
length of the sub-sections, but the gaps between them should not be greater than 10 cm.
The mechanical housing should be coloured red - see Chapter 4 para. 4.15.
Mechanical Constraints
D23 The height of the lit ‘H’ fixtures (e.g. sub-sections) and any associated cabling
should be as low as possible and should not exceed 25 mm above the surface of
the heliport when fitted. So as not to present a trip hazard, the lighting strips
should not present any vertical outside edge greater than 6 mm without
chamfering at an angle not exceeding 300 from the horizontal.
D24 The overall effect of the lighting sub-sections and cabling on deck friction should
be minimised. Wherever practical, the surfaces of the lighting sub-sections
should meet the minimum deck friction limit coefficient (µ) of 0.65, e.g. on non-
illuminated surfaces.
D25 The ’H’ lighting components, fitments and cabling should be able to withstand a
pressure of 1,655 kPa (240 lbs/in2), and ideally 2,280 kPa (331 lb/in2), without
damage.
Intensity
D26 The intensity of the lighting along the 3 m edge of an outline ‘H’ over all angles of
azimuth is given in Table 4 below.
Table 4 Light intensity of the 3 m edge of the ‘H’
Elevation Intensity
Min Max
2º to 12º 3.9 cd 60 cd
>12º to 20º 0.5 cd 30 cd
>2º to 90º 0.2 cd 10 cd
Note: for the purposes of demonstrating compliance with this specification, a sub-section
of the lighting forming the 3 m edge of the ‘H’ may be used. The minimum length of the
sub-section should be 0.5 m.
D27 The outline of the ‘H’ should consist of the same lighting elements throughout.
D28 If a sub-section the ‘H’ is made up of individual lighting elements (e.g. LED’s)
then they should be of nominally identical performance (i.e. within manufacturing
tolerances) and be equidistantly spaced within the sub-section to aid textural
cueing. Minimum spacing between the illuminated areas of the lighting elements
should be 3 cm and maximum spacing 10 cm.
D29 Due to the shorter viewing ranges for the ‘H’ and the lower intensities involved
the minimum intensity of each lighting element (i) for all angles of elevation (20 to
900) should be given by the formula:
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CAP 1264 Appendix D: Specification for heliport lighting scheme
i=I/n
where I = required minimum intensity of the sub-section at the ‘look down’
(elevation) angle between 20 and 120 (see Table 4).
n = the number of lighting elements within the sub-section.
Note: The maximum intensity at any angle of elevation should be the maximum
between 20 and 120 (see Table 4) divided by the number of lighting elements
within the sub-section.
D30 If the ‘H’ is constructed from a continuous light element (e.g. ELP panels or fibre
optic cables or panels), the luminance (B) of the 3 m edge of the outline ‘H’
should be given by the formula:
B= I / A
where I = intensity of the limb (see Table 4).
A = the projected lit area at the ‘look down’ (elevation) angle.
D31 If the sub-section comprises a continuous lighting element (e.g. ELP, fibre-optic
cable), then to achieve textual cueing at short range, the element should be
masked at 3.0 cm intervals on a 1:1 mark-space ratio.
Colour
The colour of the ‘H’ should be red, as defined in ICAO Annex 14 Volume 1 Appendix 1,
paragraph 2.1.1(a), whose chromaticity is within the following boundaries:
Purple boundary y = 0.980 - x
Yellow boundary y = 0.335
Serviceability
The ‘H’ is considered serviceable provided that at least 90% of the sub-sections are
serviceable. An ‘H’ sub-section is considered serviceable provided that at least 90% of the
lighting elements are serviceable.
General characteristics
The general characteristics detailed below apply to heliport perimeter lighting as well as
the TD/PM Circle and ‘H’ lighting except where otherwise stated.
Requirements
The following items are fully defined and form firm requirements.
D32 All lighting components should be tested by an independent test house. The
photometrical and colour measurements performed in the optical department of
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CAP 1264 Appendix D: Specification for heliport lighting scheme
this test house should be accredited according to the version of EN ISO/IEC
17025 current at the time of the testing.
D33 As regards the attachment of the TD/PM Circle and ‘H’ to the heliport, the failure
mode requiring consideration is detachment of elements of the TD/PM Circle and
‘H’ lighting due to shear loads generated during helicopter landings. The
maximum horizontal load may be assumed to be that defined in Chapter 3, Case
A para d, i.e. the maximum take-off mass (MTOM) of the largest helicopter for
which the heliport is designed multiplied by 0.5, distributed equally between the
main undercarriage legs. The requirement applies to components of the circle
and ‘H’ lighting having an installed height greater than 6mm and a plan view area
greater than, or equal to, 200cm2. Recessed fixings should be used wherever
possible. Use of raised fixings (e.g. domed nuts) should be minimized and, in
any event, should not protrude by more than 6 mm above the surrounding
surface.
D34 Provision should be included in the design and installation of the system to allow
for the effective drainage of the heliport areas inside the TD/PM Circle and the
‘H’ lighting (see Chapter 3 para. 38). The design of the lighting and its installation
should be such that the residual fluid retained by the circle and H lighting when
mounted on a smooth flat plate with a slope of 1:100, a fluid spill of 180 litres
inside the H lighting will drain from the circle within 2 minutes. The maximum
drainage time applies primarily to aviation fuel, but water may be used for test
purposes. The maximum drainage time does not apply to firefighting agents.
Other considerations
The considerations detailed in this section are presented to make equipment designers
aware of the operating environment and customer expectations during the design of the
products/system. They do not represent formal requirements but are desirable design
considerations of a good lighting system.
D35 All lighting components and fitments should meet safety regulations relevant to a
heliport environment such as flammability and be tested by a notified body in
accordance with applicable directives.
D36 All lighting components and fitments installed on the surface of the heliport
should be resistant to attack by fluids that they will likely or inevitably be exposed
to such as fuel, hydraulic fluid, and those used for de-icing, cleaning and fire-
fighting. In addition they should be resistant to UV light, rain, snow and ice.
Components should be immersed in each of the fluids individually for at least
one hour and then checked to ensure no degradation of mechanical properties
(i.e. surface friction and resistance to contact pressure), any discolouration or
any clouding of lenses / diffusers. Any other substances that may come into
contact with the system that may cause damage should be identified in
installation and maintenance documentation.
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CAP 1264 Appendix D: Specification for heliport lighting scheme
D37 All lighting components and fitments that are mounted on the surface of the
heliport should be able to operate within a temperature range appropriate for the
local ambient conditions.
D38 All cabling should utilise low smoke / toxicity, flame retardant cable. Any through-
the-deck cable routing and connections should use sealed glands, type approved
for heliport use.
D39 All lighting components and fitments should meet IEC International Protection
(IP) standard IP66 and IP67, i.e. dust tight and resistant to powerful water jetting
and temporary submersion in water. The intent is that the system should be
compatible with deck cleaning activities using pressure washers, and local
flooding (i.e. puddling) on the surface of the heliport.
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Appendix E
Specifications for helicopter taxiways, taxi-routes
and stands at surface level heliports
The following requirements for taxiways / taxi-routes and helicopter stands for provision at
surface level heliports are based on the latest 4th Edition Annex 14 Volume II (Heliports)
which became applicable for States on 14th November 2013. The numbering system has
been amended to provide sequential references for Appendix E. Flight Operations
(Helicopters) should be contacted for advice on specifications relating to taxiways / taxi-
routes and helicopter stands at elevated heliports:
Helicopter ground taxiways and helicopter ground taxi-routes
Note: A helicopter ground taxiway is intended to permit the surface movement of
a wheeled helicopter under its own power.
E1 The width of a helicopter ground taxiway should not be less than 1.5 times the
largest width of the undercarriage (UCW) of the helicopters the helicopter ground
taxiway is intended to serve.
E2 The longitudinal slope of a helicopter ground taxiway should not exceed 3 per
cent and the transverse slope should not exceed 2 per cent.
E3 A helicopter ground taxiway should be capable of withstanding the traffic of the
helicopters the helicopter ground taxiway is intended to serve.
E4 A helicopter ground taxiway should be centred on a ground taxi-route extending
symmetrically on each side of the centre line for at least 0.75 times the largest
overall width of the helicopters it is intended to serve. (See Figure E-1).
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Figure E-1: Helicopter ground taxi-route / taxiway
Note: The part of the helicopter ground taxi-route that extends symmetrically on each side
of the centre line from 0.5 times the largest overall width of the helicopters it is intended to
serve to the outermost limit of the helicopter ground taxi-route is its protection area.
E5 No fixed object should be permitted above the surface of the ground on a
helicopter ground taxi-route, except for objects, which, because of their function,
must be located thereon. No mobile object should be permitted on a ground taxi-
route during helicopter movements.
E6 Objects whose function requires them to be located on a helicopter ground taxi-
route should not be located at a distance of less than 50 cm from the edge of the
helicopter ground taxiway; whereupon objects should not penetrate a plane
originating at a height of 25 cm above the surface of the helicopter ground
taxiway, at a distance of 50 cm from the edge of the helicopter ground taxiway
and sloping upwards and outwards at a gradient of 5 per cent.
E7 The helicopter ground taxiway and the helicopter ground taxi-route should
provide rapid drainage. The surface of a helicopter ground taxi-route should be
resistant to the effect of rotor downwash.
E8 For simultaneous operations, helicopter ground taxi-routes should not overlap.
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Helicopter air taxiways and helicopter air taxi-routes
Note: A helicopter air taxiway is intended to permit the movement of a helicopter
above the surface at a height normally associated with ground effect and at
ground speed less of than 37km/h (20 kt).
E9 The width of a helicopter air taxiway should be at least two times the largest
width of the undercarriage (UCW) of the helicopters that the helicopter air
taxiway is intended to serve.
E10 The slopes of the surface of a helicopter air taxiway should not exceed the slope
landing limitations of the helicopters the air taxiway is intended to serve. In any
event the transverse slope should not exceed 10 per cent and the longitudinal
slope should not exceed 7 per cent.
E11 A helicopter air taxiway should be centred on an air taxi-route, extending
symmetrically on each side of the centre line for a distance at least equal to the
largest overall width of the helicopters it is intended to serve. (See Figure E-2)
E12 No fixed object should be permitted above the surface of the ground on an air
taxi-route, except for objects, which, because of their function, must be located
thereon. No mobile object should be permitted on an air taxi-route during
helicopter movements.
E13 Objects above ground level whose function requires them to be located on a
helicopter air taxi-route should not be located at a distance of less than 1 m from
the edge of the helicopter air taxiway; whereupon objects should not penetrate a
plane originating at a height of 25 cm above the plane of the helicopter air
taxiway, at a distance of 1 m from the edge of the helicopter air taxiway and
sloping upwards and outwards at a gradient of 5 per cent.
E14 The surface of a helicopter air taxi-route should be resistant to the effect of rotor
downwash and provide ground effect.
E15 For simultaneous operations, the helicopter air taxi-routes should not overlap.
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Figure E-2: Helicopter air taxi-route / taxiway
Note: The part of the helicopter air taxi-route that extends symmetrically on each side of
the centre line from 0.5 times the largest overall width of the helicopters it is intended to
serve to the outermost limit of the helicopter air taxi-route is its protection area.
Helicopter stands
Note 1: The provisions of this section do not specify the location for helicopter
stands but allow a high degree of flexibility in the overall design of the heliport.
However, it is not considered good practice to locate helicopter stands under a
flight path.
Note 2: The requirements on the dimensions of helicopter stands assume the
helicopter will turn in a hover when operating over a stand. For a helicopter
stand intended to be used for turning on the ground by wheeled helicopters, the
dimension of the helicopter stand, including the dimension of the central zone,
would need to be significantly increased.
E16 A helicopter stand intended to be used by helicopters turning in a hover should
be of sufficient size to contain a circle of diameter of at least 1.2 D of the largest
helicopter the stand is intended to serve. (See Figure E-3).
E17 Where a helicopter stand is intended to be used for turning in a hover, it should
be surrounded by a protection area which extends for a distance of 0.4 D from
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
the edge of the helicopter stand. Therefore the minimum dimension of the stand
and protection area should not be less than 2 D.
Figure E-3: Helicopter stand and associated protection area
E18 Where a helicopter stand is intended to be used for taxi-through where the
helicopter using the stand is not required to turn, the minimum width of the stand
and associated protection area should be that of the taxi-route.
E19 The helicopter stand should provide rapid drainage but the slope in any direction
should not exceed 2 per cent. A helicopter stand and associated protection area
intended to be used for air taxiing should provide ground effect.
E20 No fixed object should be permitted above the surface of the ground on a
helicopter stand. No fixed object should be permitted above the surface of the
ground in the protection area around a helicopter stand except for objects, which
because of their function, must be located there. No mobile object should be
permitted on a helicopter stand and the associated protection area during
helicopter movements.
E21 Objects whose function requires them to be located in the protection area should
not:
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
a) if located at a distance of less than 0.75 D from the centre of the helicopter
stand, penetrate a plane at a height of 5 cm above the plane of the central
zone; and
b) if located at a distance of 0.75 D or more from the centre of the helicopter
stand, penetrate a plane at a height of 25 cm above the plane of the central
zone and sloping upwards and outwards at a gradient of 5 per cent.
E22 For simultaneous helicopter operations, the protection areas of stands and their
associated taxi-routes should not overlap. (See Figure E-4) Where only non-
simultaneous operations are envisaged, the protection areas of helicopter stands
and their associated taxi-routes may overlap. (See Figure E-5)
Note: When a TLOF is collocated with a helicopter stand, the protection area of
the stand should not overlap the protection area of any other helicopter stand or
associated taxi route.
E23 The central zone of a helicopter stand should be capable of withstanding the
traffic of helicopters it is intended to serve and have a static load-bearing area: a)
of diameter not less than 0.83 D of the largest helicopter it is intended to serve;
or b) for a helicopter stand intended to be used for taxi-through, and where the
helicopter using the stand is not required to turn, the same width as the
helicopter ground taxiway.
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Figure E-4: Helicopter stands for hover turns with air taxi-routes / taxiways - non-simultaneous operations
Figure E-5: Helicopter stands for hover turns with air taxi-routes / taxiways - simultaneous operations
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CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
Helicopter ground taxiway markings and markers
Note: Ground taxi-routes are not required to be marked.
E24 The centre line of a helicopter ground taxiway should be identified with a
marking, and the edges of a helicopter ground taxiway, if not self-evident, should
be identified with markers or markings. Helicopter ground taxiway markings
should be along the centre line and, if required, along the edges of a helicopter
ground taxiway.
E25 A helicopter ground taxiway centre line marking should be a continuous yellow
line 15 cm in width. Helicopter ground taxiway edge markings should be a
continuous double yellow line, each 15 cm in width, and spaced 15 cm apart
(nearest edge to nearest edge).
E26 Helicopter ground taxiway edge markers, where provided, should be frangible
and located at a distance of 0.5 m to 3 m beyond the edge of the helicopter
ground taxiway and spaced at intervals of not more than 15 m on each side of
straight sections and 7.5 m on each side of curved sections with a minimum of
four equally spaced markers per section. A helicopter ground taxiway edge
marker should be blue.
E27 A helicopter ground taxiway edge marker should not exceed a plane originating
at a height of 25 cm above the plane of the helicopter ground taxiway, at a
distance of 0.5 m from the edge of the helicopter ground taxiway and sloping
upwards and outwards at a gradient of 5 per cent to a distance of 3 m beyond
the edge of the helicopter ground taxiway.
E28 If the helicopter ground taxiway is to be used at night, the edge markers should
be internally illuminated or retro-reflective.
Helicopter air taxiway markings and markers
Note: Air taxi-routes are not required to be marked. Where there is potential for a
helicopter air taxiway to be confused with a helicopter ground taxiway, signage
may be required to indicate the mode of taxi operations that are permitted.
E29 The centre line of a helicopter air taxiway or, if not self-evident, the edges of a
helicopter air taxiway should be identified with markers or markings.
E30 A helicopter air taxiway centre line marking or flush in-ground centre line markers
should be located along the centre line of the helicopter air taxiway. Helicopter
air taxiway edge markings should be located along the edges of a helicopter air
taxiway.
E31 Helicopter air taxiway edge markers, where provided, should be located at a
distance of 1 m to 3 m beyond the edge of the helicopter air taxiway.
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E32 A helicopter air taxiway centre line, when on a paved surface, should be marked
with a continuous yellow line 15 cm in width.
E33 The edges of a helicopter air taxiway, when on a paved surface, should be
marked with continuous double yellow lines each 15 cm in width, and spaced 15
cm apart (nearest edge to nearest edge).
E34 A helicopter air taxiway centre line, when on an unpaved surface that will not
accommodate painted markings, should be marked with flush in-ground 15 cm
wide and approximately 1.5 m in length yellow markers, spaced at intervals of
not more than 30 m on straight sections and not more than 15 m on curves, with
a minimum of four equally spaced markers per section.
E35 Helicopter air taxiway edge markers, where provided, should be spaced at
intervals of not more than 30 m on each side of straight sections and not more
than 15 m on each side of curves, with a minimum of four equally spaced
markers per section.
E36 Helicopter air taxiway edge markers should not penetrate a plane originating at a
height of 25 cm above the plane of the helicopter air taxiway, at a distance of 1
m from the edge of the helicopter air taxiway and sloping upwards and outwards
at a gradient of 5 per cent to a distance of 3 m beyond the edge of the helicopter
air taxiway.
E37 A helicopter air taxiway edge marker should be of colour(s) that contrast
effectively against the operating background. The colour red should not be used
for markers.
E38 If the helicopter air taxiway is to be used at night, helicopter air taxiway edge
markers should be either internally illuminated or retro-reflective.
Helicopter stand markings
Note: Helicopter stand identification markings may be provided where there is a
need to identify individual stands. Additional markings relating to stand size may
be provided. Alignment lines and lead-in / lead-out lines may be provided on a
helicopter stand.
E39 A helicopter stand perimeter marking should be provided on a helicopter stand
designed for turning. If a helicopter stand perimeter marking is not practicable, a
central zone perimeter marking should be provided instead.
E40 For a helicopter stand intended to be used for taxi-through and which does not
allow the helicopter to turn, a stop line should be provided.
E41 A helicopter stand perimeter marking on a helicopter stand designed for turning
or, a central zone perimeter marking, should be concentric with the central zone
of the stand.
February 2016 Page 122
CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
E42 For a helicopter stand intended to be used for taxi-through and which does not
allow the helicopter to turn, a stop line should be located on the helicopter
ground taxiway axis at right angles to the centre line.
E43 Alignment lines and lead-in / lead-out lines, where provided, should be located
as shown in Figure E-6.
Figure E-6: Helicopter stand markings
E44 A helicopter stand perimeter marking or a central zone perimeter marking should
be a yellow circle and have a line width of 15 cm.
E45 For a helicopter stand intended to be used for taxi-through and which does not
allow the helicopter to turn, a yellow stop line should not be less than the width of
the helicopter ground taxiway and have a line thickness of 50 cm.
E46 Alignment lines and lead-in / lead-out lines, where provided, should be
continuous yellow lines and have a width of 15 cm. Curved portions of alignment
February 2016 Page 123
CAP 1264 Appendix E: Specification for helicopter taxiways, taxi-routes and stands
lines and lead-in / lead-out lines should have radii appropriate to the most
demanding helicopter type the helicopter stand is intended to serve.
E47 Stand identification markings, where provided, should be marked in a contrasting
colour so as to be easily readable.
February 2016 Page 124
CAP 1264 Appendix F: Initial Emergency Response Requirements
Appendix F
Initial Emergency Response Requirements for
elevated heliports – duties of Responsible Persons
Introduction
F1 The consequence from fire following an accident or serious incident on an
elevated heliport has been assessed as potentially catastrophic and although the
likelihood of a post-crash fire, based on available accident and incident data for
operations to elevated (rooftop) heliports in the UK, can be assessed as
“improbable” (i.e. very unlikely to occur (not known to have occurred)), the overall
risk tolerability rating (based on both the likelihood and the consequence) requires
that operators of elevated heliports put in place appropriate measures to mitigate
the reasonably foreseeable risk of a crash and burn.
F2 CAA considers that the fire fighting service (FFS) arrangements described in
Chapter 5 of this document provides an adequate mitigation for the improbable,
but potentially catastrophic worst-case event; a helicopter accident resulting in
post-crash fire. Therefore, the purpose of providing integral fire fighting services
(FFS) at an elevated heliport is to rapidly suppress and bring under control any fire
that occurs within the confines of the heliport response area2 to allow occupants of
a helicopter an opportunity to escape to safety and to protect people in the building
beneath the heliport from the catastrophic consequences of a fire; by ensuring, for
a post-crash fire occurring within the response area, that the fire is contained on
the heliport and is rapidly suppressed so it doesn’t spread to other parts of the
building.
F3 In the past it was effectively a mandated requirement for an elevated heliport to
provide a team of dedicated appropriately trained and equipped fire fighters to
ensure an assisted rescue takes place immediately after a post-crash fire has
been brought under control– through operating a system of fixed foam monitors
and/or hand-lines provided. This model (see Note below), which invariably
requires a significant number of appropriately trained and equipped fire fighters to
be ‘on staff’ (whether or not employed by the hospital), when assessed against the
risk tolerability rating cannot be automatically justified going forward; based on a
full appreciation of the overall risk picture (where robust threat controls3 are
2
CAP 789, Annex 3 to Chapter 21 sub-paragraph 12.4 defines the response area as all areas used for
manoeuvring, landing, take-off, rejected take-off, (ground) taxiing, air taxiing and parking of helicopters.
3
Threat controls include, but may not be limited to, helicopter operations always conducted to the highest
performance standards (PC1), heliport lighting systems installed which provide air crew with the most
effective visual cues and a requirement introduced in CAP 1264 to predict the flow field around a heliport by
February 2016 Page 125
CAP 1264 Appendix F: Initial Emergency Response Requirements
introduced to further reduce the likelihood of an accident leading to post-crash fire
occurring in the first place).
Note: In the past personnel requirements for an assisted rescue have dictated that
a minimum of two trained fire fighters be in attendance for an H1 helicopter
movement (up to overall length of 15.0m) and three trained fire fighters be in
attendance for an H2 helicopter movement (above 15.0m but not exceeding an
overall length of 24.0m), and given the expectation on dedicated trained personnel
to fully engage in the rescue of the occupants from a crashed helicopter, which
may, or may not, have been on fire, trained fire fighters were required to be
appropriately equipped to undertake the task through the provision of rescue
equipment and personal protective equipment (PPE) and by the completion of
regular periodic (initial and recurrent) training and testing.
F4 By specifying the use of more effective, higher performing systems and mindful
that any response strategy employed has to be proportionate to the overall risk
analysis, except for cases where a helicopter is based on the rooftop (e.g. a
HEMS operation), or where more than one helicopter is operating at the helipad to
the same time, there is a justifiable shift in philosophy away from a purely
“assisted rescue” model, so that in the improbable event of a crash and burn
incident or accident occurring on an elevated (rooftop) heliport, an expectation is
placed upon occupants of the helicopter to escape clear; without having initial
assistance from dedicated heliport personnel. Once clear of the immediate
incident area there is the possibility for Responsible Persons (RP) to assist
casualties and to administer basic first aid and/or for waiting medical teams to
remove casualties to a safe place offering immediate medical assistance, which, at
a hospital is likely to involve a transfer straight down to the emergency department
(ED).
F5 Through the activation of the Emergency Response Plan (ERP) the local fire and
rescue authority should be immediately informed by a Responsible Person of an
incident or accident occurring on the heliport, to allow post-initial fire and specialist
rescue assistance to be provided by them. To this end the local fire and rescue
authorities should be familiarised with access routes to the heliport and with the
capabilities of the integral on-site primary fire-fighting system. As a consequence
of the expectation that responsible persons present will not of necessity be trained
or equipped to engage directly in the rescue of casualties following a crash and
burn, it will be for local fire and rescue authorities, following the activation of the
heliport’s Emergency Response Plan, to attend the incident and to provide any
specialist back-up equipment required for an extricated rescue and/or for the
release and removal of the fatally injured. To assist local rescue and fire fighting
authority personnel to perform these tasks it is prudent for the heliport to consider
conducting wind tunnel testing or CFD methods, thereby controlling the incidence of unwanted
environmental (turbulence) effects at the heliport.
February 2016 Page 126
CAP 1264 Appendix F: Initial Emergency Response Requirements
providing a fully equipped crash equipment box at, or near, rooftop level with an
inventory of rescue equipment that is appropriate to H1 or H2 operations (see CAP
789, Annex 3 to Chapter 21). This inventory is in addition to the requirement in
Chapter 5 that hand-controlled water branch pipes be provided for local authority
fire fighters at both accesses.
F6 In determining a policy that is an appropriately risk-based and proportionate
response to rescue and fire fighting arrangements applied at an elevated heliport,
it is important to also consider the scope and complexity of the operation at a
helicopter landing site and to take account of additional risks that may be present;
such as where an elevated heliport is capable of accommodating more than one
helicopter (in the case where there are one or more parking spots servicing the
landing area) and/or where a helicopter is permanently based on a rooftop heliport
during operating hours – an example of this is a HEMS operating base. In the
event of having helicopters parked and/or a helicopter permanently based at a
heliport, now on the basis of higher exposure to an accident with post-crash fire
situation occurring, there is a stronger case to maintain a dedicated and
appropriately trained rescue and fire-fighting capability during operating hours.
Guidance on the provision of rescue and medical equipment, personnel protective
equipment and training and manning are provided in CAP 789, Annex 3 to Chapter
21.
Responsible person(s) – duties to perform including following
an incident or accident
F7 A minimum of one, but preferably two, Responsible Person(s) should be in
attendance during each helicopter movement. One RP will usually double-up as
the Heliport Manager, and another a deputy, who between them are responsible
for the day-to-day running of the heliport operation. For guidance on daily checks
and duties see Appendix A.
F8 In addition to the daily checks and duties highlighted in Appendix A material (and
promulgated in a Heliport Operations Manual), tasks for Responsible Person(s)
will include the following responsibilities in respect to the heliport emergency
procedures:
1. An RP should be assigned to promulgate and publish a set of clear and
concise emergency procedures as part of an Emergency Response Plan
(see Chapter 5).
2. The Emergency Response Plan (Orders), which may form part of the Heliport
Operations Manual, should include arrangements for alerting personnel and
for summoning externally-based emergency services. These orders should
detail procedures for anticipated emergency situations including accidents
February 2016 Page 127
CAP 1264 Appendix F: Initial Emergency Response Requirements
and incidents that occur anywhere on the roof of the building where the
heliport is located – including the heliport structure.
3. Responsible Person(s) (RP) should be competent in at least the following:
have a detailed knowledge of the heliport and the immediate
surrounding environment at rooftop level;
Instigating procedures to invoke the heliport emergency response plan
to deal with the types of emergencies appropriate to the operation,
hazards and risks;
The procedure and action for activating and de-activating the primary
Fixed Foam Application System (i.e. DIFFS) achieving a response as
expediently as possible;
Be periodically trained in the use of complementary media from hand-
held dispensers;
Initial Emergency Medical Aid (IEMA) and casualty handling;
Maintenance of equipment (usually arranged through the maintenance
department)
For HEMS operating bases and/or for elevated heliports designed to
accommodate more than one helicopter, personnel will need to be fully
trained and equipped to operate all the additional equipment provided
for a dedicated Rescue and Fire-fighting response at the heliport.
Guidance on minimum trained personnel levels is given in CAP 789,
Annex 3 to Chapter 21.
Addressing a helicopter crash which does not result in post-
crash fire
F9 The primary purpose of Chapter 5 is to provide specifications for an effective
integrated heliport fire fighting system capable of addressing a range of fire
situations that may occur on the heliport including a worst-case helicopter crash
and burn. However, for modern helicopters designed to meet all the latest
certification specifications (in CS29), the likelihood of a fire following a crash
landing is reduced, with the prospects of occupants surviving the crash increased,
by adopting the latest certification specifications which ensure the following:
a method to minimize fuel egress from helicopter vents;
crash resistant fuel tanks;
self-sealing couplings;
and energy attenuating seats.
Moreover occupant survivability is further improved by adopting the latest
certification standards for structural crashworthiness and for seat / occupant
restraints.
February 2016 Page 128
CAP 1264 Appendix F: Initial Emergency Response Requirements
As many of the newer types operating in the HEMS / air ambulance roles have
been (or are being) certificated to meet the latest CS-29 standards, it is
reasonable to conclude that for a survivable incident or accident occurring
anywhere on the heliport response area, the likelihood of a post-crash fire
developing following an emergency or crash landing has receded. Section F10,
therefore, addresses the incidence of a helicopter crash with no subsequent burn.
F10 Following a helicopter crash on a rooftop heliport, with no subsequent fire,
Responsible Person(s) in attendance may be able to render assistance to
occupants of the crashed helicopter to allow them to escape clear of the aircraft
and to dispense any immediate first aid, before occupants are transferred to the
emergency department using the resources of attending medical teams. In the
event of a crash but with no burn, the Emergency Response Plan should be
immediately initiated. Seat belt cutters are provided for the use of RPs.
February 2016 Page 129
CAP 1264 Appendix G: Guidance for floodlighting systems
Appendix G
Guidance for floodlighting systems at elevated
heliports and heliports on raised structures
Introduction
G1 Chapter 4, section 4.16 onwards (and Appendix D) sets out the best practice
requirements for helideck lighting systems consisting of green perimeter lighting,
a yellow lit touchdown / positioning marking circle and red lit heliport identification
“H” marking. The statement is made within this section that going into the future
reliance on helideck floodlighting as a provision of primary visual cueing is no
longer supported. However, CAA has no objection to systems conforming to the
guidance contained in this Appendix being used for the purpose of providing a
source of illumination for on-deck operations, such as passenger handling (i.e.
patient transfer), and where required for lighting the heliport name on the surface.
G2 In addition floodlights may be retained on existing heliport installations as a back-
up for the Circle and “H” lighting.
General considerations for helideck floodlighting
G3 The whole of the landing area should be adequately illuminated if intended for
night use. Experience has shown that floodlighting systems, even when properly
aligned, can adversely affect the visual cueing environment by reducing the
conspicuity of heliport perimeter lights during the approach, and by causing glare
and loss of pilots’ night vision during the hover and landing. Furthermore,
floodlighting systems often fail to provide adequate illumination of the centre of
the landing area leading to the so called ‘black-hole effect’. It is essential,
therefore, that any floodlighting arrangements take full account of these
problems. Further guidance on suitable arrangements is provided (below) in
section 3 “Improved Floodlighting System”, extracted from a further interim
guidance letter issued by CAA to the offshore industry on 9 March 2006 and now
updated for this Appendix.
G4 Although the modified floodlighting schemes described will provide useful
illumination of the landing area without significantly affecting the conspicuity of
the perimeter lighting and will minimise glare, trials in the offshore environment
have demonstrated that neither they nor any other floodlighting system is
capable of providing the quality of visual cueing available by illuminating the
TD/PM Circle and ‘H’ (see Chapter 4, section 4.16 onwards). These modified
floodlighting solutions should therefore be regarded as temporary arrangements
February 2016 Page 130
CAP 1264 Appendix G: Guidance for floodlighting systems
only. It is essential that interim floodlighting solutions are considered in
collaboration with the helicopter operator who will wish to fly a non-revenue
approach to the heliport at night before confirming the final configuration.
G5 The floodlighting should be arranged so as not to dazzle the pilot and, if elevated
and located off the landing area, the system should not present an obstacle to
helicopters landing or taking off from the heliport. All floodlights should be
capable of being switched on and off at the pilot’s request. Setting up of lights
should be undertaken with care to ensure that the issues of adequate illumination
and glare are properly addressed and regularly checked.
Improved floodlighting system – (a modified extract from
CAA’s letter to the offshore industry dated 9 March 2006)
G6 For heliports located where there are sufficiently high levels of illumination from
cultural lighting, the need for any additional floodlighting provision may be
reviewed with the helicopter operator(s). This concession assumes that the level
of illumination from cultural lighting is also sufficiently high to facilitate deck
operations such as unloading the helicopter and the movement of passengers by
trolley or stretcher.
G7 In the absence of sufficient cultural lighting, CAA recommends that heliport
operators consider a deck level floodlighting system consisting of between 6 to 8
deck level xenon floodlights (or equivalent) equally spaced along the perimeter of
the heliport. In considering this solution, installation owners should ensure that
deck level xenon units do not present a source of glare or loss of pilots’ night
vision on the heliport, and do not hamper the ability of pilots to easily determine
the location of the heliport within the hospital complex. It is therefore essential
that all lights are maintained in correct alignment. It is also desirable to position
the lights such that no light is pointing directly away from the prevailing wind.
Floodlights located on the upwind (for the prevailing wind direction) side of the
heliport should ideally be mounted so that the centreline of the floodlight beam is
at an angle of 45º to the reciprocal of the prevailing wind direction. This will
minimise any glare or disruption to the pattern formed by the green perimeter
lights for the majority of approaches.
Note: For most hospital heliports it will usually be necessary to fit at least 6 deck
level xenon floodlights, but this should be carefully considered in conjunction with
the helicopter operator giving due regard to the issues of glare and any loss of
definition of the heliport perimeter before further deck level units are procured.
The CAA does not recommend more than 8 units even on the largest heliports.
February 2016 Page 131
CAP 1264 Appendix I: Endorsement from the Association of Air Ambulances
Appendix H
Guidance on airflow testing of onshore elevated
helipads
Notes:
1. Horizontal spacing (along-wind and cross-wind) between measurement points = 10m.
2. Measurements to be made at all points at 5, 10, 20 and 30m above helipad height.
3. Measurement pattern shown to be repeated for wind speeds and directions
commensurate with the ambient wind environment.
4. Wind sector widths should be no greater than 30deg; untested wind sectors should
be clearly defined and stated.
5. Wind speed increments should be no greater than 5m/s; the maximum wind speed
tested for each wind direction should be clearly stated.
6. Operations should not be conducted in any wind direction more than 15deg. from a
tested direction.
7. Operations should not take place at any wind speed greater than the maximum
tested wind speed for the corresponding sector.
February 2016 Page 132
CAP 1264 Appendix I: Endorsement from the Association of Air Ambulances
Appendix I
Endorsement from the Association of Air
Ambulances
February 2016 Page 133
Doc 9261-AN/903
HELIPORT
MANUAL
THIRD EDITION - 1995
Approved by the Secretaly General
andpublished under his authority
INTERNATIONAL CIVIL AVIATION ORGANIZATION
Heliport Manual
(Doc 9261-ANl903)
Third Edition - 1995
AMENDMENTS
Amendments are announced in the supplements to the Catalogue of ICAO
Publications; the Catalogue and its supplements are available on the ICAO website
at www.icao.int. The space below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
(ii)
FOREWORD
Annex 14, Volume 11, which became applicable on Annex, e.g. site selection, winching areas, underslung load
15 November 1990, includes specifications on the planning, operating areas, etc.
design and operation of heliports. The applicability of the
visual aids part of the specifications is now limited to Users of this manual are advised that specifications related
operations in visual meteorological conditions. However, to helicopter operations in other Annexes, for instance,
Amendment No. 1 to Annex 14, Volume 11, which is being Annex 6, Part 111, International Operations - Helicopters,
processed for applicability in November 1995, will expand may vary somewhat from those specified in Annex 14,
the specifications to support helicopter non-precision Volume II. In such cases, the more demanding requirements
approaches. The purpose of this updated Heliport Manual, should be applied. To assist users of this manual, the
which replaces all previous editions, is to provide guidance characteristics of the majority of helicopter types currently
in implementing the above-mentioned specifications. in use have been included in an Appendix.
It is intended that the manual be kept upto-date. Future
The manual deals with three principal types of heliports, editions will be improved on the basis of on-going studies
namely, surface level heliports, elevated heliports and by ICAO and on comments and suggestions received from
helidecks which may be located on offshore installations or the users of this manual. Therefore, readers are invited to
ships. The manual not only enlarges upon some of the provide their views, comments and suggestions on this
specifications in Annex 14, Volume 11, as necessary, but edition. These should be directed to the Secretary General
also provides guidance on aspects not dealt with in the of ICAO.
(iii)
TABLE OF CONTENTS
Page Page
.
Chapter 1 Site selection and structural 2.1.7 Air transit routes . . . . . . . . . . .
design ............................. 2.1.8 Aprons . . . . . . . . . . . . . . . . . .
2.1.9 Provision of a final approach and
1.1 General . . . . . . . . . . . . . . . . . . . . . . . takeoff area in relation to a
1.2 Surfacelevel heliports . . . . . . . . . . . . . runway or taxiway . . . . . . . . . .
1.2.1 Final approach and take-off 2.2 Elevated heliports . . . . . . . . . . . . . . . .
areas (FATOs) . . . . . . . . . . . . . 2.2.1 Final approach and take-off
1.2.2 Water heliports . . . . . . . . . . . . . area and touchdown and
1.3 Elevated heliports . . . . . . . . . . . . . . . . lift-off area . . . . . . . . . . . . . . .
1.3.1 General . . . . . . . . . . . . . . . . . . 2.2.2 Safety area . . . . . . . . . . . . . . .
1.3.2 Structural design . . . . . . . . . . . 2.3 Helidecks on offshore installations . . . .
1.3.3 Personnel safety . . . . . . . . . . . . 2.3.1 Final approach and take-off
1.4 Helidecks on offshore installations . . . . area and touchdown and
1.4.1 General . . . . . . . . . . . . . . . . . . lift-off area . . . . . . . . . . . . . . .
1.4.2 Effects of airflows over 2.4 Helidecks on ships . . . . . . . . . . . . . . .
offshore installations . . . . . . . . . 2.4.2 Final approach and take-off
1.4.3 Effects of temperature area and touchdown and
increases at offshore lift-off area . . . . . . . . . . . . . . .
installations . . . . . . . . . . . . . . .
1.4.4 Personnel safety . . . . . . . . . . . .
1.4.5 Control of crane movement . . . .
1.4.6 Structural design strength . . . . . .
Chapter 3 Obstacle restriction and
1.4.7 Types of offshore installation removal ............................
and support vessel . . . . . . . . . .
1.5 Helidecks on ships . . . . . . . . . . . . . . . 3.1 Obstacle limitation surfaces and
1.5.1 Helidecks on ships . . . . . . . . . . sectors . . . . . . . . . . . . . . . . . . . . . . .
1.5.2 Heliports on ships . . . . . . . . . . 3.1.1 General . . . . . . . . . . . . . . . . . .
1.5.3 Special types of ships . . . . . . . . 3.1.2 Approach surface . . . . . . . . . . .
3.1.3 Transitional surface . . . . . . . . .
3.1.4 Inner horizontal surface . . . . . . .
3.1.5 Conical surface . . . . . . . . . . . .
.
Chapter 2 Physical characteristics ........ 16 3.1.6 Take-off climb surface . . . . . . .
3.1.7 Obstacle-free sector/surface -
2.1 Surfacelevel heliports . . . . . . . . . . . . . 16 helidecks . . . . . . . . . . . . . . . . .
2.1.1 Final approach and take-off 3.1.8 Limited obstacle surface -
areas . . . . . . . . . . . . . . . . . . . . 16 helidecks . . . . . . . . . . . . . . . . .
2.1.2 Helicopter clearways . . . . . . . . . 16 3.2 Obstacle limitation requirements . . . . . .
2.1.3 Touchdown and lift-off areas 3.2.1 Surface level heliports . . . . . . .
(TLOFs) . . . . . . . . . . . . . . . . . 17 3.2.2 Elevated heliports . . . . . . . . . . .
2.1.4 Safety areas . . . . . . . . . . . . . . . 17 3.2.3 Helidecks on offshore
2.1.5 Helicopter ground taxiways . . . . 18 installations . . . . . . . . . . . . . . .
2.1.6 Air taxiways . . . . . . . . . . . . . . 18 3.2.4 Helidecks on ships . . . . . . . . . .
fvi) Heliport Manual
Page Page
.
Chapter 4 Winching areas and 5.5.8 Resistance to foreign matter . . . 76
underslung load operating areas on 5.5.9 Condensation and ice . . . . . . . . 76
ships .............................. 5.5.10 Initial flight inspection . . . . . . . 76
5.5.11 Routine inspection . . . . . . . . . . 77
4.1 Winching areas . . . . . . . . . . . . . . . . . . 5.5.12 Method of checking . . . . . . . . . 77
4.2 Underslung load operating areas . . . . . . 5.5.13 Layout and elevation setting
4.2.1 General considerations . . . . . . . angle . . . . . . . . . . . . . . . . . . . 77
4.2.2 Underslung load area selection . . 5.5.14 Clearance from FAT0 . . . . . . . . 77
4.2.3 Operating conditions . . . . . . . . . 5.5.15 Obstacle considerations . . . . . . . 77
.
Chapter 5 Visual aids ................. .
Chapter 6 Rescue and 6re fighting ....... 79
5.1 General . . . . . . . . . . . . . . . . . . . . . . . 6.1 Introduction . . . . . . . . . . . . . . . . . . . . 79
5.2 Surface level heliports . . . . . . . . . . . . . 6.2 Level of protection . . . . . . . . . . . . . . . 79
5.2.1 Indicators . . . . . . . . . . . . . . . . 6.3 Types of extinguishing agents . . . . . . . . 80
5.2.2 Marking aids . . . . . . . . . . . . . . 6.4 Fire protection concept . . . . . . . . . . . . 81
5.2.3 Lighting aids . . . . . . . . . . . . . . 6.5 Critical area for heliports . . . . . . . . . . . 82
5.3 Elevated heliports and helidecks . . . . . . 6.6 Amounts of extinguishing agents . . . . . 82
5.3.1 Indicators . . . . . . . . . . . . . . . . 6.7 Response time . . . . . . . . . . . . . . . . . . 83
5.3.2 Marking aids . . . . . . . . . . . . . . 6.8 Special provisions related to
5.3.3 Lighting aids . . . . . . . . . . . . . . elevated heliports . . . . . . . . . . . . . . . . 84
5.4 Visual alignment guidance system . . . . . 6.9 Rescue equipment . . . . . . . . . . . . . . . . 84
5.4.1 General . . . . . . . . . . . . . . . . . . 6.10 International Maritime Organization
5.4.2 Type of signal . . . . . . . . . . . . . (IMO) practice for helidecks . . . . . . . . 84
5.4.3 Layout and setting angle . . . . . .
5.4.4 Brilliancy . . . . . . . . . . . . . . . .
5.4.5 Characteristics . . . . . . . . . . . . . .
Chapter 7 Heliport data ............... 86
5.4.6 Initial flight inspection . . . . . . .
5.4.7 Routine inspection . . . . . . . . . . 7.1 Geographical coordinates . . . . . . . . . . . 86
5.4.8 Obstacle considerations . . . . . . . 7.2 Heliport reference point . . . . . . . . . . . . 86
5.4.9 Description of a system used 7.3 Heliport elevation . . . . . . . . . . . . . . . . 86
in France . . . . . . . . . . . . . . . . . 7.4 Heliport dimensions and
5.5 Helicopter approach path indicator . . . . related information . . . . . . . . . . . . . . . 86
5.5.1 General . . . . . . . . . . . . . . . . . . 7.5 Declared distances . . . . . . . . . . . . . . . . 87
5.5.2 Type of signal . . . . . . . . . . . . . 7.6 Rescue and fire fighting . . . . . . . . . . . . 87
5.5.3 Equipment specifications . . . . . .
5.5.4 Setting angles . . . . . . . . . . . . .
5.5.5 Brilliancy . . . . . . . . . . . . . . . . .
Appendix 1 Helicopter characteristics ..... 89
5.5.6 Mounting . . . . . . . . . . . . . . . .
5.5.7 Frangibility and blast
resistance . . . . . . . . . . . . . . . . .
Appendix 2 Glossary of terms ........... 97
Chapter 1
SITE SELECTION AND STRUCTURAL DESIGN
Note.- Although by definition a heliport is an aerodrome for use by
helicopters only, in this manual when the term aerodrome is used, it means
an aerodrome designed primarily for the use of aeroplanes.
1.1 GENERAL provision of such areas should also minimize the risk of
injury to the helicopter occupants. The main factors in
1.1.1 The particular advantages of the operation of determining the suitability of such areas will be the most
helicopters, in that air services can be provided in very critical helicopter type for which the heliport is intended
close proximity to the centres where traffic is generated, and the ambient conditions.
should be given full consideration when choosing a site.
The selected site should also be conveniently situated as 1.1.6 The presence of large structures close to the
regards ground transport access and adequate vehicle proposed site may be the cause, in certain wind conditions,
parking facilities. of considerable eddies and turbulence that might adversely
affect the control or performance of the helicopters
1.1.2 To minimize noise disturbance, the ambient noise operating at the heliport. Equally, the heat generated by
level should be considered, particularly near noise sensitive large chimneys under or close to the flight paths may
buildings such as hospitals, schools and business premises adversely affect helicopter performance during approaches
and especially in relation to areas beneath the approach and to land or climbs after take-off. Therefore it may be
departure paths of helicopters. necessary to conduct wind tunnel or flight tests to establish
if such adverse conditions do exist and, if so, to determine
1.1.3 Heliport design and location should be such that possible remedial action.
downwind operations are avoided and cross-wind operations
are kept to a minimum. Heliports should have two approach 1.1.7 Other factors to be considered in the selection of a
surfaces, separated by at least 150'. Additional approach site are:
surfaces may be provided, the total number and orientation
ensuring that the heliport usability factor will be at least a) high terrain or other obstacles, especially power
95 per cent for the helicopters the heliport is intended to lines, in the vicinity of the proposed heliport; and
serve. These criteria should apply equally to surface level
and elevated heliports. b) if instrument operations are planned, the availability
of suitable airspace for instrument approach and
1.1.4 Possible air traffic conflicts between helicopters departure procedures.
using a heliport and other air traffic should be avoided. The
need to provide air traffic control services may need to be 1.1.8 The essential components of a heliport are areas
examined. suitable for lift off, for the take-off manoeuvre, for the
approach manoeuvre and for touchdown and, if these
1.1.5 For heliports used by performance class 2 and 3 components are not co-located at a particular site, taxiways
helicopters the ground beneath the takeoff climb and to link the areas.
approach surfaces should pennit safe oneengine-inoperative
landings or forced landings during which injury to persons 1.1.9 Normally a site will have a simple layout which
on the ground and damage to property are minimized. The combines those individual areas that have common
Heliport Manual
characteristics. Such an arrangement will require the speed and enhances lift. In consequence, the power required
smallest area over-all where the helicopter will be operating for horizontal flight is reduced, thus releasing more of the
close to the ground and from which it is essential to remove power available to be used for the climb.
all permanent obstacles and to exclude transient and mobile
obstacles when helicopters are operating. When the 1.2.1.7 In the field of commercial helicopter operations, an
characteristics or obstacle environment of a particular site operation cannot be considered economically viable if the
do not allow such an arrangement, the component areas gross take-off mass is reduced to less than 85 per cent. In
may be separated provided they meet their respective order to avoid this, a FAT0 of greater size than the
individual criteria. Thus a different direction may be used statutory minimum dimensions should be provided, over
for take-off from that used in the approach and these areas which the helicopter can accelerate safely to its climbing
may be served by a separate touchdown and lift-off area, speed before leaving the ground effect.
located at the most convenient position on the site and
connected to the other manoeuvring areas by helicopter 1.2.1.8 Table 1-1 gives guidance on the length of the
ground taxiways or air taxiways. FAT0 that should be provided for helicopters with limited
climbing power, for a selection of altitudes and temperature
conditions. In calculating the climbing speed, a maximum
rotation angle of 10" should be considered commensurate
1.2 SURFACE-LEVEL HELIPORTS with passenger comfort.
1.2.1.9 Helicopter flight manuals contain performance
1.2.1 Final approach and
graphs which indicate combinations of forward speed and
take-off areas (FATOs)
height above ground in which flight should be avoided
since, in the event of engine failure, the probability of a
1.2.1.1 A FAT0 is an area over which a helicopter
successful forced landing is remote (see Figure 1-1).
completes the approach manoeuvre to a hover or landing or
Therefore, to provide the helicopter with an area over which
commences movement into forward flight in the take-off
it can safely accelerate to avoid these unsafe combinations,
manoeuvre.
it may be prudent to provide the sizes of FAT0 suggested
in Table 1-1 in all cases except where otherwise required by
1.2.1.2 A touchdown may or may not be made on the
Annex 14, Volume 11.
FATO. It may be preferable to come to the hover and then
air-taxi to a more desirable location for touchdown.
Similarly, a helicopter may lift off from its parked location 1.2.1.10 Aithough helicopters are not intended to actually
and air-taxi to the FAT0 where it assumes the hover before touch down on certain FATOs, it is possible that a
commencing the take-off manoeuvre. helicopter may be forced into making an emergency landing
on the area. Also, when a FAT0 is designed to accept
1.2.1.3 Ail final approaches shall terminate at the FAT0 performance class 1 helicopters, it must be capable of
and all take-offs to climb shall start there. withstanding a rejected takeoff, which may well equate to
an emergency landing. Therefore the bearing strength of a
1.2.1.4 A FAT0 may be any shape but it must be able to FAT0 should cover an emergency landing with a rate of
accommodate a circle whose diameter is at least equal to descent of 3.6 mls (12 ftls). The design load in this case
the dimension specified in Annex 14, Volume 11, plus any should be taken as 1.66 times the maximum take-off mass
rejected take-off area required. of the heaviest helicopter for which the FAT0 is intended.
1.2.1.5 When heliports are planned at high elevations or
in places of high temperatures, the effects of the less dense 1.2.2 Water heliports
air and/or high temperature result in reductions in both
helicopter engine performance and rotor performance. In 1.2.2.1 The physical characteristics of a water heliport are,
some helicopters this could mean that the power available in essence, the same as for a surface level ground heliport
is reduced below that which is required for the helicopter to except that:
climb vertically out of the ground effect without
considerably reducing the gross take-off mass. a) because the surface of a safety area and a FAT0 are
the same at a water heliport, the safety area
1.2.1.6 As a helicopter gains forward speed, the mass requirement at a water heliport designed for the use
airflow through the rotor disc increases up to a certain of performance class 2 and 3 helicopters is
Table 1-1. Acceleration distances required due to changes in altitude and temperature
CLIMBING
5 0 kts 6 0 kts
SPEED
TEMPERATURE ISA-15" C ISA+15" C ISA-15" C ISA ISA+15" C
HELIPORT
ACCELERATION DISTANCE
ELEVATION
(metres (feet))
Sea level
1 000
2 000
3 000
4 000
5 000
6 000
7 000
8 000
9 000
10 000
.- . -- - --4 Heliport Manual
Airspeed --,
Figure 1-1 Typical combinations of height and airspeed to be avoided
discarded and, instead, the size of the FAT0 is and lift-off area on the land, or touch down on the FAT0
correspondingly increased; followed by water taxiing to a mooring area.
b) instead of slope limitations on the surfaces of 1.2.2.2.5 Air traffic control will be necessary and close
FAT0 and any associated water taxiways, liaison with the relevant water authorities will be essential.
consideration should be given to wave heights;
1.2.2.3 Wave height
c) surface bearing strength is replaced by water depth;
and
1.2.2.3.1 Although generally of little significance on
inland water areas, waves can be a significant problem in
d) in addition to wind effects, the effect of currents, coastal areas. ~h~ limits on the height of waves that can be
where also be taken account. accepted will depend upon individual helicopter types and
the types of flotation gear with which they are fitted.
1.2.2.2 Final approach and take-off area
1.2.2.3.2 Details of the maximum acceptable wave heights
1.2.2.2.1 when deciding upon the location of the FATO, should be given in the helicopter flight manuals for each
it must be ensured that conflict with other water users is
reduced to a minimum. This will apply equally when
deciding upon the approach and departure directions. 1.2.2.4 Water depths
1.2.2.2.2 The effect of rotor downwash and noise on small 1.2.2.4.1 Again, the water depth required for waterborne
craft and sailing and fishing vessels can be very serious and operations will depend upon individual helicopter size,
should be considered when locating the FATO. weight and its type of flotation gear and it should be
remembered that rotor downwash causes a concave
1.2.2.2.3 All approaches and takeoff paths should be depression in the water beneath the helicopter and thus
routed over land, when feasible. reduces water depth.
1.2.2.2.4 Consideration of these points may also lead to 1.2.2.4.2 Water depth should be sufficient to accommodate
the decision whether a helicopter should approach to the the heaviest or largest helicopter that the FAT0 and
hover above the FAT0 and thence air taxi to a touchdown associated water taxiways are intended to serve.
. - -- .- ..
Chapter I . Site selection and structural design
1.2.2.4.3 Water depth will thus dictate how close a water height and forward speed from which a safe autorotative
taxiway can safely extend to the shore to reach the mooring emergency landing would be improbable. Such combinations
area. of height and airspeed would come within the area of
performance to be avoided, which is plotted on a graph for
1.2.2.5 Water currents the helicopter type. Therefore performance class 3
helicopters should not be permitted to operate at elevated
1.2.2.5.1 When the direction of the water current is heliports.
opposite to the wind direction, the current may be stronger
than the wind and cause the landed helicopter to drift out of 1.3.1.5 Items such as air vents or lift machinery housings,
the FATO. In such instances, the pilot will need to commonly located on the roofs of large, tall buildings, can
progressively tilt the helicopter's rotor disc rearwards in be not only hazardous to the safety of the helicopter but
order to maintain the position on the FATO. This rearward also the cause of considerable turbulence. Therefore they
tilting of the rotor disc might then be increased by the effect should be below the level of the FAT0 whenever possible
of the wind and thus produce a risk of the main rotor blades and, in any case, be situated well clear of the FAT0 plus
striking the tail assembly. safety area.
1.2.2.5.2 Although this is primarily an operational 1.3.2 Structural design
problem, a pilot must be informed if these water current
conditions exist, and they should be considered when siting 1.3.2.1 Elevated heliports may be designed for a specific
the FAT0 and when notifying the pilot of landing and take- helicopter type though greater operational flexibility will be
off directions. Out-of-wind or cross-current directions may obtained from a classification system of design. The FAT0
be preferable. should be designed for the largest or heaviest type of
helicopter that it is anticipated will use the heliport, and
account taken of other types of loading such as personnel,
freight, snow, refuelling equipment, etc. For the purpose of
1.3 ELEVATED HELIPORTS design, it is to be assumed that the helicopter will land on
two main wheels, irrespective of the actual number of
wheels in the undercarriage, or on two skids if they are
1.3.1 General fitted. The loads imposed on the structure should be taken
as point loads at the wheel centres, shown in Table 1-2.
1.3.1.1 Helicopter operations are located on elevated sites
normally only when there is no suitable space at ground 1.3.2.2 The FAT0 should be designed for the worse
level, however, security or convenience may also influence condition derived from consideration of the following two
the choice of site. cases.
1.3.1.2 Safe operations for helicopters at a ground level 1.3.2.3 Case A - Helicopter on landing
site require the availability under approach and departure
routes of open spaces suitable for an emergency landing or When designing a FAT0 on an elevated heliport, and in
a rejected take-off. It is equally necessary to have cleared order to cover the bending and shear stresses that result
spaces for the same purposes for those helicopters operating from a helicopter touching down, the following should be
at an elevated site, particularly in the immediate vicinity of taken into account:
the site.
a) Dynamic load due to impact on touchdown.
1.3.1.3 The determination of optimum operating mass for
multi-engined helicopters using an elevated heliport may This should cover the normal touchdown, with a
require the availability of obstacle-free airspace to well rate of descent of 1.8 rn/s (6 ft/s), which equates to
below the elevation of the FATO. Attention must be given, the serviceability limit state. The impact load is then
therefore, to the relative height and proximity of other equal to 1.5 times the maximum take-off mass of
structures when planning approach and departure routes. the helicopter.
1.3.1.4 In the event of the failure of a power unit in a The emergency touchdown should also be covered
performance class 3 helicopter during the early stages after at a rate of descent of 3.6 rn/s (12 ft/s), which
lift-off or during the final stages of the approach to land, equates to the ultimate limit state. The partial safety
the helicopter will almost certainly be in a configuration of factor in this case should be taken as 1.66. Hence:
6 Heliport Manual
the ultimate design load = 1.66 service load e) Dead load of structural members.
= (1.66 x 1.5) maximum take-off mass
= 2.5 maximum take-off mass The partial safety factor to be used for the dead
load should be taken as 1.4.
To this should be applied the sympathetic response
factor discussed at b) below.
f) Wind loading.
b) Sympathetic response on the FATO.
In making the assessment of wind load, the basic
The dynamic load should be increased by a wind speed (V), appropriate to the location of the
structural response factor dependent upon the structure, is the three second gust speed estimated
natural frequency of the platform slab when to be exceeded, on the average, once in 50 years.
considering the design of supporting beams and The basic wind speed is then multiplied by three
columns. This increase in loading will usually apply factors -the topography factor (ground roughness),
only to slabs with one or more freely supported the factor of building size and height above ground
edges. It is recommended that the average structural and a statistical factor which takes into account the
response factor (R) of 1.3 should be used in period of time in years during which there will be
determining the ultimate design load. exposure to wind. This will give the design wind
speed (V,) which is then converted to dynamic
C) Over-all superimposed load on the FAT0 (SH,). pressure (q) using the relationship q=kV: where k
is a constant. The dynamic pressure is then
To allow for snow load, personnel, freight and
multiplied by an appropriate pressure coefficient Cp
equipment loads, etc., in addition to wheel loads, an
to give the pressure (p) exerted at any point on the
allowance of 0.5 kilonewtons per square metre
surface of the structure.
(kN/m2) should be included in the design.
g) Punching sheal:
d) Lateral load on the platfonn supports.
The supports of the platform should be designed to Check for the punching shear of an undercarriage
resist a horizontal point load equivalent to 0.5 wheel or skid using the ultimate design load with a
maximum takeoff mass of the helicopter, together contact area of 64.5 x 1@ mm2.
with the wind loading (see f) below), applied in the
direction which will provide the greater bending Note.- The above design loads for helicopters
moments. on landing are summarized in Table 1-3.
Table 1-2. Details of point loads and over-all
superimposed loads
Point load Under- Super- Super-
for each carriage imposed imposed
Maximum take-off mass wheel wheel centres load load
Helicopter (SHJ (SH~
category (kg) (m) (w) ( 4 (kN/n?) (kN/n?)
Chapter 1. Site selection and structural design 7
Table 1-3. Summary of design loads - Cases A and B
Design load for helicopter on landing - Case A
Superimposed loads
Helicopter 2.5 L,R distributed as two point loads at the wheel centres for the helicopter
category given in Table 1-2.
Average value for R = 1.3.
Lateral load L, applied horizontally in any direction.
1.6 -
2
Over-all superimposed load Load at platform level together with the maximum wind loading.
1.4 SHaover the whole area of the platform. (SHagiven in Table 1-2).
Dead load 1.4G
Wind loading 1.4W
Punching shear check 2.5 L,R load over tyre or skid contact area of 64.5 x lo3 mm2
Design load for helicopter at rest - Case B
Superimposed loads
Helicopter 1.6 L, distributed as two point loads at the wheel centres for the helicopter
category given in Table 1-2.
Over-all superimposed load 1.6 SHbover the whole area of the platform. SHbgiven in Table 1-2.
(personnel, freight, etc.)
Shear check Check as appropriate.
Symbol Meaning Partial load factors
k~ Maximum takeoff mass of helicopter Dynamic load (ultimate design load)
G Dead load of structure Live load
W Wind loading Dead load
R Structural response factor Wind loading
%a Superimposed load - Case A
S ~ b
Superimposed load - Case B
Hellport Manual
1.3.2.4 Case B - Helicopter at rest it provides a hammock effect for a person falling into it
rather than the trampoline effect produced by some rigid
When designing a FAT0 on an elevated heliport, and in materials.
order to cover the bending and shear stresses from a
helicopter at rest, the following should be taken into
account:
a) Dead load of the helicoptel: 1.4 HELIDECKS ON OFFSHORE
INSTALLATIONS
Each structural element must be designed to carry
the point load, in accordance with Table 1-2, from
the two main wheels or skids applied 1.4.1 General
simultaneously in any position on the FAT0 so as
to produce the worst effect from both bending and 1.4.1.1 The location of a helideck on a fixed or mobile
shear. installation is often a compromise between the conflicting
demands of basic design requirements, space limitations and
b) Over-all superimposed load (SHb). the need for the installation to provide for a variety of
functions. Where the statutory helideck design parameters
In addition to wheel loads, an allowance for over-all cannot be fully met, it may be necessary for restrictions to
superimposed load given in Table 1-2, over the area be imposed upon helicopter operations, based upon tests, for
of the FATO, should be included in the design. example in relation to wind velocity.
c) Dead load on structural members and wind loading. 1.4.1.2 Where it is likely that the availability of a single
helideck on an installation would impose severe restraints
The same factors should be included in the design upon the regularity of a helicopter operation, it may be
for these items as given for Case A. advisable to provide two separate helidecks, probably
diametrically opposed, each satisfying, as far as possible,
Note.- The above design loads for helicopters the specified criteria.
at rest are summarized in Table 1-3.
1.4.1.3 The helideck should be so located that the required
1.3.2.5 Normally, the upper load limit of the helicopter clear approach and take-off sector is available, making best
category selected should be used for design purposes except use of the prevailing winds, and the FAT0 is least affected
as follows: by structureinduced turbulence or by high temperatures and
turbulence from the exhausts of gas turbines. Helidecks
In order to avoid over-design in the platform the upper which are located directly upon deep, slab-sided structures,
limit in any band may be exceeded by 10 per cent such as accommodation areas, are liable to suffer from
should the maximum take-off mass of a helicopter fall excessive vertical airflow components unless there is
just into the next highest category. In such cases, the sufficient separation to allow airflow beneath the helideck.
upper limit of the lower helicopter category should be The combined effects of airflow direction and turbulence,
used in the design. prevailing wind and exhaust stack emissions should be
determined for each installation and this information should
be made available to the helicopter operator. As a general
rule, the vertical airflows resulting from winds of up to
1.3.3 Personnel safety 25 d s should not exceed a . 9 d s over the FAT0 at the
main rotor height.
1.3.3.1 Where there is a sheer drop from the edges of the
heliport and the free movement of passengers and heliport 1.4.1.4 Where gas turbines are installed whose exhaust
personnel cannot be made without some risk, a safety net gases may affect helicopter operations, some form of
should be installed. exhaust plume indication, for example by the production of
coloured smoke, should ideally be provided for use during
1.3.3.2 The net should extend outwards to at least 1.5 m helicopter operations. A survey of ambient temperatures
from the edges of the safety area and be capable of should be conducted when the wind is flowing directly from
withstanding, without damage, a 75 kg mass being dropped the turbine exhaust ducts towards the helideck. When the
from a height of 1.0 m. It should be so manufactured that ambient temperature in increased by more than 2" to 3OC the
... -. . ,. . -, .. Chapter 1. Site selection and structural design
helicopter operator must be advised. It may be necessary, in 1.4.2.5 Wind tunnel experiments have been carried out to
difficult cases, for some form of permanent heat sensor investigate salient flow features around simple platform
instrumentation to be installed to give guidance to the models, with special regard to the suitable location of
helicopter pilot on the temperature profile whilst operations helidecks, and have resulted in some general criteria for
at the installation are in progress. helideck positioning.
1.4.1.5 It should be noted that turbulence from turbine 1.4.2.6 Firstly, it is apparent that variations in platform
exhausts may be as great a hazard to the smaller helicopters geometry do not critically affect the flow of air, but the
as is the associated increase in temperature. aerodynamic characteristics of a specific platform design are
very different where solid (non-porous) structures are
1.4.1.6 It is desirable, particularly on fixed installations, concerned from those associated with open lattice-type
that to meet the required safety criteria, the helideck should structures. Therefore, in deciding the best location for the
be located at or above the height of the highest point of the helideck the designer should adopt the following simplistic
main structure. However, in so doing, it should be approach to this difficult design problem
recognized that if this entails a helideck much in excess of
60 m above sea level, the regularity of helicopter operations a) simplify the platform design into solid blocks and
in some sea areas may be adversely affected by low cloud lattice structures;
base conditions. Conversely, low elevation helidecks may
also adversely affect helicopter operations due to the one- b) recognize that helidecks level with or below a block
engine-inoperative performance safety requirements. will always be subject to a turbulent separated flow
from some wind directions;
c) consider whether a system of edge slats or turning
1.4.2 Effects of airflows over vanes can be used to reduce the turbulent effects
offshore installations over the helideck or if the only alternative solution
is to raise the helideck;
1.4.2.1 The detailed pattern of airflows over offshore
installations is a complex matter, being dependent upon the d) accepting that winds normal to the salient edges are
precise configuration of the installations, the state of the sea the most demanding in terms of depth of influence,
and the general atmospheric environment. Nevertheless, examine potential helideck positions for height and
these airflows fall into a general class, particularly in distance from upstream edges. Provide an elevation
conditions of strong winds and neutrally stable atmosphere of 0.2t at a leading edge, increasing to 0 . 3 at a
and can be described in terms of their over-all structure. distance t from the edge and maintaining this height
for distances up to 3t, where t is the relevant local
1.4.2.2 Essentially, the wind must pass over and around a obstruction height; and
threedimensional isolated bluff block elevated on legs
above the sea surface. As far as the gross effects are e) such elevations will, in general, produce a
concerned, it is the over-all bulk of the installation that reasonable flow environment. Any less elevation
disturbs the oncoming flow and, in general, the role of the may prove to be more critical to other wind angles
numerous protrusions is secondary, confusing the situation for, although the separated flow behind an inclined
rather than drastically altering the general pattern. block may be less deep, steadier downflows can
exist in the region of the helideck.
1.4.2.3 Many of these influences can be viewed simply in
terms of the physical scales of the flow-disturbing obstacles, 1.4.2.7 These considerations are given to enable the
since it is always necessary to relate sizes and distances to generation of a broadly satisfactory flow environment for
the ovemding geometric parameters of platform thickness, helicopter operations. In addition, the platform's primary
length and breadth. function dictates highly restrictive constraints on helideck
placement. The reconciliation of the various conflicting
1.4.2.4 Apart from such over-all considerations, module demands is necessarily the province of the designer who
shape cannot be ignored completely when assessing the must also consider the effects of exhaust plume dispersal
potential effect of a configuration. However, a limited and cooling and other related environmental facets. If more
number of general principles can be offered to explain most quantitative information is required, the designer must
observed phenomena, although accurate prediction of these resort to wind tunnel tests for a particular installation
flows is a difficult matter. configuration.
Heliport Manual
1.4.3 Effects of temperature increases turbine system with reference to particular sensitive
at offshore installations locations. It is stressed that, when doing so, consideration
must be given to the dynamic nature of the sensitive
1.4.3.1 As offshore structures have become larger and system, gas turbine intakes or the general environment, so
more complex, larger power generation plants have been that due regard may be taken of the strong fluctuations in
necessary which, in turn, have produced adverse effects on temperature that may exist.
the general platform environment through emission of hot
exhaust plumes. Furthermore, it is inevitable on an offshore 1.4.3.6 Helicopter performance may also be seriously
installation that the many sensitive systems are in much impaired as a result of the combined radiated and convected
closer proximity than they would be on an on-shore ground heat effects from flare plumes under certain wind
level site and some interaction is bound to take place. conditions. In moderate or stronger winds, the radiated heat
is rapidly dissipated and presents little problem for the
1.4.3.2 Amongst the many effects of hot exhaust gases, helicopter pilot provided flight through the flare plume is
one of the major aspects to be considered is the resulting avoided. However, in calm or light wind conditions the
modification of helicopter performance. Sudden increases in changes in temperature around the helideck can be very
the environmental temperature over ambient can cause an marked and localized and the helicopter may undergo a
abrupt loss of engine and rotor performance at a most sudden unexpected loss of performance just as it is about to
critical stage of the helicopter operation. cross the edge of the helideck.
1.4.3.3 The emission of the exhaust gas is usually in the 1.4.3.7 Designers should, therefore, exercise great care in
form of a number of turbulent jets, which are injected into the location and elevation of flare towers in relation to
the complex turbulent flow that exists round the installation. helicopter operations.
The result is an interaction process which produces great
variation in the rates of spreading and cooling individual
plumes. The properties of the temperature field can be
measured by wind tunnel model testing. However, because 1.4.4 Personnel safety
of the limited scope from a few scales of length, velocity
and temperature, the results achieved can be used only as a 1.4.4.1 Safety nets for the protection of personnel should
guide to the type of phenomena that can exist in general, be installed around the helideck except where structural
and to the relative levels of temperature that can be protection exists. The netting used should be of a flexible
expected. nature and be manufactured from non-flammable material.
The inboard edge should be fastened level with, or just
1.4.3.4 As a plume develops, with an origin relatively below, the edge of the helideck, including drainage,
clear of the helideck, the individual identity of the separate guttering, etc. The net itself should extend at least 1.5 m in
jets is gradually lost as the hot cloud merges into one the horizontal plane and be so arranged that the outboard
plume. Accordingly, the temperature is reduced and is more edge is slightly above the level of the helideck edge, but by
evenly distributed. By elevating the outlets sufficiently, the not more than 0.25 m, having an upward and outward slope
helideck can be kept clear of hot gas, but the resulting of at least 10'. The net should be strong enough to
concentrated plume constitutes a considerable helicopter withstand, without damage, a 75 kg mass being dropped
hazard. By lowering the outlet positions into the separated from a height of 1.0 m.
flow around the platform an increase in the dispersion of
the plume can be obtained and the centreline temperature 1.4.4.2 A safety net designed to meet these criteria may
can be markedly reduced. However, the spread of the nevertheless be too rigid and act as a trampoline giving a
exhaust may become so great that almost all parts of the "bounce" effect. Further, if lateral or longitudinal centre
structure are contaminated under some wind conditions. bars are provided to strengthen the net structure, there is a
Quantitative tests thus become necessary to assess the risk of serious injury to persons falling across them. The
acceptability of such a design. ideal design should produce a "hammock" effect which
should securely contain a body falling or jumping into the
1.4.3.5 Long, downward-directed outlets will remove most net, without injury.
of the problems of plume interference with helicopter
operations and should be satisfactory for the installation 1.4.4.3 Many helicopters have passenger access on one
over-all if suitable gas turbine and heating and ventilation side only, therefore helicopter landing orientation in relation
intake positions can be made available. Even so, it is always to helideck access points is important to ensure that
advisable to test a specific configuration and associated gas embarking and disembarking passengers are not required to
Chapter 1. Site selection and structural design
pass around a helicopter with a low profile rotor when a 1.4.7 Types of offshore installation and
rotors-running tum-round is conducted. support vessel
1.4.4.4 Ideally there should be a minimum of three access 1.4.7.1 Offshore installations can be classified generally as
points to the helideck, located equidistant around the fixed or mobile.
perimeter. However, if the helideck extends beyond the
main structure below by more than 50 per cent, then two of 1.4.7.2 Each operating offshore oil or gas field will
the access points should be located in this overhang area. normally contain at least one fixed installation. It would be
Such an arrangement will ensure that, in the event of an designated the key platform in the field or in a section of a
accident or incident on the helideck from which f i e might large field where exploration has revealed that the mineral
ensue, personnel will be sure of at least one escape route source extends over a large area beneath the sea and
upwind of the helideck. warrants more than one operating area to extract the
mineral.
1.4.4.5 Where hand rails associated with access points
exceed the elevation of the FAT0 by more than 25 cm 1.4.7.3 Each fixed installation usually will be supported by
(10 in), they shall be made collapsible or removable. They one or more mobile installations, either on a temporary
shall be collapsed or removed whilst helicopter manoeuvres basis or in the longer term of the useful life of the oiVgas
are in progress. field, dependent upon the functional capabilities of the key
platform. In some fields it has been found to be more
economically viable, at least in the short term, to adapt a
mobile installation and use it as a fixed platform.
1.4.5 Control of crane movement
1.4.7.4 Mobile installations are also used independently in
1.4.5.1 It is particularly important that all crane the exploration of new fields where their manoeuvring
movements on the installation and in the immediate ability renders them of major economic use.
environment are controlled efficiently. The 210" obstacle-
free sector of the helideck must not be infringed upon by 1.4.7.5 Various support vessels, such as crane or derrick
any cranes or parts thereof during helicopter movements. barges, pipe-laying vessels, maintenance vessels and floating
All cranes in the vicinity of the FAT0 which may, during storage units (FSUs) are also employed extensively in the
their operation, encroach into the 210" sector or the 150" oiVgas fields. They are usually specifically designed or
limited obstacle sector must cease movement during modified for a particular function which makes their use
helicopter operations. Not only can the physical presence of especially valuable.
cranes in the sensitive areas constitute decided hazards to
operating helicopters, but crane movement, even in a safe
location, can distract a pilot's attention at a critical stage of 1.4.7.6 Fixed installations
an operation. It is desirable, therefore, that all cranes, both
on the installation and on any attendant installations or 1.4.7.6.1 These installations are fixed to the sea bed and
vessels be stationary and, if practicable, be lowered and thus provide the most stable platforms for offshore
stowed clear of the obstaclefree and limited obstacle helicopter operations. These are also usually large
sectors during all helicopter movements at the installation. structures, which should normally be capable of providing
adequate space for the accommodation of helicopter
1.4.5.2 It is desired, and indeed, required by some requirements. However, because an installation is fixed and
regulating authorities that the person in charge of the constitutes the key platform in the field, it necessarily
installation or vessel shall issue written instructions to the carries quantities of large equipment, pipework and
above effect. functionally essential structures which limit the space
available for helicopter operations unless they have been
specifically catered for in the design of the installation.
1.4.6 Structural design strength 1.4.7.6.2 All modem offshore installations are designed
with helicopter operations in mind. However, there are
When considering the structural design strength of any many older installations in use which were designed before
helideck, the guidance given for an on-shore elevated helicopters were generally used in support. The
heliport shall apply (see 1.3.2 to 1.3.2.5 inclusive and subsequently added helidecks are consequently often small
Tables 1-2 and 1-3). and able to accept only the smaller types of helicopter.
Heliport Manual
1.4.7.6.3 Alternatively, new helidecks can be provided by 1.4.7.8.2 These installations are suitable for use in more
employing a cantilever type of construction and placing shallow waters only and thus are less adaptable than the
most of the helideck outside the main structure. This should semi-submersibles. Additionally, with the legs set in a
provide the greater angle required for the obstacle-free triangular configuration in most cases, it is impossible to
sector and approach area. Great attention must be given, locate a helideck on the main structure and provide the
however, to ensure that such structures do not exceed the required 210" obstaclefree sector. Therefore, the helideck
centre of gravity limits of the installation, particularly if the must be provided outside the main structure, which
helideck is located high upon the installation. probably means being supported by a cantilever type of
construction.
1.4.7.6.4 Some satellite platforms may be fixed by a
single-point mooring. They usually provide only the smaller 1.4.7.8.3 With this type of construction, the centre of
helidecks although, in most cases, they are able to provide gravity problem mentioned in 1.4.7.6.3 applies, particularly
obstacle-free approach and takeoff areas well in excess of when the rig is being moved. For this reason, the main
the minimum 210" required. Such platforms are very prone structure is usually lowered to the minimum practicable
to sea movements, however, and may very well roll from position on the jack-up legs prior to being towed. However,
side to side and heave up and down, while at the same time such a position so close to the water level renders the
swinging laterally about the mooring. Therefore restrictions helideck liable to be swamped by heavy seas with
may be imposed on helicopter operations by the appropriate consequent deterioration of the materials used in the
aviation authority. helideck construction. Therefore, the helideck must be
swabbed clean of all salt water deposits as soon after the
movement is completed as is possible.
1.4.7.7 semi-submersible installations
1.4.7.7.1 These are mobile installations that cab move 1.4.7.9 Support vessels
under their own power or be towed. They float by means of
All vessels used in support of oiVgas exploration and
at least two large pontoons. When in position in an oiVgas
exploitation operations will, almost invariably, be provided
field they are secured to the sea bed by several chains and
with purpose-built helidecks. Probable exceptions will be
anchors. Since part of the structure is under water, they are
the small safety vessels which attend each installation.
able, normally, to provide stable, suitably dimensional
Therefore the requirements shall be the same as for the
helidecks with clear approaches. It must be ensured,
offshore installation or, in the case of the exceptions, for
however, that the anchor attachment points do not constitute
heliports on ships given in 1.5.2.
obstacles in the critical areas adjacent to the helideck.
Cranes must cease operations and be stowed during
helicopter operations and, when in use, they must not
interfere with operations to helidecks on other installations
or vessels. It is most important for the safe and expeditious flow of
helicopter traffic that mobile installations and support
1.4.7.7.2 When a semi-submersible is moored alongside vessels observe the 180" obstaclefree surfaces, not only as
another installation, it must be ensured that all approaches applied to their own helidecks but also of the helidecks on
to its helideck remain available and clear or the helideck all other installations andlor support vessels in the oiVgas
should be closed for operations. Helicopters must then use field in which they are operating.
the helideck on the parent installation. Similarly, the
position of the semi-submersible must not infringe upon the
approaches to the helideck on the parent installation.
1.5 HELIDECKS ON SHIPS
1.4.7.8 Jack-up installations
1.4.7.8.1 Jack-up rigs are also mobile installations, but 1.5.1 Helidecks on ships
almost always need to be towed between locations. They
consist of tall, latticed legs, usually three in number, 1.5.1.1 When helicopter platforms are provided in the bow
between which the main structure can be raised or lowered or stern of a vessel or are purpose-built in some other
to a suitable height above water level. The legs sit on the location above the vessel's structure, they are to be regarded
bed of the water area and are suitably anchored to give a as helidecks and the criteria applied to helidecks on offshore
stable platform. installations shall apply equally to these platforms.
Cha~terI . Site selection and structural design
1.5.1.2 When, however, such helidecks cannot be provided laying barges, etc., the only location available for a FAT0
with the full 210" obstaclefree area or the full required and which will provide two approach paths, is usually
FAT0 size is not possible, the helideck may be acceptable amidships and then only in a highly obstructed environment.
to helicopters of smaller over-all dimensions or after the This is due to the very nature of the role of the vessel and
imposition of certain limitations on helicopter operations. its consequent structure and equipment. This location,
Such acceptance should be the responsibility of the however, minimizes the effects of the vertical movements
appropriate aviation authority to whom application should of the vessel.
be made.
1.5.2.2 FAT0 at ship's side location
1.5.1.3 Because the ability of a vessel to manoeuvre may
be helpful in providing an acceptable wind direction in 1.5.2.2.1 On some ships, notably tankers, even the space
relation to the FAT0 location, the authorities should be amidships is precluded from accommodating a FAT0 by
notified whether the vessel is normally fixed at anchor pipelines and derrick booms. Therefore provision has to be
during helicopter operations, single point moored or semi or made for the FAT0 at the ship's side.
fully manoeuvrable. The authorities may then specify the
effective minimum wind speed and crosswind components
acceptable when giving clearance for the helideck. 1.5.3 Special types of ships
1.5.1.4 Although helidecks located amidships are less 1.5.3.1 Oil tankers
liable to the extreme vessel movement experienced at bow
or stem locations, details of motions of the vessel in pitch, In spite of the hazardous nature of their cargo, tankers are
roll, yaw or heave are to be notified to the pilot prior to and probably the most suitable ships on which to operate
during all helicopter movements. The limitations on these helicopters. Correct gas control procedure, backed up by
movements should be recorded in the helicopter operator's other safety procedures, virtually removes any hazards
operations manual. which may result from gases from the cargo. On all ships
with accommodation areas aft, the large area of deck space,
1.5.1.5 A poop deck location, that is, the raised deck in comparatively free from obstructions, provides a suitable
the stem of the vessel, is often used because of the shortage helicopter operating area. Smaller tankers may be able to
of suitable space on the main deck. However, such a provide a winching area only whereas the larger tankers
location can have the following disadvantages: may provide a FAT0 on one side of the ship and a
winching area on the opposite side. The deck space on
a) air turbulence caused by wind effects on the smaller tankers is usually more cluttered and manoeuvring
superstructure may produce handling problems when areas tend to be restricted by derrick posts, cranes, masts,
manoeuvring the helicopter; gas risers, etc.
b) flue gases may adversely affect helicopter 1.5.3.2 ChemicaVparcel tankers
performance or even affect the pilot; and
In general, because of their special construction, these ships
c) excessive pitch, roll and heave may be experienced are not suitable for routine helicopter operations. The
at this extreme end of the ship and may preclude multitude of horizontal and vertical pipes, ventilator pipes
helicopter operations. and deck tanks usually means that no space is available to
establish a landing or winching area. Helicopter operations
1.5.1.6 These problems may be overcome by providing a to these ships should, therefore, be carried out in an
suitably designed, purpose-built helicopter platform and by emergency only.
manoeuvring the ship so that the direction of the wind is
within 35" of the beam, preferably on the port side, prior to 1.5.3.3 Gas tankers
the helicopter approaching or taking off.
Helicopter operations are carried out, by preference, on or
above the main decks of these tankers, wherever there is
1.5.2 Heliports on ships enough space.
1.5.2.1 FAT0 in amidships location 1.5.3.4 Bulk carriers
1.5.2.1.1 On some vessels supporting offshore mineral Generally the bulk carriers are designed so that much of the
exploration and exploitation, particularly crane barges, pipe main deck area is taken up with large hatch covers, leaving
Heliport Manual
relatively little clear deck space on either side of the b) Side opening. The hatch covers are suitable for
hatches. This usually means that helicopter operating areas landing or winching, but many are not totally flat
must be sited on the hatch covers. It is essential that such and can slope by as much as 5", normally from the
hatch covers be approved by the appropriate authority as half-length towards either end. This factor is even
having sufficient bearing strength to accommodate the most more critical when added to the rolling motion of
critical helicopter for which the operations are intended. It the ship and may exceed the slope limitations
is emphasized that the whole of the FAT0 would need to specified for the helicopter.
be located on the hatch covers and shall not overlap on to
the side deck areas. Thus most bulk carriers will be able to
meet the requirements for a winching area only. 1S.3.7 Combination carriers
1.5.3.5 Geared bulk carriers Design features on both types of combination carrier,
namely the orelbulkloil carriers (OBO) and the oreloil
1.5.3.5.1 This type of ship generally falls into the smaller carriers (OIO), are similar to the bulk carriers. A FAT0 or
size range and is normally capable of providing a winching winching area will normally be sited on the hatch covers,
area. The design of these ships varies considerably but most although it may be possible on the large 0 1 0 ships to site
have a significant number of tall obstructions in the form of the area on the main deck as greater clear deck space is
cargo-handling gear, which complicates the siting of a usually available. Minor obstacles on the hatch covers, such
suitable helicopter operating area. It may be possible to site as vent hatches or tank cleaning equipment, may determine
the area on hatch covers. However, the close proximity of where the operating area will be situated. Combination
obstacles may require its siting on the main deck with a carriers are relatively free of large obstacles although the
significant portion of the manoeuvring area extending demck posts near the manifolds usually combine to take the
outboard of the ship's side. tanks' gas vent risers. Combination carriers almost
invariably are fitted with side opening hatch covers (see
1.5.3.5.2 The following points should be considered: 1.5.3.6.2 b)).
a) the area should not be located well forward because
of turbulence around the ship's bow, coupled with
the potential problems of spray or breaking seas due 1.5.3.8 Container ships
to the relatively low freeboard in the laden
1.5.3.8.1 Unless specially designed, a container ship does
condition; and
not readily lend itself to routine helicopter operations as
maximum use is made of the weather deck for the stowage
b) the presence of tall obstacles on the main deck
of the containers. In most cases this precludes helicopter
requires that provision be made for clear approach
landing or winching operations to anywhere but:
and departure paths to and from the operating area.
a) hatches which are clear of containers; or
1.5.3.6 Gearless bulk camers
1.5.3.6.1 These ships are usually free from tall obstacles b) the top of the deck container stack.
on deck and offer both a clear approachldeparture path and
greater flexibility in siting an operating area, which is 1.5.3.8.2 Although these areas should be able to meet the
normally on the hatch covers. These may have some minor recommendations for the space required for helicopters
obstacles on them, such as ventilator trunkings, which can landing or winching, the availability of clear spaces is
affect the positioning of the clear zone. usually limited due to the positioning of containers on deck.
Clearance on bearing strength of the hatch covers should be
1.5.3.6.2 The following points must be considered when obtained from the appropriate authority for the operation of
siting helicopter operating areas on the hatch tops: helicopters.
a) Fore and aft opening. These hatch covers are 1.5.3.8.3 Serious consideration must be given to the
normally either totally flat or transversely following points if helicopter operations are proposed from
corrugated. The totally flat configuration is ideally the top of the deck container stack:
suited for both landing and winching operations.
Transversely corrugated hatch covers are not suited a) containers on deck can routinely be stacked as many
to helicopter operations but the operating areas can as five high (up to 14 m above the deck) and are
usually be sited on the main deck. also likely to extend the full width of the ship;
Chapter 1. Site selection and structural design
b) unless specialized arrangements can be made to suit tank area, but also has the disadvantages mentioned in
the profile of the stack, access to and from the 1.5.1.5. In addition there is a requirement to protect the
weather deck can be hazardous to personnel, accommodation area against the potential hazards of a
regardless of the number of containers in the stack; helicopter accident (burning fuel and flying debris).
c) the use of pilot ladders is limited to lengths of 9 m 1.5.3.9.3 If a ship is provided with a purpose built
and so, if the stack is three containers or more high helideck, specially designed to alleviate these p~oblems,
and the means of access is by pilot ladder, it may then the poop deck represents the optimum position for a
cause problems for the ship operators; FATO. Therefore, it is strongly suggested that gas carriers
should not require helicopter operations to take place unless
d) the safety of personnel working on top of the deck such a helideck is provided.
stack must be provided for by lifelines, handholds,
etc.; and 1.5.3.10 Dry cargo ships
e) the container roof is not strong enough to support 1.5.3.10.1 It is unlikely that the majority of general cargo
landing helicopters and is seldom entirely rigid. It ships, including modem ships of relatively large size, will
will often be covered by greasylmoist deposits be able to meet even the minimum requirements for a
rendering winching operations extremely dangerous. winching area. Their design is such that numerous tall
The stack surface is also criss-crossed with linear obstacles in the form of deck houses and cargo handling
gaps between the container rows and bays. gear severely limit the clear deck space available and afford
little scope for the provision of a clear approach to any
1.5.3.9 Gas carriers operating area provisionally selected. Cargo handling gear
is normally stowed across the hatches in a fore and aft
1.5.3.9.1 Although the design criteria may differ radically direction when not in use and therefore precludes the siting
between the two categories of liquified gas carrier and even of winching zones on the hatch tops. It is possible that
between different types of ship in the same category, the some of the larger, modem ships fitted with cranes may be
general provisions for helicopter operations are common to capable of luffing the crane jibs and swinging them
both. The potential hazards inherent in conducting athwartships, thereby facilitating provision of a winching
helicopter operations involving gas carriers must be clearly area either on the hatch tops or on the main deck adjacent
recognized and the owner's prerogative to protect the ship to the hatch, with a large part of the manoeuvring area
by refusing to permit routine helicopter operations must be extending over the ship's side. This procedure, however, is
respected. However, this does not preclude helicopter not recommended for ships fitted with demcks due to the
operations to gas carriers when the express consent of both inherent difficulty of securing demcks adequately when
the owner and the master has been obtained. luffing vertically.
1.5.3.9.2 The major problem with regard to helicopter 1.5.3.10.2 The possibility outlined in 1.5.3.10.1 is very
operations to gas carriers is the almost invariable lack of likely to be removed by the present trend for cargo ships to
clear deck space available for the operating areas, coupled carry containers both on the hatch tops and the main deck,
with the extreme vulnerability to damage of the deck but gives rise to problems of safe access to and from the
installations and the consequent difficulty of controlling any ope~atingarea. In the event that containers are not carried
ensuing fire. Thus it must be apparent that most gas carriers and a suitable winching area can be located on the hatch
will be unable to provide a suitable clear space in the cargo tops, it should be noted that hatch covers on general cargo
area or forecastle head to provide for helicopter operations. ships, whether they are end-stowing or slab design, are
The only suitable safe place would be the poop deck. This invariably flat and therefore present a suitable clear zone for
area is advantageous due to its remoteness from the cargo winching operations.
Chapter 2
PHYSICAL CHARACTERISTICS
2.1 SURFACE-LEVEL HELIPORTS over-all lengtldwidth, whichever is the greater, of
the longestlwidest helicopter the heliport is intended
Note.- Thefollowing spec@cations are for suvace-level to serve.
land heliports (except where spec@ed).
2.1.1.3 The over-all slope in any direction on the FAT0
shall not exceed 3 per cent. No portion of a FAT0 shall
have a slope exceeding:
2.1.1 Final approach and
take-off areas a) 5 per cent where the heliport is intended to be used
by performance class 1 helicopters; and
2.1.1.1 A surface-level heliport shall be provided with at
b) 7 per cent where the heliport is intended to be used
least one FATO.
by performance class 2 and 3 helicopters.
Note.- A FAT0 may be located on or near a runway
2.1.1.4 The surface of the FAT0 shall:
strip or taxiway strip.
a) be resistant to the effects of downwash;
2.1.1.2 The dimensions of a FAT0 shall be:
b) be free of irregularities that would adversely affect
a) for a heliport intended to be used by performance the take-off or landing of helicopters; and
class 1 helicopters, as prescribed in the helicopter
flight manual except that, in the absence of width c) have bearing strength sufficient to accommodate a
specifications, the width shall be not less than rejected take-off by performance class 1 helicopters.
1.5 times the over-all lengtwwidth, whichever is the
greater, of the longestlwidest helicopter the heliport 2.1.1.5 The FAT0 should provide ground effect.
is intended to serve;
b) for a water heliport intended to be used by 2.1.2 Helicopter clearways
performance class 1 helicopters, as prescribed in a)
above, plus 10 per cent; 2.1.2.1 A helicopter carrying out a take-off in instrument
metwrological conditions or an overshoot in IMC following
c) for a heliport intended to be used by performance a bauked landing/missed approach may need to accelerate
class 2 and 3 helicopters, of sufficient size and in level flight close to the ground in order to achieve its
shape to contain an area within which can be drawn safe climbing speed.
a circle of diameter not less than 1.5 times the
over-all lengtldwidth, whichever is the greater, of 2.1.2.2 In order that this manoeuvre may be accomplished
the longestlwidest helicopter the heliport is intended with maximum safety, it will be necessary to ensure that
to serve; and there are no objects in the probable path of the helicopter
which may endanger its safety, and a helicopter clearway
d) for a water heliport intended to be used by shall be established.
performance class 2 and 3 helicopters, of sufficient
size to contain an area within which can be drawn 2.1.2.3 A helicopter clearway shall commence at the
a circle of diameter not less than two times the upwind end of the FATO, including the rejected take-off
Chapter 2. Physical characteristics
area, and continue until the first upstanding obstacle, 2.1.3.6 If the area is to be used in all weather conditions
excluding lightweight, frangible objects. If the presence of it would be advisable to pave the area of the TLOF. If
such an obstacle unduly restricts the distance for the vehicles are likely to approach the TLOF, especially for
helicopter clearway, it must be removed. loading or unloading freight or for refuelling, consideration
should be given to paving the whole area that might be
2.1.2.4 All mobile objects shall be removed from the area used. If refuelling is carried out on the TLOF, any spilt fuel
whose surface may be land or may be water provided the should be removed immediately.
helicopters using the heliport are equipped with suitable
flotation gear. Marshy or boggy ground is not recommended 2.1.3.7 The bearing strength of the surface of the TLOF
in the event that an emergency landing may be necessary. should be sufficient to withstand the dynamic loading
imposed by the heaviest andlor largest helicopter for which
2.1.2.5 The width of a helicopter clearway should be not the area is intended. The dynamic load due to impact on
less than that of the associated safety area. landing should cover a normal landing with a rate of
descent of 1.8 m/s (6 ft/s). The impact load is equal to
2.1.2.6 The ground in a helicopter clearway should not 1.5 times the maximum take-off weight of the helicopter.
project above a plane having an upward slope of 3 per cent,
the lower limit of this plane being a horizontal line which
is located on the periphery of the FATO. 2.1.4 Safety areas
2.1.4.1 A FAT0 shall be surrounded by a safety area.
2.1.3 Touchdown and Lift-off areas (TLOFs) 2.1.4.2 The purpose of a safety area is to:
2.1.3.1 Whenever it is intended that the undercarriage of a) reduce the risk of damage to a helicopter caused to
a helicopter will actually touch down on the surface of a move off the FAT0 by the effect of turbulence or
heliport or leave the surface to achieve a hover, a cross-wind, rnislanding or mishandling; and
touchdown and lift-off area shall be provided. Such an area
may form part of the FAT0 or it may be a discrete separate b) protect helicopters flying over the area during
area more suitable to withstanding the mass of the landing, missed approach or take-off by providing
helicopter, for example, or it may be part of a helicopter an area which is cleared of all obstacles except
stand, in isolation or on a helicopter apron. small, frangible objects which, because of their
function, must be located on the area.
2.1.3.2 A touchdown and lift-off area may be any shape
but shall be of sufficient size to contain a circle of diameter 2.1.4.3 A safety area surrounding a FAT0 intended to be
1.5 times the length or width of the undercarriage, used in visual meteorological conditions (VMC) shall
whichever is the greater, of the largest helicopter the area extend outwards from the periphery of the FAT0 for a
is intended to serve. distance of at least 3 m or 0.25 times the over-all
lengthlwidth, whichever is the greater, of the longestlwidest
2.1.3.3 Slopes on a TLOF shall be sufficient to prevent helicopter the area is intended to serve.
accumulation of water on the surface of the area, but shall
not exceed 2 per cent in any direction. Note.- The larger of the two alternatives given above
shall always be applied.
2.1.3.4 When siting a discrete TLOF it should be ensured
that there are no obstacles such as hangars or other 2.1.4.4 A safety area surrounding a FAT0 intended to be
structures in the immediate vicinity that might cause used by helicopter operations in instrument meteorological
helicopter control difficulties through turbulence or which conditions (IMC) shall extend:
could present a hazard when manoeuvring in cross-wind
conditions. a) laterally to a distance of at least 45 m on each side
of the centre line; and
2.1.3.5 Level, well drained ground will suffice for the
area, but it must be free from any obstacles, loose stones or b) longitudinally to a distance of at least 60 m beyond
any other loose articles that could be stirred up by rotor the ends of the FATO.
downwash. It should be kept clear of snow or ice unless the
helicopters are equipped for such operations. Note.- See Figure 2-1.
Heliport Manual
2.1.4.5 No fixed object shall be permitted on a safety area, 2.1.5.4 The longitudinal slope of a helicopter ground
except for frangibly mounted objects which, because of taxiway shall not exceed 3 per cent.
their function, must be located on the area. No mobile
object shall be permitted on a safety area during helicopter 2.1.5.5 A helicopter ground taxiway should be capable of
operations. withstanding the traffic of such helicopters that the
helicopter ground taxiway is intended to serve.
2.1.4.6 Objects whose functions require them to be located
on the safety area shall not exceed a height of 25 cm when 2.1.5.6 A helicopter ground taxiway should be provided
located along the edge of the FAT0 nor penetrate a plane with shoulders that extend symmetrically on each side of
originating at a height of 25 cm above the edge of the the helicopter ground taxiway for at least one half the
FAT0 and sloping upwards and outwards from the edge of greatest over-all width of the widest helicopter that the
the FAT0 at a gradient of 5 per cent. helicopter ground taxiway is intended to serve.
2.1.4.7 The surface of the safety area shall not exceed an 2.1.5.7 The helicopter ground taxiway and its shoulders
upward slope of 4 per cent outwards from the edge of the shall provide rapid drainage but the transverse slope shall
FATO. not exceed 2 per cent.
2.1.4.8 The surface of the safety area abutting the FAT0 2.1.5.8 The surface of a helicopter ground taxiway should
shall be continuous with the FAT0 and the whole of the be resistant to the effects of the rotor downwash.
safety area shall be treated to prevent loose stones and any
other flying debris caused by rotor downwash.
2.1.6 Air taxiways
2.1.5 Helicopter ground taxiways 2.1.6.1 An air taxiway is intended to permit the movement
of a helicopter above the surface at a height normally
2.1.5.1 A helicopter ground taxiway is intended to permit associated with ground effect and at a ground speed less
the surface movement of a wheeled helicopter under its own than 37 km/h (20 kt).
power. The specifications for taxiways, taxiway shoulders
and taxiway strips included in Annex 14, Volume I, are 2.1.6.2 The choice between providing a helicopter ground
equally applicable to helicopters as modified below. When taxiway or an air taxiway, where one or the other is
a taxiway is intended for use by aeroplanes and helicopters, required, will mainly depend upon:
the provisions for taxiways and helicopter ground taxiways
will be examined and the more shingent requirements will a) the nature of the surface of the ground;
be applied.
b) the fact that the width of an air taxiway would be
2.1.5.2 The width of a helicopter ground taxiway shall not considerably greater than the width of a helicopter
be less than: ground taxiway;
c) the effects of turbulence from any adjacent
Helicopter ground
structures on the control of helicopters;
Helicopter main gear span taxiway width
d) any possible conflict between aeroplanes and
Up to but not including 4.5 m 7.5 m
helicopters; and
4.5 m up to but not including 6 m 10.5 m
e) the type of helicopter undercarriage, i.e. wheels or
skids.
6 m up to but not including 10 m 15 m
2.1.6.3 After considering the various factors it may be
10 m and over 20 m
decided to provide both facilities but, bearing in mind that
a helicopter using an air taxiway will remain in the ground
2.1.5.3 The separation distance between a helicopter cushion, that is, close to the ground, and the consequent
ground taxiway and another helicopter ground taxiway, an effect of rotor downwash, an air taxiway should not be
air taxiway, an object or helicopter stand shall not be less located immediately above a helicopter ground taxiway, if
than the appropriate dimension specified in Table 2-1. the two areas are to be used concurrently.
Chapter 2. Physical characteristics
2.1.6.4 The width of an air taxiway shall be at least two routes along which the helicopter can fly more quickly
times the greatest over-all width of the helicopters that the while maintaining a safe manoeuvre capability.
air taxiway is intended to serve.
2.1.7.2 An air transit route is intended to permit the
2.1.6.5 The surface of the ground beneath an air taxiway movement of a helicopter above the surface, normally at a
shall: height not above 30 m (100 ft) above ground level and at
ground speeds exceeding 37 kmlh (20 kt).
a) be resistant to the effects of rotor downwash; and
2.1.7.3 Air transit routes, however, require comparatively
b) be suitable for emergency landings. large amounts of airspace (widths of up to 200 m at night),
which must be kept clear of all obstacles as well as
2.1.6.6 The surface of the ground beneath an air taxiway corresponding areas of ground below them, which must be
should provide ground effect. suitable and of sufficient bearing strength to permit safe
emergenc y landings.
2.1.6.7 The transverse slope of the surface of the ground
beneath an air taxiway should not exceed 10 per cent and 2.1.7.4 The width of an air transit route shall not be less
the longitudinal slope should not exceed 7 per cent. In any than:
event, the slopes should not exceed the slope landing
limitations of the helicopters the air taxiway is intended to a) for operations by day only, 7.0 times the largest
serve. rotor diameter of the helicopters for which the air
transit route is intended; and
2.1.6.8 The separation distance between an air taxiway
and another air taxiway, a helicopter ground taxiway, an b) for operations at night, 10.0 times the largest rotor
object or a helicopter stand shall not be less than the diameter of the helicopters for which the air transit
appropriate dimension in Table 2- 1. route is intended.
Table 2-1. Helicopter ground taxiway and 2.1.7.5 Any variation in the direction of the centre line of
air taxiway separation distances (expressed in an air transit route shall not exceed 120' and shall be
multiples of greatest over-all width of helicopter - designed so as not to necessitate a turn of radius less than
with rotors turning) 270 m.
Helicopter 2.1.7.6 Air transit routes are to be selected so as to permit
ground Air Helicopter autorotative or one-engineinoperative landings such that, as
Facility taxiway taxiway Object stand a minimum requirement, inju~yto persons on the ground or
water, or damage to property are minimized.
Helicopter 2 4 1 2
ground (between (between (edge to (between
taxiway edges) centre object) edges)
lines) 2.1.8 Aprons
Air 4 4 1% 4 2.1.8.1 The specifications for aprons included in Chap-
taxiway (between (between (centre (centre ter 3 of Annex 14, Volume I, are equally applicable to
centre centre line line heliports as modified herewith.
lines) lines) to object) to edge)
2.1.8.2 The slope in any direction on a helicopter stand
shall not exceed 2 per cent.
2.1.7 Air transit rouks
2.1.8.3 The minimum clearance between a helicopter using
2.1.7.1 Ground air taxiing by helicopters are essentially a helicopter stand and an object or any aircraft on another
slow manoeuvres and can prove to be economically and stand shall not be less than half the greatest over-all width
operationally embarrassing at an airport, to helicopter and of the helicopters that the stand is intended to serve.
aeroplane operators alike. Therefore, when helicopters are
required to move between widely spaced locations on an 2.1.8.4 Where simultaneous hover operations are to be
airport or aerodrome, it is desirable to provide air transit provided for, the separation distance of 4 times the greatest
Heliport Manual
over-all width of helicopter, with rotors turning, between e) avoid the risk of debris being ingested by the
centre points of the relevant stands are to be applied. engines of other aircraft as a result of the debris
being blown about by rotor downwash.
2.1.8.5 A helicopter stand shall be of sufficient size to
contain a circle of diameter of at least the largest over-all 2.1.9.2 To some extent these problems can be avoided
dimension of the largest helicopter the stand is expected to through Air Traffic Control and aerodrome management
serve. procedures. However, at busy aerodromes with a large
amount of helicopter traffic, it is important that the design
and layout of the aerodrome take these problems into
2.1.9 Provision of a final approach and account to ensure that they are reduced to a minimum.
take-off area in relation to a
runway or taxiway 2.1.9.3 Those parts of the runway where vortex wake
generation is likely to be greatest are in the threshold and
2.1.9.1 To facilitate the operation of helicopters at an touchdown zone areas while the aeroplane wings are still
aerodrome, provision should be made f o a~ FAT0 separate generating lift and also at the point of take-off as the
from the aeroplane takeoff and landing areas, although aeroplane rotates and becomes airborne with high power
aeroplanes and helicopters may share a common runway in applied. For these reasons, it is undesirable that a FAT0
low visibility conditions so that the helicopter can use a should be located 'opposite the thresholds or touchdown
runway ILS as an aid in its final approach. The FAT0 zones of a runway or within a runway strip.
should be so located as to:
2.1.9.4 At taxiway intersections and aircraft holding points
a) provide adequate separation from aeroplane traffic serving runways, aeroplanes are likely to use higher power
patterns and so avoid conflict in takeoff and in the turn when taxiing and when moving forward from a
landing operations; stationary position. Thus it is considered undesirable to
locate a FAT0 adjacent to these areas as well.
b) avoid areas where the jet efflux from aeroplane
engines, especially at takeoff or break-away power, 2.1.9.5 Special attention should be given in preparing the
is- likely to cause high turbulence or severely surface around the FAT0 to resist erosion from jet engine
degrade the ground cushion below a helicopter in exhausts and rotor downwash and so minimize the risk of
the hover: ingestion of loose surface materials by both aeroplane and
helicopter engines.
c) avoid areas where vortex wake generated by landing
aeroplanes is likely to exist and affect helicopters 2.1.9.6 It will usually be necessary to locate a touchdown
either in the final approach phase or in the hover and lift-off area separate from the FAT0 on a discrete
adjacent to the runway; helicopter stand or helicopter apron where helicopters can
embark and disembark passengers or load/unload cargo. It
d) avoid the rotor downwash from large and heavy should be located so as to:
helicopters affecting light aeroplanes parked on an
apron or on a taxiway during the approach or a) be as close as possible to passenger check-in areas
departure of the helicopter; and to avoid lengthy walking distances; and
I
I
I Safety area
I
-60 rn -60rn-
I I
I FAT0
Helicopter clearway Rejected take-off area
"r'
I
I
1
I
I
I
I
Figure 2-1. Safety area for instrument FAT0
- Chapter 2. Physical characteristics
b) avoid as much as possible the mixing of aeroplanes b) for a heliport intended to be used by performance
and helicopters on aprons or on taxiways because of class 2 helicopters, of sufficient size and shape to
the relatively slow speeds at which the helicopters contain an area within which can be drawn a circle
ground taxi and to avoid conflict between of diameter not less than 1.5 times the over-all
aeroplanes on taxiways and helicopters using air lengthlwidth, whichever is the greater, of the
taxiways. longestlwidest helicopter the heliport is intended to
serve.
2.1.9.7 Where a FAT0 is located near a runway or
taxiway, and simultaneous VMC operations are planned, the
2.2.1.4 The slope requirements for elevated heliports
separation distance between the edge of a runway or
should conform to the requirements for surface level
taxiway and the edge of a FAT0 shall not be less than the
heliports, specified in 2.1.1.3.
appropriate dimension in Table 2-2.
Table 2-2. FAT0 minimum separation distance 2.2.1.5 The FAT0 shall be capable of withstanding the
traffic of helicopters the heliport is intended to serve.
Design considerations shall take into account additional
Distance between loading resulting from the presence of personnel, snow,
FAT0 edge and freight, refuelling and fire fighting equipment, etc. (see
I f aeroplane mass and/or runway edge or Chapter 1, 1.3.2.1).
helicopter mass are: taxiway edge
up to but not including 2 720 kg 60 m
2 720 kg up to but not including 120 m 2.2.2 Safety area
5 760 kg
2.2.2.1 The FAT0 shall be surrounded by a safety area.
5 760 kg up to but not including 180 m
100 000 kg 2.2.2.2 The safety area shall extend outwards from the
periphery of the FAT0 for a distance of at least 3 m or
100 000 kg and over 250 m
0.25 times the over-all lengthlwidth, whichever is the
greater, of the longestlwidest helicopter intended to use the
elevated heliport.
2.2 ELEVATED HELIPORTS
2.2.2.3 No fixed object shall be permitted on the safety
area, except for frangibly designed objects which, because
of their function, must be located on the area. No mobile
2.2.1 Final approach and take-off area and
object shall be permitted on the safety area during
touchdown and lift-off area
helicopter operations.
2.2.1.1 On elevated heliports, it is presumed that the
2.2.2.4 Objects whose function require them to be located
FAT0 and the touchdown and lift-off area will be
on the safety area shall not exceed a height of 25 cm when
coincidental.
located along the edges of the FAT0 nor penetrate a plane
originating at a height of 25 cm above the edge of the
2.2.1.2 An elevated heliport shall be provided with at least
FAT0 and sloping upwards and outwards from the edges of
one FATO.
the FAT0 at a gradient of 5 per cent.
2.2.1.3 The dimensions of the FAT0 shall be:
2.2.2.5 The surface of the safety area shall not exceed an
a) for a heliport intended to be used by performance upward slope of 4 per cent outwards from the edge of the
class 1 helicopters, as prescribed in the helicopter FATO.
flight manual except that, in the absence of width
specifications, the width shall be not less than 1.5 2.2.2.6 The surface of the safety area abutting the FAT0
times the over-all lengthlwidth, whichever is the shall be continuous with the FAT0 and be capable of
greater, of the longestlwidest helicopter the heliport supporting, without structural damage, the helicopters that
is intended to serve; and the heliport is intended to serve.
Heliport Manual
2.3 HELIDECKS ON OFFSHORE 2.3.1.7 Objects whose function require them to be located
INSTALLATIONS on the edge of the FAT0 shall not exceed a height of
25 c m
2.3.1 Final approach and take-off area and 2.3.1.8 The helideck shall have an over-all coating of
touchdown and lift-off area non-slip material and all paint markings on the surface of
the helideck shall be made of non-skid materials. A wide
2.3.1.1 On helidecks it is presumed that the FAT0 and the variety of suitable materials are available commercially and
TLOF will be coincidental. information on which materials would be best applied in
particular cases should be obtained through the appropriate
authority in each individual State.
2.3.1.2 A helideck shall be provided with at least one
FATO.
2.3.1.9 To ensure adequate drainage on fixed installations,
2.3.1.3 The size of the FAT0 is, of necessity, a the helideck should be laid to a fall or be cambered to
compromise for offshore operations where space is so prevent rainfall or fuel spillage from remaining on the
limited. The area must provide sufficient space for the FATO. Such falls or cambers should be approximately
landing gear configuration, sufficient area to provide a 1:100 and should be designed to drain the liquids away
helpful "ground cushion" effect from the rotor downwash, from the main structure. The deflection of the helideck
sufficient room for passengers and crew to alight or embark, surface, due to loads from a helicopter at rest, should not
sufficient clearance from obstacles for both main and tail modify the FAT0 drainage system to the extent of allowing
rotors and, finally, some margin to allow for touchdown spilled fuel to remain on the FATO. A system of guttering
position inaccuracies caused by crew mismanagement, or a slightly raised kerb should be provided around the
helicopter control difficulties or helicopter equipment perimeter of the helideck to prevent spilled fuel from falling
failures. on to other parts of the installation and to conduct the
spillage to a safe storage or disposal place.
2.3.1.4 It becomes inevitable, therefore, that the
touchdown and lift-off area should be coincident with the 2.3.1.10 A tautly stretched rope netting should preferably
FAT0 and, in consequence of the considerations stated in be provided to aid the landing of helicopters, particularly
2.3.1.3, the minimum safe size of the FAT0 for a single those with wheeled undercarriages, in adverse weather
main rotor helicopter or side-by-side twin rotor helicopter conditions. A net will considerably assist in the stability of
is deemed to be an area which can accommodate a circle the helicopter on the helideck in conditions of high wind,
whose diameter is not less than the largest dimension water, snow and ice. Because of the possible adverse effects
over-all, when rotors are turning, of the largest helicopter of skid tips becoming enmeshed in the netting, the use of
the helideck is intended to serve. This dimension is known netting on helidecks intended solely for the use of
by the symbol D and shall be applied. helicopters with skid type undercarriages should be left to
the discretion of the particular helicopter operator using the
2.3.1.5 A variation to this criterion becomes necessary helideck.
when omnidirectional landings are planned for helicopters
having tandem main rotors. In such cases the minimum safe 2.3.1.11 It is preferable that the net be manufactured from
size shall be an area which can contain a circle whose 20 mm diameter sisal, with a maximum mesh size of
diameter is not less than 0.9 times D. An extension of the 200 rnm. The mesh should be knotted and not threaded. The
obstacle-free surface is also necessary (see Chapter 3, rope should be secured every 1.5 m around the FAT0
3.2.3.9 b)). Where this diameter circle cannot be met, the perimeter and tensioned to at least 2 225 N. Netting made
FAT0 may encompass a rectangular shape whose smaller of other materials will be acceptable provided it is strong
sides shall be not less than 0.75D and whose longer sides enough to withstand the wear and tear of helicopter
shall be not less than 0.9D. In such a configuration, operations and the rigours of regional weather conditions,
bi-directional operations only will be permitted and then and provided it will not damage helicopter undercarriages
only in the direction of the 0.9D dimension. or become an unacceptable hazard to the safety of personnel
moving across the net.
2.3.1.6 No fixed object shall be permitted around the edge
of the FAT0 except for frangibly designed objects which, 2.3.1.12 There are normally three sizes of landing net and
because of their function, must be located thereon. they should be selected according to the type of helicopter
Chapter 2. Physical characteristics
for which the FAT0 is intended. Table 2-3 gives guidance 2.4.2 Final approach and take-off area and
on which size of net is considered appropriate to a touchdown and lift-off area
particular size of helicopter.
2.4.2.1 On heliports, other than those regarded as
helidecks, located on ships, it is presumed that the FAT0
Table 2-3. Landing net size and the TLOF will be coincidental.
Helicopter 2.4.2.2 Shipboard heliports shall be provided with at least
over-all length Landing net size one FATO.
Up to 15 m Small 6mx 6m 2.4.2.3 Because of the limited space available, the FAT0
is required to be of circular shape only, such shape
15-20 m Medium 12 m x 12 m demanding the least amount of space whilst satisfying the
minimum size required consistent with safety.
Over 20 m Large 15 m x 15 m
2.4.2.4 The restricted space available results in a smaller
size of FAT0 having to be accepted compared with an
on-shore heliport. Thus the minimum size acceptable shall
2.3.1.13 Sufficient tiedown points should be provided, so be a circle whose diameter is not less than 1.0 times the
located and of such strength and construction as to be largest dimension, when rotors are turning, of the largest
suitable for securing the helicopter types for which the helicopter expected to use the FAT0 (D).
helideck is designed. They should be fitted flush with the
surface of the FAT0 to obviate damage to tyres or skids. 2.4.2.5 The FAT0 shall have an over-all coating of
Advice should be sought from helicopter operators on the non-slip material and all paint markings on the surface of
correct configurations of tie-down points required for their the FAT0 shall be made from non-skid materials. A wide
particular type of helicopter. variety of suitable materials are available commercially and
information on which materials would be best applied in
2.3.1.14 Where the helideck is constructed in the form of particular cases should be obtained through the appropriate
a grating, the underdeck design shall be such that ground authority in each individual State.
effect is not reduced.
2.4.2.6 The structural strength of the surface of the FAT0
shall be the same as for an on-shore elevated heliport given
in 1.3.
2.4 HELIDECKS ON SHIPS 2.4.2.7 Although the effect of temperature increases is not
likely to pose a problem, the complex effects of the ship's
2.4.1 When helicopter operating areas, other than motion and of the wind over the highly obstructed
winching areas, are provided in the bow or stern of a ship environment can cause considerable turbulence for both
or are purpose-built above the ship's structure, they shall be ship's side and amidships located heliports. These effects
regarded as helidecks and the criteria given in 2.3 shall should be assessed and the helicopter operator advised
apply. accordingly.
Chapter 3
OBSTACLE RESTRICTION AND REMOVAL
3.1 OBSTACLE LIMITATION SURFACES obstacles at certain times, in which case it would be
AND SECTORS necessary to delay helicopter operations until the obstacle is
clear of the surface.
3.1.1 General
3.1.1.1 The objectives of the specifications in Chapter 4 3.1.2 Approach surface
of Annex 14, Volume I1 are to define the airspace around
heliports to be maintained free from obstacles so as to 3.1.2.1 Description. An inclined plane or a combination of
permit the intended helicopter operations at the heliports to planes sloping upwards from the end of the safety area and
be conducted safely and to prevent the heliports becoming centred on a line passing through the centre of the FATO
unusable by the growth of obstacles around them. This is (see Figure 3-1).
achieved by establishing a series of obstacle limitation
surfaces that define the limits to which objects may project 3.1.2.2 Characteristics. The limits of an approach surface
into the airspace. shall comprise:
3.1.1.2 In order to safeguard a helicopter during its a) an inner edge, horizontal and equal in length to the
approach to the FAT0 and in its climb after take-off, it is minimum specified width of the FAT0 plus the
necessary to establish an approach surface and a take-off safety area, perpendicular to the centre line of the
climb surface through which no obstacle is permitted to approach surface and located at the outer edge of
project, for each approach and take-off climb path the safety area;
designated as serving the FATO.
b) two side edges originating at the ends of the inner
3.1.1.3 The minimum dimensions required for such edge and:
surfaces will vary considerably and, in the main, depend
upon: 1) for other than a precision approach FATO,
diverging uniformly at a specified rate from the
a) the size of helicopter, its climbing speed and rate of vertical plane containing the centre line of the
climb, particularly when one engine is inoperative, FATO;
its approach speed and rate of descent on the final
approach, and its controllability at such speeds; and 2) for a precision approach FATO, diverging
uniformly at a specified rate from the vertical
b) the conditions under which the approaches and plane containing the centre line of the FATO, to
takeoff climbs are made, e.g. whether in VMC or a specified height above FATO, and then
IMC and, if in IMC, whether the approaches are diverging uniformly at a specified rate to a
non-precision or precision instrument approaches. specified final width and continuing thereafter at
that width for the remaining length of the
3.1.1.4 Once such surfaces are established, it may become approach surface; and
necessary to remove existing obstacles which project
through the surface and restrict the erection of new c) an outer edge horizontal and perpendicular to the
structures which would become obstacles. Mobile objects, centre line of the approach surface and at a
such as cranes, lomes, boats and trains, may be regarded as specified height above the elevation of the FATO.
Chapter 3. Obstacle restriction and removal
3.1.2.3 The elevation of the inner edge shall be the approach end of the safety area. This will always be
elevation of the safety area at the point on the inner edge necessary if the heliport is to accommodate performance
that is intersected by the centre line of the approach surface. class 1 helicopters (see Figure 3-9).
3.1.2.11 For heliports used by performance class 2 and 3
3.1.2.4 The slope(s) of the approach surface shall be
helicopters, it is intended that approach paths be selected so
measured in the vertical plane containing the centre line of
as to permit safe forced landings or oneengine-inoperative
the surface.
landings such that, as a minimum requirement, injury to
persons on the ground or water or damage to property are
3.1.2.5 Areas between the inner edge of the approach
minimized. Provisions for forced landing areas are expected
surface and the safety area, if any, shall have the same
to minimize risk of injury to the occupants of the helicopter.
characteristics as the safety area, since it would be
The most critical helicopter type for which the heliport is
unacceptable for such areas to have characteristics that were
intended and the ambient conditions will be factors in
below the standards of either of the adjoining surfaces.
determining the suitability of such areas.
3.1.2.6 Figure 3-7 illustrates such areas by shading the
relevant portions, but these are, of necessity, shown only for
the basic configurations of FAT0 and safety area and are 3.1.3 Transitional surface
not drawn to scale. However, the planned direction of the
approach surface may not be located in line with, or at a 3.1.3.1 General
convenient 45" to the centreline of the FATO. Furthermore,
the FATO, and thus the safety area, may be of irregular 3.1.3.1.1 There are numerous reasons why a pilot would
shape or be much larger than one which can only just be obliged to discontinue an approach and to carry out a
accommodate a circle of the minimum specified dimensions. missed approach procedure prior to making another attempt.
Finally, if a heliport contains one FAT0 only, there are In visual meteorological conditions a missed approach
required to be at least two approach surfaces, set at least would not present a problem since a pilot could see and
150" apart. manoeuvre to avoid any obstacles in the intended flight
path. In IMC, however, the pilot is less likely to be able to
3.1.2.7 The problems involved with such deviations from see the obstacles and the missed approach could become a
the basic configurations are: hazardous manoeuvre.
a) where the inner edge shall be located; and 3.1.3.1.2 For the safety of a helicopter which becomes
displaced from the centre line while executing the missed
b) the shapes and sizes of the shaded areas may vary approach procedure in IMC, a transitional surface must be
considerably. provided, although it is not a necessity under
non-instrument (visual) conditions.
3.1.2.8 To satisfy 3.1.2.7 a), one should imagine a circle
located as near as possible to the approach edge(s) of the 3.1.3.2 Description. A complex surface along the side of
safety area, and whose diameter is equal to the minimum the safety area and part of the side of the approach surface,
specified total width of the safety area. The inner edge shall that slopes upwards and outwards to the inner horizontal
then be tangential to the perimeter of the circle with its surface, or to a pre-determined height (see Figure 3-1).
mid-point located on the perimeter (see Figure 3-8).
3.1.3.3 Characteristics. The limits of a transitional surface
shall comprise:
3.1.2.9 To identify the shaded areas, if any, it is necessary
to consider their side edges as extending from the ends of
a) a lower edge beginning at the intersection of the
the inner edge to points where they meet the perimeter of
side of the approach area with the inner horizontal
the circle mentioned in 3.1.2.8, tangentially. The shaded
surface, or beginning at a specified height above the
areas will then be bounded by these side edges, the inner
lower edge when an inner horizontal surface is not
edge and the edges of the safety area.
provided, and extending down the side of the
approach surface to the inner edge of the approach
3.1.2.10 Where more than one approach surface is surface and from there along the length of the side
provided it may be necessary to imagine more than one of the safety area parallel to the centre line of the
circle within the safety area, each located at the appropriate FATO; and
Heliport Manual
b) an upper edge located in the plane of the inner 3.1.5 Conical surface
horizontal surface, or at a specified height above the
lower edge when an inner horizontal surface is not 3.1.5.1 To ensure, in conjunction with the inner horizontal
provided. surface, safe visual manoeuvring in the vicinity of the
heliport and in order to facilitate practicable and efficient
3.1.3.4 The elevation of a point on the lower edge shall instrument approach procedures, a conical surface is
be: required.
a) along the side of the approach surface - equal to 3.1.5.2 The conical surface also represents the level above
the elevation of the approach surface at that point; which consideration should be given to the control of new
and obstacles and the removal or the conspicuous marking and
lighting of existing obstacles.
b) along the safety area - equal to the elevation of
the centre line of the FAT0 opposite that point. 3.1.5.3 Description. A surface sloping upwards and
outwards from the periphery of the inner horizontal surface,
3.1.3.5 As a result of b) above, the transitional surface or outer limit of the transitional surface if an inner
along the safety area will be curved if the profile of the horizontal surface is not provided (see Figure 3- 1).
FAT0 is curved, or a plane if the profile is a straight line.
The intersection of the transitional surface with the inner
3.1.5.4 Characteristics. The limits of the conical surface
horizontal surface, or upper edge when an inner horizontal
shall comprise:
surface is not provided, will also be a curved or a straight
line depending on the profile of the FATO.
a) a lower edge coincident with the periphery of the
inner horizontal surface or outer limit of the
3.1.3.6 The slope of the transitional surface shall be
transitional surface if an inner horizontal surface is
measured in a vertical plane at right angles to the centre
not provided; and
line of the FATO.
b) an upper edge located at a specified height above
the inner horizontal surface, or outer limit of the
transitional surface if an inner horizontal surface is
3.1.4 Inner horizontal surface
not provided.
3.1.4.1 Many non-precision instrument approach
procedures require that, at the end of the approach, a 3.1.5.5 The slope of the conical surface shall be measu~ed
circular manoeuvre, or a manoeuvre of some other pattern, above the horizontal.
be carried out prior to the final landing. These manoeuvres
would, of course, be carried out visually but are
nevertheless regarded as part of the non-precision
instrument approach procedure and the safety of the 3.1.6 Take-off climb surface
helicopter throughout the manoeuvre must be provided for.
Thus, where such procedures are required, and if straight-in, 3.1.6.1 During the take-off climb manoeuvre, far more
non-precision instrument approaches are not available at power is required from the helicopter engines than is
both ends of the FATO, an inner horizontal surface should required during the descent on an approach to the hover or
be provided. landing. If, during the takeoff or climb phases, one engine
becomes inoperative, even greater power is required from
3.1.4.2 Description. A circular surface located in a the remaining engine. However, in many helicopter types,
horizontal plane above a FAT0 and its environs (see the single engine is unable to supply the power required to
Figure 3-1). sustain the best rate of climb obtainable with both engines
operative, and so a lower rate of climb and lower angle of
3.1.4.3 Characteristics. The radius of the inner ho~izontal climb must be accepted.
surface shall be measured from the mid-point of the FATO.
3.1.6.2 In instrument meteorological conditions, it is also
3.1.4.4 The height of the inner horizontal surface shall be often necessary for a helicopter to accelerate further than is
measured from the elevation of the lowest point on the required to achieve its minimum singleengine speed in
periphery of the FATO. order to attain the required speed for flight in IMC.
Chapter 3. Obstacle restriction and removal
3.1.6.3 As a result of these factors, plus the need to allow boundaries or centre line of curved take-off climb or
for the more difficult control in handling when flying with approach paths unless full guidance is provided. Therefore,
sole reference to instruments, it is necessary to apply in the absence of such guidance, curved take-off and
modified dimensions for the takeoff climb surface approach paths should be restricted to non-instrument
compared with the approach surface. operations only.
3.1.6.4 In many instances, the presence of permanent, high 3.1.6.10 Description. An inclined plane, a combination of
obstacles such as radio masts, buildings or areas of high planes or, when a turn is involved, a complex surface
ground may preclude the provision of the required take-off sloping upwards from the end of the safety area and centred
climblapproach surfaces for a straight take-off climb or on a line passing through the centre of the FAT0 (see
approach for a planned FATO, whereas the criteria required Figure 3-1).
for the surfaces would be feasible if a curved flight path
which avoided the obstacles was established.
3.1.6.11 Characteristics. The limits of a take-off climb
surface shall comprise:
3.1.6.5 For the same reason, or perhaps because the
ground beneath the required straight surface is marshy or
a) an inner edge horizontal and equal in length to the
boggy, it may be necessary to vary the direction of the
minimum specified width of the FAT0 plus the
flight paths over ground which is suitable and provides
safety area, perpendicular to the centre line of the
sufficient areas to provide for safe emergency landings to be
take-off climb surface and located at the outer edge
canied out by performance class 2 or 3 helicopters.
of the safety area or clearway;
3.1.6.6 In selecting such curved flight paths, and they may b) two side edges originating at the ends of the inner
require more than one turn in their total length, careful edge and diverging uniformly at a specified rate
consideration must be given to the performance and from the vertical plane containing the centre line of
handling characteristics of the helicopter, the avoidance of the FATO: and
undue discomfort to the helicopter passengers and the need
to minimize noise nuisance by avoiding the overflying of c) an outer edge horizontal and perpendicular to the
populated areas. centre line of the takeoff climb surface and at a
specified height above the elevation of the FATO.
3.1.6.7 Practical studies have shown that for an average
speed of 60 kt and a bank angle of 20°, helicopter handling
and passenger comfort are within acceptable tolerances. 3.1.6.12 The elevation of the inner edge shall be the
These parameters lead to a radius of turn of 270 m, which elevation of the safety area at the point on the inner edge
should be regarded as a minimum. If one parameter that is intersected by the centre line of the take-off climb
employed varies, then the other parameter must be surface except that when a clearway is provided, the
correspondingly varied to maintain the radius of turn at no elevation shall be equal to the highest point on the ground
less than this minimum. Furthermore, it is considered to be on the centre line of the clearway.
undesirable to commence a turn after take-off or complete
a turn on the final approach below 30 m (100 ft) for 3.1.6.13 In the case of a straight take-off climb surface,
performance class 2 or 3 helicopters or 15 m (50 ft) for the slope shall be measured in the vertical plane containing
performance class 1 helicopters, since the rate of climb is the centre line of the surface.
reduced or the rate of descent is increased, as appropriate,
in a turn unless additional power is applied.
3.1.6.14 In the case of a takeoff climb surface involving
a turn, the surface shall be a complex surface containing the
3.1.6.8 It is barely conceivable that a heliport designed for
horizontal normals to its centre line and the slope of the
the use of performance class 1 helicopters would not also be
centre line shall be the same as that for a straight take-off
used by performance class 2 and 3 helicopters. Therefore,
climb surface. That portion of the surface between the inner
the normal minimum height for the commence-
edge and 30 m above the inner edge shall be straight.
ment/completion of a turn should be 30 m (100 ft) for all
performance classes of helicopter.
3.1.6.15 Any variation in the direction of the centre line
3.1.6.9 In instrument meteorological conditions it will of a takeoff climb surface shall be designed so as not to
almost certainly not be possible for a pilot to identify the necessitate a turn of radius less than 270 m.
Heliport Manual
3.1.7 Obstacle-free sector/surface - helidecks 3.1.8.3 Description. A complex surface originating at the
reference point for the obstacle-free sector and extending
3.1.7.1 Unlike a surface-level ground heliport, the over the arc not covered by the obstacle-free sector as
directions of the take-off climb and approach paths are shown in Figures 3-4, 3-5 and 3-6 and within which the
likely to be severely restricted on helidecks by the height of obstacles above the level of the FAT0 will be
proximity of installation or vessel structure andlor prescribed.
equipment whose location is essential to the efficient
primary operation of the installation or vessel. 3.1.8.4 Characteristics. The limited obstacle surface shall
not subtend an arc greater than a specified angle and shall
3.1.7.2 It is important for helicopters landing and taking be sufficient to include that area not covered by the
off that a headwind component is provided, particularly obstacle-free sector.
when considering the stronger wind speeds usually
encountered over sea areas. Therefore, in order to ensure
that some headwind component is provided, take-off
climbs/approaches must be made available over an arc of at
3.2 OBSTACLE LIMITATION REQUIREMENTS
least 210".
3.1.7.3 The reference point of origin for the surface of the
3.2.1 Surface level heliports
210" sector shall be on the periphery of the FAT0 at a
point on the centre line of the FAT0 nearest to the
3.2.1.1 The following obstacle limitation surfaces shall be
obstacles. This will provide protection for all parts of a
established for a precision approach FATO:
helicopter in transit to and from the FATO. The surface
shall extend outwards for a distance compatible with the
a) takeoff climb surface;
distance required by the most critical helicopter the helideck
is intended to serve, to accelerate to its specified
b) approach surface;
oneengineinoperative climb speed after one engine
becoming inoperative during or shortly after take-off.
c) transitional surfaces; and
3.1.7.4 The surface shall be a horizontal plane level with
d) conical surface.
the elevation of the helideck except that, over an arc of 180"
passing through the centre of the FATO, the surface shall
be at water level, extending outwards for a distance 3.2.1.2 The following obstacle limitation surfaces shall be
compatible with the take-off space required for the most established for a non-precision approach FATO:
critical helicopter the helideck is intended to serve (see
Figure 3-2). a) takeoff climb surface;
b) approach surface;
3.1.8 Limited obstacle surface - helidecks c) transitional surfaces; and
3.1.8.1 The dimensions of a FAT0 on a helideck are d) conical surface if an inner horizontal surface is not
designed to afford the maximum possible protection for all provided.
parts of a helicopter touching down in the centre of a FAT0
of minimum required size. However, consideration has also
3.2.1.3 It is recommended that the following obstacle
to be given to the protection of the main rotor and tail rotor
limitation surfaces should be established for a non-precision
blades when manoeuvring to touch down into wind or when
approach FATO:
touching down further inboard than the centre of the FATO,
while having regard to the proximity of items essential to
a) inner horizontal surface; and
the safe and efficient operation of the installation or vessel
and to the helideck.
b) conical surface.
3.1.8.2 A sector is provided, therefore, in which obstacles
may be permitted, provided the height of the obstacles is 3.2.1.4 The following obstacle limitation surfaces shall be
limited. established for a non-instrument FATO:
. .. ~, .. .. ..
Chapter 3. Obstacle restriction and removal
a) take-off climb surface; and 3.2.1.6 Straight approach surface for non-precision
instrument approach FAT0
b) approach surface.
3.2.1.6.1 The inner edge of the surface shall be the same
as for a non-instrument approach FAT0 except that, to
3.2.1.5 Straight approach suvace for non-instrument allow for possible less precise helicopter control when
FA TO flying solely by reference to instruments, the length of the
inner edge shall be 90 m and shall be located 60 m from
3.2.1.5.1 To simplify the complexities of the dimensions the downwind end of the FATO.
of the approach surface, it may be divided into three
sections. In the first section, the lateral edges of the surface 3.2.1.6.2 The dimensions of the approach surface are
diverge from the direction of the centre line by 10' each much less complicated in this case and can be described
side for daylight operations and 15' each side for night using one section only.
operations. The increase in divergence at night is to allow
for the fact that any obstacles close to the centre line may 3.2.1.6.3 The lateral side edges shall diverge from the
be less readily discernible. The length of this section shall direction of the centre line by 16 per cent for a total length
be 245 m, which will permit the helicopter to avoid unsafe along the centre line of 2 500 m to the outer edge. This
combinations of height and airspeed whilst accelerating. permits the pilot ample space to settle on the centre line in
spite of the non-precise nature of the procedure.
3.2.1.5.2 The width of the surface at the end of the first
section should then be 49 m plus the length of the inner 3.2.1.6.4 The horizontal outer edge thus has a width of
edge. The slope of the surface up to this point shall be 890 m and the slope of the surface is required to be 3.33
8 per cent, which also takes into account those per cent (1:30) throughout its length.
combinations of height and airspeed to be avoided.
3.2.1.7 Straight approach surface for precision
3.2.1.5.3 The divergence for the second section shall instrument approach FAT0
continue the same as for the first section and shall extend
until the over-all width of the surface has reached a 3.2.1.7.1 The characteristics and dimension of the
distance, for daylight operations, which is equal to 7 times horizontal inner edge are exactly the same as for a
the rotor diameter of the largest helicopter for which the non-precision instrument approach FATO.
surface is intended to be used. This is considered to be an
adequate width to enable the helicopter to carry out its 3.2.1.7.2 The characteristics for the precision approach
manoeuvres to maintain the centre line of approach. For the surface are much more complex than for a non-instrument
same reason as given in 3.2.1.5.1, this over-all width is approach surface and are best dealt with in two planes,
increased to 10 times the rotor diameter for night firstly in plan and secondly in profile:
operations.
a) to allow space for the helicopter pilot to attain the
3.2.1.5.4 Having accounted for those combinations of approach centre line and maintain the approach
height and airspeed to be avoided, the slope of the second heading while flying solely by reference to
section can be increased to 12.5 per cent, thus permitting instruments, the most practicable over-all width of
more flexibility in the height to which obstacles can be the approach surface is deemed to be 1 800 m;
accepted.
b) as the helicopter nears the FATO, directional
3.2.1.5.5 Throughout the third and final section, the width control becomes more critical and so the width may
of the surface remains constant at the 7 or 10 rotor diameter be progressively reduced. In the final stage, as the
dimensions, as appropriate, thus the lateral sides of the helicopter decelerates, its low-speed handling
surface are no longer required to diverge. characteristics in particular render this possible,
especially since by now the helicopter can usually
3.2.1.5.6 The slope throughout this section can be be flown with reference to the heliport lighting;
increased again to 15 per cent and continues until the
surface reaches a height of 150 m (500 ft) above the c) to assist in planning the approach surface, and
elevation of the inner edge. At this point, the surface ends bearing in mind the possible proximity of obstacles,
at a horizontal outer edge, perpendicular to the centre line this reduction in width is made in two stages
of the approach surface. according to the height above the elevation of the
Heliport Manual
FATO. This height may be variable, depending b) in the second section the slope is increased to 6 per
upon the operational procedures selected by the cent over a distance of 1 250 m: and
helicopter operator. Therefore, Annex 14,
Volume II, Chapter 4, Table 4-2, specifies four c) for the steeper approach, the helicopter needs a
heights above FAT0 at which the divergence of the greater distance to become established on the centre
sides of the surface will change; line before commencing its descent and so the third
section remains level for a further distance of
d) the lateral side edges of the surface diverge on each 5 750 m, giving an over-all distance for the surface
side from the ends of the inner edge at 25 per cent of 8 500 m.
from the direction of the centre line to the specified
height which is a maximum of 30 m (100 ft) above
3.2.1.8 Transitional su@ace
the elevation of the FATO. From that point the
divergence will be 15 per cent on each side until the 3.2.1.8.1 The lower edge of the transitional surface shall
over-all width reaches 1 800 m, at which point the be along the edges of the safety area except that, where the
sides shall remain parallel to each other until a total safety area meets the inner edge of the approach surface, it
distance of 10 000 m is reached; and shall extend along the sides of the approach surface up to
the points where the approach surface and the inner
e) the surface terminates at a horizontal outer edge horizontal surface, if provided, intersect. If no inner
whose length is 1 800 m. horizontal surface is provided, then the lower edge shall
extend along the sides of the approach surface up to a
3.2.1.7.3 The helicopter has the capability to make height of 45 m above the elevation of the FATO.
approaches at a variety of angles of descent even when it is
being flown solely by reference to instruments. This can be 3.2.1.8.2 From the lower edge, the surface shall slope
of value when the environment at a particular heliport, such upwards and outwards by 20 per cent (15) for a
as in a city centre, requires that a steeper than usual non-precision approach FAT0 and by 14.3 per cent (1:7)
approach be made. However, this capability of the for a precision approach FAT0 until it reaches the upper
helicopter should not be used by a heliport designer merely edge.
because existing obstacles limit the air space available or to
reduce heliport real estate. The steeper approaches are 3.2.1.8.3 The upper edge shall be at a height of 45 m and
uncomfortable for pilots flying in IMC conditions, and in the plane of the inner horizontal surface, if provided.
especially so for the helicopter passengers. Therefore,
whenever possible, heliport designers should plan for the
shallower approach angles. An approach angle of 3" is 3.2.1.9 Inner horizontal su@ace
usually the most desirable approach.
An inner horizontal surface shall be at a height of 45 m
3.2.1.7.4 In profile, the dimensions of the approach above the elevation of the lowest point on the edges of the
surface which permit a 3" approach are as follows and are FATO. It shall be circular in shape and shall extend
divided into three sections: outwards for a radius of 2 000 m centred on the mid-point
of the FATO.
a) in the first section, the slope of the surface is
2.5 per cent for a horizontal distance of 3 000 m; 3.2.1.10 Conical suvace
b) in the second section, the slope is increased to 3 per 3.2.1.10.1 The lower edge of a conical surface shall be
cent for a further distance of 2 500 m; and coincident with:
c) in the third and final section, the surface remains a) the perimeter of the inner horizontal surface; or
level for 4 500 m, giving a distance over-all of
10 000 m. b) if an inner horizontal surface is not provided, the
upper edge of the transitional surface.
3.2.1.7.5 The dimensions of the approach surface to
permit a 6" approach are as follows: 3.2.1.10.2 From the lower edge, the conical surface shall
slope upwards and outwards by 20 per cent (15) until it
a) in the first section the slope of the surface is 5 per reaches a height of 100 m above the elevation of the FATO.
cent for a horizontal distance of 1 500 m; Thus the depth of the surface will be 55 m.
Chapter 3. Obstacle restriction and removal
3.2.1.11 Take-off climb surface for non-instrument climb surface. It shall be located at the upwind extremity of
(visual) FAT0 the safety area or at the end of the helicopter clearway if
one is provided.
3.2.1.11.1 The requirements for the inner edge shall be the
same as for the approach surface except that the inner edge 3.2.1.12.2 In the first section, the lateral sides of the
shall be located at the upwind extremity of the safety area surface diverge from the direction of the centre line by
or the end of the clearway, if provided. 30 per cent on each side. The length of this section is
2 850 m, by which distance the sides of the surface will
3.2.1.11.2 For performance class 2 and 3 helicopters, the have diverged to give an over-all width of 1 800 m.
divergence of the lateral sides of the surface in the first
section and the length, outer width and slope of the section
3.2.1.12.3 The slope of the surface in the first section is
shall be the same as for the approach surface, thus
3.5 per cent and again the one-engine-inoperative climb
permitting the helicopter to avoid unsafe combinations of
gradient of some helicopters may result in limitations being
height and airspeed whilst accelerating and climbing.
imposed on helicopter operations.
3.2.1.11.3 In the second and third sectors the divergence
and length of the sectors shall be the same as for the 3.2.1.12.4 In the second section, the sides of the surface
approach surface, for performance class 2 and 3 helicopters, remain parallel to the centre line at a constant width of
but the slope of the surface is increased to 15 per cent in 1 800 m and continue for a length of 1 5 10 m. The slope
both sectors. remains at 3.5 per cent for this section.
3.2.1.11.4 For performance class 1 helicopters, the 3.2.1.12.5 In the third and final section, the sides remain
divergence of the lateral sides in the first section is also parallel, 1 800 m apart. The length of this section is
10 per cent for day operations and 15 per cent for night 7 640 m but the slope is reduced to 2 per cent only. The
operations. The length of this section is determined by the reason for this reduction in slope over this section is that
distance required for the sides to diverge to an over-all the further one goes from the FATO, the more likely one is
width of 7 rotor diameters for day operations and 10 rotor to encounter higher, permanent obstacles, which would be
diameters for night operations. The dimension of one rotor unseen by the pilot in IMC and would be an extreme hazard
diameter shall be the diameter of the largest rotor of the to a helicopter flying solely on instruments with oneengine
helicopters for which the FAT0 is intended. inoperative.
3.2.1.11.5 To allow for the oneengine-inoperative 3.2.1.13 The slopes of the surfaces shall not be greater
performance requirements of performance class 1 than, and their other dimensions not less than those
helicopters, the slope of the surface shall be a maximum of specified in Figures 3-7 and 3- 10 to 3- 13 and Tables 3- 1 to
4.5 per cent. It is pointed out that this slope of the surface 3-4.
may exceed the maximum mass oneengine-inoperative
climb gradient of the helicopter but is selected as a realistic 3.2.1.14 New objects or extensions of existing objects
compromise for heliport planning between helicopter shall not be permitted above any of the surfaces in 3.2.1.1
performance requirements and the obstacle environment. In to 3.2.1.4 except when, in the opinion of the appropriate
such cases, operational limitations will need to be imposed authority, the new object or extension would be shielded by
on helicopter operations. an existing immovable object.
3.2.1.11.6 In the second and final section, for performance
3.2.1.15 Existing objects above any of the surfaces in
class 1 helicopters, the sides of the surface remain at a
3.2.1.1 to 3.2.1.4 above should, as far as practicable, be
constant distance from each other parallel to the centre line
removed except when, in the opinion of the appropriate
of the surface. The slope remains at 4.5 per cent until the
authority, the object is shielded by an existing immovable
surface reaches a height of 150 m above the elevation of the
object or after aeronautical study it is determined that the
inner edge.
object would not adversely affect the safety or significantly
affect the regularity of operations of helicopters.
3.2.1.12 Take-off climb surface for instrument FAT0
3.2.1.12.1 The origin of the take-off climb surface shall be 3.2.1.16 A surface level heliport shall have at least two
an inner edge which shall be horizontal and whose length takeoff climb and approach surfaces, separated by not less
is 90 m perpendicular to the centre line of the take-off than 150'.
Heliport Manual
3.2.1.17 The number and orientation of take-off climb and 3.2.3.6 This protection should be provided over an arc of
approach surfaces should be such that the usability factor of at least 180" with its point of origin at the centre of the
a heliport is not less than 95 per cent for the helicopters the FAT0 and whose bisector is the extended centre line of the
heliport is intended to serve. FATO.
3.2.3.7 An obstacle-free surface contained in this 180" arc
shall be a descending gradient at a rate of one unit
3.2.2 Elevated heliports horizontally to 5 units vertically, commencing at the edges
of the helideck. This gradient will allow for the unavoidable
3.2.2.1 The obstacle limitation requirements for elevated protrusions of the installation structure below the helideck.
heliports shall be the same as the requirements for surface From the points where the gradient reaches water level, the
level ground heliports, discussed in the preceding surface shall extend at water level for a distance compatible
paragraphs of this chapter. with the takeoff space required for the most critical
helicopter the helideck is intended to serve (see Figure 3-3).
3.2.2.2 All height and slope dimensions shall be relative
to a datum which shall be a horizontal plane whose 3.2.3.8 No obstacles should be permitted to protrude
elevation is the elevation of the elevated FATO. through the surface of this 180" area except that support or
maintenance vessels essential to the operation of the
3.2.2.3 An elevated heliport shall have at least two installation or vessel may be accepted but shall be confined
take-off climb and approach surfaces separated by not less to within an arc subtended from the centre of the FAT0 not
than 150". exceeding 30".
3.2.3.9 The limited obstacle sector shall contain a surface
whose origin is the reference point of the surface of the
3.2.3 Helidecks on offshore installations obstacle-free sector and which subtends the arc not covered
by the obstaclefree sector, that is, a maximum of 150". The
3.2.3.1 A helideck shall have an obstacle-free sector and, surface shall extend for a distance from the centre of the
where necessary, a limited obstacle sector. FAT0 of:
3.2.3.2 The obstacle-free sector shall comprise an arc of a) for single-main-rotor and side-by-side twin rotor
at least 210" whose origin shall be at any point on the helicopters, 0.62 times the over-all length of the
periphery of the D circle for single main rotor helicopter largest helicopter for which the FAT0 is intended
use or from the mid-point of the inboard edge of the longer (0.62D) at a height above the elevation of the
side of the rectangle for tandem main rotor helicopter use. FAT0 of 0.05D and thence rising at a gradient of
one unit vertically for each two units horizontally
(1:2) to an over-all distance of 0.83D from the
3.2.3.3 The 210" sector shall totally enclose the FATO.
centre of the FATO;
3.2.3.4 The surface of the 210" sector shall be a horizontal b) for omnidirectional operations by tandem-main-rotor
plane level with the elevation of the FATO, except as given helicopters, 0.62D at the elevation of the FATO,
below through which no obstacle shall protrude except for that is, obstaclefree and thence to an over-all
items essential for the operation of the helideck, such as distance of 0.83D at a height of 0.05D above the
lighting, fire fighting equipment, etc. Such essential items elevation of the FATO; and
must be frangible and not exceed a height of 25 cm above
the elevation of the surface. c) for bi-directional operations by tandem-main-rotor
helicopters, 0.62D at a height of 1.1 m above the
3.2.3.5 Whilst these criteria will ensure that no obstacles elevation of the FATO.
exist above the level of the FAT0 in the take-off
climblapproach area, it is necessary to consider the 3.2.3.10 To allow some flexibility in the location of
possibility of the helicopter losing too much height during essential items in the proximity of the FATO, it is permitted
the later stages of the approach or being unable to sustain to swing the limited obstacle surface by a maximum 15" in
level flight in the early stages after take-off. Accordingly, either direction when the FAT0 is to be used for
protection should be provided below the level of the FAT0 omnidirectional operations but not for bi-directional
in this critical sector. operations by tandem-main-rotor helicopters.
Chapter 3. Obstacle restriction and removal
3.2.3.11 The configurations of the limited obstacle 3.2.4.1.5 Details of all such amidships non-purpose built
surfaces are illustrated in Figures 3-4, 3-5 and 3-6. heliports with the obstacle environment obtaining should be
submitted to the appropriate aviation authority who may
3.2.3.12 No obstacle should be permitted to protrude wish to impose certain restrictions before granting clearance
through these limited obstacle surfaces. However, if this is for the use of the heliport by landing helicopters.
unavoidable, the appropriate authority may agree to
operations on limited headings or by smaller helicopters 3.2.4.2 Ship's side location
only.
3.2.4.2.1 From the fore and aft mid-points of the D
refe~encecircle, an area shall extend to the ship's rail, the
over-all width of which, at the ship's rail, shall be a
3.2.4 Helidecks on ships distance of at least 1.5 times the diameter of the FAT0 and
shall be located symmetrically about the athwartships
Note.- When helidecks, as &@zed in Chapter 1, bisector of the reference circle. Within this sector, no object
Section 1.5, are provided on ships, the criteria for the shall be permitted which rises above the level of the FAT0
obstacle-free and limited obstacle surjaces shall be except for those aids which are essential for the safe
precisely the same as those applied to helidecks on offshore operation of the heliport. Such items must be frangible and
installations. not exceed a height of 25 cm above the level of the FAT0
(see Figure 3-15).
3.2.4.1 Amidrhips location 3.2.4.2.2 The ship's rail must be collapsed or lowered
below the level of the FAT0 along the entire width at least
3.2.4.1.1 Forward and aft of the FAT0 shall be two of the obstacle-free area during all helicopter manoeuvring
symmetrically located sectors each covering an arc of 150" but must be raised into its functional position whilst
with their apexes on the periphery of the D reference circle passengers are proceeding to embark or disembark the
where the fore-and-aft line of the ship intersects the helicopter or when freight is being loaded or unloaded.
perimeter of the reference circle. Within the entire area
enclosed by these two sectors, no objects shall be permitted 3.2.4.2.3 To protect the helicopter during the particularly
which rise above the level of the FAT0 except those aids difficult manoeuvres of sideways flight or hovering over the
which are essential to the safe operation of a helicopter. touchdown point whilst still maintaining fore-and-aft station
Such items must be frangible and not exceed a height of and compensating for the wind velocity and ship's forward
25 cm above the level of the FATO. motion, a horizontal surface surrounding the FAT0 and
obstacle-free areas shall be provided. This surface shall
3.2.4.1.2 This obstacle-free area will provide a safe funnel extend for at least 0.25 times the diameter of the FAT0 at
over the deck of the ship for the helicopter to approach and a height of 0.05 times the diameter of the D reference
take off from the FAT0 or fly through at low level in the circle. No obstacle shall be permitted to penetrate this
event of an aborted approach or mislanding. surface.
3.2.4.2.4 To afford the greatest possible degree of safety
3.2.4.1.3 To provide further protection for a helicopter for the helicopter operation it would be ideal if the ship
manoeuvring over or in the proximity of the FATO, rising were to stop for the duration of the operation. However this
surfaces with gradients of one unit vertically to 5 units can be a time-consuming process and most frequently is
horizontally shall be provided which extend from the entire inconvenient and economically unacceptable. The better
length of the edges of the two 150" sectors. These surfaces alternative may be for the ship to turn into the wind.
shall each extend for a horizontal distance equal to at least However, the turning radius of large ships, e.g.
the diameter of the FAT0 and shall not be penetrated by supertankers, is so great as to make the manoeuvre
any obstacle (see Figure 3-14). impractical in many cases and, in some narrow waters, quite
impossible.
3.2.4.1.4 This arrangement provides for helicopters to
approach and depart the FAT0 along two narrow funnels 3.2.4.2.5 The most favoured helicopter technique to land
only, one on either side athwart the FATO. Such an on a ship's side heliport is for the helicopter to fly
arrangement also means that, in the event of a mislanding, alongside the ship, level with the FATO. Then, allowing for
the helicopter will be assured of a fly-out path clear of the wind velocity, to maintain the same heading and speed
obstructions. as the ship, at the same time to fly sideways to a position
Helipofi Manual - -.
above the FATO. This can be a very difficult manoeuvre to over the ship. This will ensure the greatest degree of safety
execute in safety and presents a particular hazard to the for the helicopter rotors. Ideally, the ship's rail should be
helicopter tail rotor. tangential to the periphery of the D reference circle.
3.2.4.2.6 Even if there is sufficient space on the ship to 3.2.4.2.7 It is particularly important, due to the ship's
provide a heliport inboard of the ship's side, it is strongly motion, that the surface of the FAT0 be skid resistant for
desirable that the FAT0 be located as close to the ship's helicopters, and the heliport as a whole, slip resistant for
side as possible to minimize the amount of sideways flight personnel. The provision of a landing net is also desirable.
Chapter 3. Obstacle restriction and removal 35
Approach Take-off climb
Approach Transitional
\ / lnner horizontal
FAT0
Section 6-6
Note.- The figure shows the obstacle limitation surfaces at a heliport
with a non-precision approach FAT0 and a clearway.
Figure 3-1. Obstacle limitation surfaces
36 Heliport Manual
210° sector
Alternative positions 'on the
periphery and swinging the whole
sector + 15O from that shown may
be used in satisfying requirements
PROFILE
Within 210° sector
Landing area no objects above this line
No fixed obstacle No fixed obstacle
between these between these
lines in 180° lines in 180°
sector in 180° sector
Water level Water level
Figure 3-2. Helideck obstacle-free sector
-- ...-- ..- .. -.
.
Chapter 3. Obstacle restriction and removal 37
I - Take-off space required
A. Point at which one engine becomes inoperative and decision is made to
continue or reject take-off.
B. Point by which one-engine inoperative speed is attained.
C. Point by which helicopter has accelerated and climbed on one engine
to a minimum height of 10.7 m (35 ft) above water level.
Figure 3-3. Take-off space required
38 Heliport Manual
150° sector (Alternative
positions on the periphery
and s w ~ n g i n gthe whole
sector 5 15O from that shown
may be used in satisfying
requirements)
- ~~~~~~ --- --- -
Obstacle free
Final approach and Obstacles limited
take-off area
-
0)
0)
L
-2 -
0)
fn
a
0
Obstacles l ~ m ~ t e d
D = Helicopter largest over-all dimension
I
Obstacle free
1
Section AA
Figure 3-4. Helideck obstacle limitation sectors
Single-main-rotor and side-by-side twin rotor helicopters
Chapter 3. Obstacle restriction and removal 39
150° sector (Alternative
positions on the periphery
and swinging the whole
sector + 15O from that shown
may be used in satisfying
requirements)
- - - - -- - -- - - - - - - - - --
Final approach and
take-off area
--
al
al
L
a,
-: +
In
n
0
Obstacles limited
D = Helicopter largest over-all dimension
I
Obstacle free
J
e -D
0.83
4 -C 15O
c 0.62-D
r////,i
I Section AA
Figure 3-5. Helideck obstacle limitation sectors
Tandem-main-rotor helicopters - Omnidirectional operations
-.- - - - --- -
40 Heliport Manual
\,""
t
Obstacle free
\."
?
3% 10
7-.5 D 150' sector
(No alternative
pos~tionIS
allowed)
Final approach and
take-off area
Landing direction
0.9 D %- - - A
-
Q)
-
?
Q)
Land~ngdirection
Obstacles lirn~ted
to 1.1 rn
-2 .,-
U)
n 1
i 0
I
Obstacle free
D = Helicopter largest over-all dimension
I V///A
Section A-A
Figure 3-6. Helideck obstacle limitation sectors
Tandem-main-rotor helicopters - Bi-directional operations
- Chapter 3.
-- - - .-... .- Obstacle restriction and removal 41
F ~ n aapproach
l and
take-off area (FAT0
Take-off climbl
approach surface
Shaded area t o have same
character~sticsas safety area
A. Circular final approach and take-off area
(straight approach-departure)
~ Take-off climbl
a ~ o r o a c hsurface
Shaded area t o have same
characteristics as safety area
I
. ,.,-
safety
I area area
B. Squared final approach and take-off area
(straight approach-departure)
1- - --
Final approachltake-off area
:ID; 'F
a,
m
u
a,
rn zC
I u -C
Safety area
C. Squared final approach and take-off area
(curved approach-departure)
Figure 3-7. Take-off climb/approach surface (non-instrument FATO)
42 Heliport Manual
Shaded area to have same
characteristics as safety area
----__
--- -.
**__-_-----
-.
'\\,
,
,
w:
W l
0)
Centre line---------------------------.
. ---------------
L
c "1
0)
- I
I
II
. .'.'. 8)'
-..
---
/- 1
Safety area \
FAT0
I -
Figure 3-8. Take-off climblapproach surfaces
(irregular shaped non-instrument FATO)
Chapter 3. Obstacle restriction and removal 43
Take-off climb/
approach surface
Minimum angular difference between
directions of take-off climb/
approach surfaces 165O
Figure 3-9. Take-off climblapproach surfaces
(larger than minimum specified non-instrument FATO)
44 Heliport Manual
., .,, ., .. . ,.
.~~.
PLAN
17
90 m
30 %
/
-
-- Extended centre line
w
m
u
-
4 1 800 m w
L
w
.,-
3
0
. 51gnb
/T
360 m --
b 1
7 640 m
Figure 3-10. Take-off climb surface for instrument FAT0
Chapter 3. Obstacle restriction and removal 45
PLAN
a,
ln
u
a,
L
a,
+
0'
Extended centre l ~ n e
PROFILE - 3 O approach
1 500 m = --1250m-'
Hor~zontal
5 750 m
\m
Figure 3-11. Approach surface for precision approach FAT0
46 Heliport Manual
PLAN
Extended centre line
PROFILE
83.3 m
Figure 3-12. Approach surface for non-precision approach FAT0
94 Heliport Manual
International Standards
and Recommended Practices
Annex 14 to the Convention on International Civil Aviation
Aerodromes
Volume I
Aerodrome Design and Operations
Eighth Edition, July 2018
This edition supersedes, on 8 November 2018, all previous editions of Annex 14, Volume I.
For information regarding the applicability of the Standards and Recommended
Practices, see Chapter 1, 1.2 and the Foreword.
INTERNATIONAL CIVIL AVIATION ORGANIZATION
International Standards
and Recommended Practices
Annex 14 to the Convention on International Civil Aviation
Aerodromes
Volume I
Aerodrome Design and Operations
Eighth Edition, July 2018
This edition supersedes, on 8 November 2018, all previous editions of Annex 14, Volume I.
For information regarding the applicability of the Standards and Recommended
Practices, see Chapter 1, 1.2 and the Foreword.
INTERNATIONAL CIVIL AVIATION ORGANIZATION
Published in separate English, Arabic, Chinese, French, Russian
and Spanish editions by the
INTERNATIONAL CIVIL AVIATION ORGANIZATION
999 Robert-Bourassa Boulevard, Montréal, Quebec, Canada H3C 5H7
For ordering information and for a complete listing of sales agents
and booksellers, please go to the ICAO website at www.icao.int
First edition 1990
Seventh edition 2016
Eighth edition 2018
Annex 14, Aerodromes —
Volume I, Aerodrome Design and Operations
Order Number: AN14-1
ISBN 978-92-9258-483-2
© ICAO 2018
All rights reserved. No part of this publication may be reproduced, stored in a
retrieval system or transmitted in any form or by any means, without prior
permission in writing from the International Civil Aviation Organization.
AMENDMENTS
Amendments are announced in the supplements to the Products and Services
Catalogue; the Catalogue and its supplements are available on the ICAO website at
www.icao.int. The space below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
Date Date Entered Date Date Entered
No. applicable entered by No. of issue entered by
1-14 Incorporated in this edition
(iii)
TABLE OF CONTENTS
Page
Abbreviations and symbols .................................................................................................................................... (x)
Publications ........................................................................................................................................................... (xi)
FOREWORD ......................................................................................................................................................... (xiii)
CHAPTER 1. General......................................................................................................................................... 1-1
1.1 Definitions ............................................................................................................................................ 1-2
1.2 Applicability ......................................................................................................................................... 1-11
1.3 Common reference systems.................................................................................................................. 1-12
1.4 Certification of aerodromes .................................................................................................................. 1-12
1.5 Airport design....................................................................................................................................... 1-13
1.6 Aerodrome reference code ................................................................................................................... 1-13
1.7 Specific procedures for aerodromes operations.................................................................................... 1-15
CHAPTER 2. Aerodrome data ........................................................................................................................... 2-1
2.1 Aeronautical data.................................................................................................................................. 2-1
2.2 Aerodrome reference point................................................................................................................... 2-1
2.3 Aerodrome and runway elevations ....................................................................................................... 2-2
2.4 Aerodrome reference temperature ........................................................................................................ 2-2
2.5 Aerodrome dimensions and related information .................................................................................. 2-2
2.6 Strength of pavements .......................................................................................................................... 2-3
2.7 Pre-flight altimeter check location ....................................................................................................... 2-6
2.8 Declared distances ................................................................................................................................ 2-6
2.9 Condition of the movement area and related facilities ......................................................................... 2-6
2.10 Disabled aircraft removal ..................................................................................................................... 2-11
2.11 Rescue and firefighting ........................................................................................................................ 2-11
2.12 Visual approach slope indicator systems .............................................................................................. 2-12
2.13 Coordination between aeronautical information services and aerodrome authorities .......................... 2-12
CHAPTER 3. Physical characteristics ................................................................................................................ 3-1
3.1 Runways ............................................................................................................................................... 3-1
3.2 Runway shoulders ................................................................................................................................ 3-7
3.3 Runway turn pads ................................................................................................................................. 3-8
3.4 Runway strips ....................................................................................................................................... 3-10
3.5 Runway end safety areas ...................................................................................................................... 3-14
3.6 Clearways ............................................................................................................................................. 3-16
3.7 Stopways .............................................................................................................................................. 3-17
3.8 Radio altimeter operating area ............................................................................................................. 3-18
3.9 Taxiways .............................................................................................................................................. 3-18
3.10 Taxiway shoulders................................................................................................................................ 3-24
3.11 Taxiway strips ...................................................................................................................................... 3-25
3.12 Holding bays, runway-holding positions, intermediate holding positions and
road-holding positions .......................................................................................................................... 3-26
3.13 Aprons .................................................................................................................................................. 3-28
ANNEX 14 — VOLUME I (v) 8/11/18
Annex 14 — Aerodromes Volume I
Page
3.14 Isolated aircraft parking position .......................................................................................................... 3-29
3.15 De-icing/anti-icing facilities ................................................................................................................. 3-29
CHAPTER 4. Obstacle restriction and removal ................................................................................................. 4-1
4.1 Obstacle limitation surfaces ................................................................................................................. 4-1
4.2 Obstacle limitation requirements.......................................................................................................... 4-6
4.3 Objects outside the obstacle limitation surfaces ................................................................................... 4-12
4.4 Other objects ........................................................................................................................................ 4-12
CHAPTER 5. Visual aids for navigation ............................................................................................................ 5-1
5.1 Indicators and signalling devices.......................................................................................................... 5-1
5.1.1 Wind direction indicator ......................................................................................................... 5-1
5.1.2 Landing direction indicator ..................................................................................................... 5-1
5.1.3 Signalling lamp ....................................................................................................................... 5-2
5.1.4 Signal panels and signal area .................................................................................................. 5-3
5.2 Markings .............................................................................................................................................. 5-3
5.2.1 General.................................................................................................................................... 5-3
5.2.2 Runway designation marking ................................................................................................. 5-4
5.2.3 Runway centre line marking ................................................................................................... 5-6
5.2.4 Threshold marking .................................................................................................................. 5-6
5.2.5 Aiming point marking ............................................................................................................. 5-9
5.2.6 Touchdown zone marking ...................................................................................................... 5-10
5.2.7 Runway side stripe marking.................................................................................................... 5-11
5.2.8 Taxiway centre line marking .................................................................................................. 5-13
5.2.9 Runway turn pad marking....................................................................................................... 5-16
5.2.10 Runway-holding position marking ......................................................................................... 5-17
5.2.11 Intermediate holding position marking ................................................................................... 5-18
5.2.12 VOR aerodrome checkpoint marking ..................................................................................... 5-19
5.2.13 Aircraft stand marking ............................................................................................................ 5-20
5.2.14 Apron safety lines ................................................................................................................... 5-21
5.2.15 Road-holding position marking .............................................................................................. 5-22
5.2.16 Mandatory instruction marking............................................................................................... 5-22
5.2.17 Information marking ............................................................................................................... 5-24
5.3 Lights ................................................................................................................................................... 5-25
5.3.1 General.................................................................................................................................... 5-25
5.3.2 Emergency lighting ................................................................................................................. 5-29
5.3.3 Aeronautical beacons .............................................................................................................. 5-30
5.3.4 Approach lighting systems...................................................................................................... 5-31
5.3.5 Visual approach slope indicator systems ................................................................................ 5-39
5.3.6 Circling guidance lights .......................................................................................................... 5-51
5.3.7 Runway lead-in lighting systems ............................................................................................ 5-51
5.3.8 Runway threshold identification lights ................................................................................... 5-52
5.3.9 Runway edge lights................................................................................................................. 5-53
5.3.10 Runway threshold and wing bar lights .................................................................................... 5-54
5.3.11 Runway end lights .................................................................................................................. 5-56
5.3.12 Runway centre line lights ....................................................................................................... 5-57
5.3.13 Runway touchdown zone lights .............................................................................................. 5-59
5.3.14 Simple touchdown zone lights ................................................................................................ 5-59
5.3.15 Rapid exit taxiway indicator lights ......................................................................................... 5-61
5.3.16 Stopway lights ........................................................................................................................ 5-62
5.3.17 Taxiway centre line lights ....................................................................................................... 5-62
8/11/18 (vi)
Table of contents Annex 14 — Aerodromes
Page
5.3.18 Taxiway edge lights ................................................................................................................ 5-67
5.3.19 Runway turn pad lights ........................................................................................................... 5-68
5.3.20 Stop bars ................................................................................................................................. 5-69
5.3.21 Intermediate holding position lights ....................................................................................... 5-71
5.3.22 De-icing/anti-icing facility exit lights ..................................................................................... 5-71
5.3.23 Runway guard lights ............................................................................................................... 5-72
5.3.24 Apron floodlighting ................................................................................................................ 5-74
5.3.25 Visual docking guidance system ............................................................................................. 5-75
5.3.26 Advanced visual docking guidance system ............................................................................ 5-77
5.3.27 Aircraft stand manoeuvring guidance lights ........................................................................... 5-79
5.3.28 Road-holding position light .................................................................................................... 5-80
5.3.29 No-entry bar ............................................................................................................................ 5-80
5.3.30 Runway status lights ............................................................................................................... 5-82
5.4 Signs ..................................................................................................................................................... 5-83
5.4.1 General.................................................................................................................................... 5-83
5.4.2 Mandatory instruction signs.................................................................................................... 5-86
5.4.3 Information signs .................................................................................................................... 5-88
5.4.4 VOR aerodrome checkpoint sign ............................................................................................ 5-91
5.4.5 Aerodrome identification sign ................................................................................................ 5-92
5.4.6 Aircraft stand identification signs ........................................................................................... 5-93
5.4.7 Road-holding position sign ..................................................................................................... 5-93
5.5 Markers ................................................................................................................................................ 5-94
5.5.1 General.................................................................................................................................... 5-94
5.5.2 Unpaved runway edge markers ............................................................................................... 5-94
5.5.3 Stopway edge markers ............................................................................................................ 5-94
5.5.4 Edge markers for snow-covered runways ............................................................................... 5-95
5.5.5 Taxiway edge markers ............................................................................................................ 5-95
5.5.6 Taxiway centre line markers ................................................................................................... 5-96
5.5.7 Unpaved taxiway edge markers .............................................................................................. 5-96
5.5.8 Boundary markers ................................................................................................................... 5-97
CHAPTER 6. Visual aids for denoting obstacles ............................................................................................... 6-1
6.1 Objects to be marked and/or lighted ..................................................................................................... 6-1
6.2 Marking and/or lighting of objects ....................................................................................................... 6-3
CHAPTER 7. Visual aids for denoting restricted use areas ................................................................................ 7-1
7.1 Closed runways and taxiways, or parts thereof .................................................................................... 7-1
7.2 Non-load-bearing surfaces ................................................................................................................... 7-2
7.3 Pre-threshold area................................................................................................................................. 7-3
7.4 Unserviceable areas .............................................................................................................................. 7-4
CHAPTER 8. Electrical systems ........................................................................................................................ 8-1
8.1 Electrical power supply systems for air navigation facilities ............................................................... 8-1
8.2 System design....................................................................................................................................... 8-4
8.3 Monitoring............................................................................................................................................ 8-4
CHAPTER 9. Aerodrome operational services, equipment and installations ..................................................... 9-1
9.1 Aerodrome emergency planning .......................................................................................................... 9-1
9.2 Rescue and firefighting ........................................................................................................................ 9-3
9.3 Disabled aircraft removal ..................................................................................................................... 9-10
9.4 Wildlife strike hazard reduction ........................................................................................................... 9-11
(vii) 8/11/18
Annex 14 — Aerodromes Volume I
Page
9.5 Apron management service .................................................................................................................. 9-11
9.6 Ground servicing of aircraft ................................................................................................................. 9-12
9.7 Aerodrome vehicle operations.............................................................................................................. 9-12
9.8 Surface movement guidance and control systems ................................................................................ 9-13
9.9 Siting of equipment and installations on operational areas .................................................................. 9-14
9.10 Fencing ................................................................................................................................................. 9-16
9.11 Security lighting ................................................................................................................................... 9-16
9.12 Autonomous runway incursion warning system .................................................................................. 9-16
CHAPTER 10. Aerodrome maintenance ............................................................................................................ 10-1
10.1 General ................................................................................................................................................. 10-1
10.2 Pavements ............................................................................................................................................ 10-1
10.3 Removal of contaminants ..................................................................................................................... 10-3
10.4 Runway pavement overlays.................................................................................................................. 10-4
10.5 Visual aids ............................................................................................................................................ 10-4
APPENDIX 1. Colours for aeronautical ground lights, markings, signs and panels .......................................... APP 1-1
1. General ................................................................................................................................................. APP 1-1
2. Colours for aeronautical ground lights ................................................................................................. APP 1-1
3. Colours for markings, signs and panels ................................................................................................ APP 1-4
APPENDIX 2. Aeronautical ground light characteristics ................................................................................... APP 2-1
APPENDIX 3. Mandatory instruction markings and information markings ...................................................... APP 3-1
APPENDIX 4. Requirements concerning design of taxiing guidance signs ....................................................... APP 4-1
APPENDIX 5. Location of lights on obstacles ................................................................................................... APP 5-1
ATTACHMENT A. Guidance material supplementary to Annex 14, Volume I ................................................ ATT A-1
1. Number, siting and orientation of runways .......................................................................................... ATT A-1
2. Clearways and stopways ...................................................................................................................... ATT A-2
3. Calculation of declared distances ......................................................................................................... ATT A-3
4. Slopes on a runway .............................................................................................................................. ATT A-4
5. Runway surface evenness..................................................................................................................... ATT A-6
6. Assessing the surface friction characteristics of snow-, slush-, ice- and frost-covered
paved surfaces [Applicable until 4 November 2020] ............................................................................ ATT A-8
6. Runway condition report for reporting runway surface condition [Applicable 5 November 2020] ..... ATT A-10
7. Determination of surface friction characteristics for construction
and maintenance purposes [Applicable until 4 November 2020] ......................................................... ATT A-11
8. Drainage characteristics of the movement area and adjacent areas ...................................................... ATT A-12
9. Strips .................................................................................................................................................... ATT A-15
10. Runway end safety areas ...................................................................................................................... ATT A-16
11. Location of threshold ........................................................................................................................... ATT A-17
12. Approach lighting systems ................................................................................................................... ATT A-18
13. Priority of installation of visual approach slope indicator systems ...................................................... ATT A-25
14. Lighting of unserviceable areas ............................................................................................................ ATT A-26
15. Rapid exit taxiway indicator lights ....................................................................................................... ATT A-26
16. Intensity control of approach and runway lights .................................................................................. ATT A-27
17. Signal area ............................................................................................................................................ ATT A-27
8/11/18 (viii)
Table of contents Annex 14 — Aerodromes
Page
18. Rescue and firefighting services........................................................................................................... ATT A-27
19. Operators of vehicles ............................................................................................................................ ATT A-30
20. The ACN-PCN method of reporting pavement strength ...................................................................... ATT A-30
21. Autonomous runway incursion warning system (ARIWS) .................................................................. ATT A-31
22. Taxiway design guidance for minimizing the potential for runway incursions.................................... ATT A-33
23. Aerodrome mapping data ..................................................................................................................... ATT A-35
ATTACHMENT B. Obstacle limitation surfaces ............................................................................................... ATT B-1
LIMITED INDEX OF SIGNIFICANT SUBJECTS INCLUDED IN ANNEX 14, VOLUME I .......................... 1
(ix) 8/11/18
Annex 14 — Aerodromes Volume I
ABBREVIATIONS AND SYMBOLS
(used in Annex 14, Volume I)
Abbreviations Abbreviations
ACN Aircraft classification number mnm Minimum
AIP Aeronautical information publication MN Meganewton
APAPI Abbreviated precision approach path MPa Megapascal
indicator MSL Mean sea level
aprx Approximately NFZ Normal flight zone
ARIWS Autonomous runway incursion NM Nautical mile
warning system NU Not usable
ASDA Accelerate-stop distance available OCA/H Obstacle clearance altitude/height
ATS Air traffic services OFZ Obstacle free zone
AT-VASIS Abbreviated T visual approach slope OLS Obstacle limitation surface
indicator system OMGWS Outer main gear wheel span
C Degree Celsius PAPI Precision approach path indicator
CBR California bearing ratio PCN Pavement classification number
cd Candela RESA Runway end safety area
CIE Commission Internationale de l’Éclairage RFF Rescue and firefighting
cm Centimetre RVR Runway visual range
CRC Cyclic redundancy check SMS Safety management system
DME Distance measuring equipment TODA Take-off distance available
FOD Foreign object debris TORA Take-off run available
ft Foot T-VASIS T visual approach slope indicator system
ILS Instrument landing system VMC Visual meteorological conditions
IMC Instrument meteorological conditions VOR Very high frequency omnidirectional radio
K Degree Kelvin range
kg Kilogram
km Kilometre
km/h Kilometre per hour Symbols
kt Knot
L Litre ° Degree
LCFZ Laser-beam critical flight zone = Equals
LDA Landing distance available Minute of arc
LFFZ Laser-beam free flight zone µ Friction coefficient
LSFZ Laser-beam sensitive flight zone > Greater than
m Metre < Less than
max Maximum % Percentage
MLS Microwave landing system ± Plus or minus
mm Millimetre
8/11/18 (x)
Publications Annex 14 — Aerodromes
PUBLICATIONS
(related to the specifications of this Annex)
Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual (Doc 9830)
Aerodrome Design Manual (Doc 9157)
Part 1 — Runways
Part 2 — Taxiways, Aprons and Holding Bays
Part 3 — Pavements
Part 4 — Visual Aids
Part 5 — Electrical Systems
Part 6 — Frangibility
Aeronautical Information Services Manual (Doc 8126)
Aeroplane Performance Manual (Doc 10064)
Aircraft Type Designators (Doc 8643)
Airport Planning Manual (Doc 9184)
Part 1 — Master Planning
Part 2 — Land Use and Environmental Control
Part 3 — Guidelines for Consultant/Construction Services
Airport Services Manual (Doc 9137)
Part 1 — Rescue and Fire Fighting
Part 2 — Pavement Surface Conditions
Part 3 — Wildlife Control and Reduction
Part 5 — Removal of Disabled Aircraft
Part 6 — Control of Obstacles
Part 7 — Airport Emergency Planning
Part 8 — Airport Operational Services
Part 9 — Airport Maintenance Practices
Air Traffic Services Planning Manual (Doc 9426)
Airworthiness Manual (Doc 9760)
Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829)
Heliport Manual (Doc 9261)
Human Factors Training Manual (Doc 9683)
Manual of Aircraft Ground De-icing/Anti-icing Operations (Doc 9640)
Manual of All-Weather Operations (Doc 9365)
Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476)
Manual on Certification of Aerodromes (Doc 9774)
(xi) 8/11/18
Annex 14 — Aerodromes Volume I
Manual on Laser Emitters and Flight Safety (Doc 9815)
Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR) (Doc 9643)
Manual on the ICAO Bird Strike Information System (IBIS) (Doc 9332)
Procedures for Air Navigation Services — Aerodromes (PANS-Aerodromes) (Doc 9981)
Procedures for Air Navigation Services — Aeronautical Information Management (PANS-AIM) (Doc 10066)
Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS) (Doc 8168)
Volume I — Flight Procedures
Volume II — Construction of Visual and Instrument Flight Procedures
Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM) (Doc 4444)
Safety Management Manual (SMM) (Doc 9859)
Stolport Manual (Doc 9150)
World Geodetic System — 1984 (WGS-84) Manual (Doc 9674)
Assessment, Measurement and Reporting of Runway Surface Conditions (Cir 329)
New Larger Aeroplanes — Infringement of the Obstacle Free Zone: Operational Measures and Aeronautical Study (Cir 301)
New Larger Aeroplanes – Infringement of the Obstacle Free Zone: Collision Risk Model and Aeronautical Study (Cir 345)
_____________________
8/11/18 (xii)
FOREWORD
Historical background
Standards and Recommended Practices for Aerodromes were first adopted by the Council on 29 May 1951 pursuant to the
provisions of Article 37 of the Convention on International Civil Aviation (Chicago 1944) and designated as Annex 14 to the
Convention. The Standards and Recommended Practices were based on recommendations of the Aerodromes, Air Routes and
Ground Aids Division at its third session in September 1947 and at its fourth session in November 1949.
Table A shows the origin of subsequent amendments together with a list of the principal subjects involved and the dates
on which the Annex and the amendments were adopted by the Council, when they became effective and when they became
applicable.
Action by Contracting States
Notification of differences. The attention of Contracting States is drawn to the obligation imposed by Article 38 of the
Convention by which Contracting States are required to notify the Organization of any differences between their national
regulations and practices and the International Standards contained in this Annex and any amendments thereto. Contracting
States are invited to extend such notification to any differences from the Recommended Practices contained in this Annex
and any amendments thereto, when the notification of such differences is important for the safety of air navigation. Further,
Contracting States are invited to keep the Organization currently informed of any differences which may subsequently occur,
or of the withdrawal of any differences previously notified. A specified request for notification of differences will be sent to
Contracting States immediately after the adoption of each amendment to this Annex.
The attention of States is also drawn to the provisions of Annex 15 related to the publication of differences between their
national regulations and practices and the related ICAO Standards and Recommended Practices through the Aeronautical
Information Service, in addition to the obligation of States under Article 38 of the Convention.
Promulgation of information. The establishment and withdrawal of and changes to facilities, services and procedures
affecting aircraft operations provided in accordance with the Standards and Recommended Practices specified in this Annex
should be notified and take effect in accordance with the provisions of Annex 15.
Status of Annex components
An Annex is made up of the following component parts, not all of which, however, are necessarily found in every Annex;
they have the status indicated:
1.— Material comprising the Annex proper:
a) Standards and Recommended Practices adopted by the Council under the provisions of the Convention. They
are defined as follows:
Standard: Any specification for physical characteristics, configuration, matériel, performance, personnel or
procedure, the uniform application of which is recognized as necessary for the safety or regularity of
ANNEX 14 — VOLUME I (xiii) 8/11/18
Annex 14 — Aerodromes Volume I
international air navigation and to which Contracting States will conform in accordance with the Convention; in
the event of impossibility of compliance, notification to the Council is compulsory under Article 38.
Recommended Practice: Any specification for physical characteristics, configuration, matériel, performance,
personnel or procedure, the uniform application of which is recognized as desirable in the interest of safety,
regularity or efficiency of international air navigation, and to which Contracting States will endeavour to
conform in accordance with the Convention.
b) Appendices comprising material grouped separately for convenience but forming part of the Standards and
Recommended Practices adopted by the Council.
c) Definitions of terms used in the Standards and Recommended Practices which are not self-explanatory in that
they do not have accepted dictionary meanings. A definition does not have independent status but is an essential
part of each Standard and Recommended Practice in which the term is used, since a change in the meaning of
the term would affect the specification.
d) Tables and Figures which add to or illustrate a Standard or Recommended Practice and which are referred to
therein, form part of the associated Standard or Recommended Practice and have the same status.
2.— Material approved by the Council for publication in association with the Standards and Recommended Practices:
a) Forewords comprising historical and explanatory material based on the action of the Council and including an
explanation of the obligations of States with regard to the application of the Standards and Recommended
Practices ensuing from the Convention and the Resolution of Adoption.
b) Introductions comprising explanatory material introduced at the beginning of parts, chapters or sections of the
Annex to assist in the understanding of the application of the text.
c) Notes included in the text, where appropriate, to give factual information or references bearing on the Standards
or Recommended Practices in question, but not constituting part of the Standards or Recommended Practices.
d) Attachments comprising material supplementary to the Standards and Recommended Practices, or included as a
guide to their application.
Selection of language
This Annex has been adopted in six languages — English, Arabic, Chinese, French, Russian and Spanish. Each Contracting
State is requested to select one of those texts for the purpose of national implementation and for other effects provided for in
the Convention, either through direct use or through translation into its own national language, and to notify the Organization
accordingly.
Editorial practices
The following practice has been adhered to in order to indicate at a glance the status of each statement: Standards have been
printed in light face roman; Recommended Practices have been printed in light face italics, the status being indicated by the
prefix Recommendation; Notes have been printed in light face italics, the status being indicated by the prefix Note.
The following editorial practice has been followed in the writing of specifications: for Standards the operative verb
“shall” is used, and for Recommended Practices the operative verb “should” is used.
8/11/18 (xiv)
Foreword Annex 14 — Aerodromes
The units of measurement used in this document are in accordance with the International System of Units (SI) as
specified in Annex 5 to the Convention on International Civil Aviation. Where Annex 5 permits the use of non-SI alternative
units these are shown in parentheses following the basic units. Where two sets of units are quoted it must not be assumed that
the pairs of values are equal and interchangeable. It may, however, be inferred that an equivalent level of safety is achieved
when either set of units is used exclusively.
Any reference to a portion of this document, which is identified by a number and/or title, includes all subdivisions of that
portion.
In order to maintain a comprehensive edition of this Annex, the latest amendments have been consolidated in a new
edition of the Annex. In so doing, provisions with particular applicability dates have been adjusted editorially, as appropriate.
Table A. Amendments to Annex 14, Volume I
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
1st Edition Third and Fourth — 29 May 1951
Sessions of the 11 November 1951
Aerodromes, Air 11 June 1952*
Routes and Ground 11 June 1954
Aids Division
1 to 6 Fifth Session of the Physical characteristics of runways, strips, clearways, stopways, taxiways and 20 May 1953
Aerodromes, Air aprons; physical characteristics of channels, turning basins, taxi channels and 11 September 1953
Routes and Ground mooring areas; approach areas; clearing and restriction of obstructions; obstruction 11 April 1954*
Aids Division marking; marking of unserviceable portions of the movement area; secondary 11 January 1955
power supply; aerodrome beacon; runway markings; stopway markers; approach,
lead-in and runway lighting.
7 to 13 Sixth Session of the Physical characteristics of runways, strips, taxiways and aprons; approach and take- 12 May 1958
Aerodromes, Air off areas and surfaces; clearing and restriction of obstructions; obstruction 11 September 1958
Routes and Ground markings; runway markings; stopway markers; taxiway markings; approach, 11 December 1958
Aids Division runway and taxiway lighting; circling guidance lights; rescue and fire fighting
services.
14 Correspondence Precision approach lighting system. 17 May 1959
11 October 1959
11 October 1959
15 Vertical Separation Pre-flight altimeter checkpoint. 15 May 1959
Panel 11 October 1959
11 October 1959
16 Correspondence Extinguishing agents. 12 December 1960
12 December 1960
12 December 1960
17 Correspondence Pre-flight altimeter checkpoint. 12 December 1960
12 December 1960
12 December 1960
18 First Meeting of the VASIS 19 June 1961
ANC Visual Aids 11 October 1961
Panel 11 October 1961
* Two applicability dates approved.
(xv) 8/11/18
Annex 14 — Aerodromes Volume I
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
19 Seventh Session of Physical characteristics of runways, clearways, stopways, taxiways and aprons; take- 23 March 1964
the Aerodromes, Air off and approach areas; clearing and restriction of obstructions; obstruction markings; 11 August 1964
Routes and Ground wind direction indicator; landing direction indicator; aerodrome beacon; runway 11 November 1964
Aids Division markings; approach lighting system; runway alignment indicator; runway centre line;
touchdown zone and taxiway lighting; rescue and fire fighting services.
20 Second Meeting of Visual aids for use in operational performance category II conditions. 13 December 1965
the ANC Visual Aids 13 April 1966
Panel 25 August 1966
21 Fourth Air Navigation Emergency lighting; threshold marking; fixed distance marking; approach light 28 June 1967
Conference and beacons; taxiway centre line lighting; secondary power supply; maintenance of 28 October 1967
Fourth Meeting of the aerodrome lighting and marking aids; monitoring of visual aids. 18 February 1968
ANC Visual Aids
Panel
22 Correspondence and VOR aerodrome checkpoint marking and sign. 28 June 1968
ANC Visual Aids 28 October 1968
Panel 18 September 1969
23 Fifth Air Navigation Declared distances; strength of pavements; information on aerodrome conditions; 23 January 1969
Conference reference code letters; runway length correction for slope; runway strips; taxiway 23 May 1969
clearances; holding bays; taxi-holding position markings; approach lighting systems; 18 September 1969
visual approach slope indicator systems; secondary power supply; rescue and fire
fighting services; bird hazard reduction services.
24 Fifth Meeting of the Marking of unusable or unserviceable portions of the movement area; touchdown 31 March 1971
ANC Visual Aids zone markings; category II holding position marking and sign; T-VASIS and AT- 16 September 1971
Panel and First VASIS; runway edge lighting; exit taxiway centre line lighting; stop bars and 16 January 1972
Meeting of the ANC clearance bars; emergency access roads; colour specifications for lights.
Rescue and Fire
Fighting Panel
25 ANC Visual Aids Visual approach slope guidance for long-bodied aircraft. 26 May 1971
Panel 26 September 1971
16 January 1972
26 Seventeenth Session Aerodrome security; water rescue vehicles. 15 December 1971
of the Assembly and 15 April 1972
Middle East/South 17 December 1972
East Asia Regional
Air Navigation
Meeting
27 ANC Visual Aids Runway centre line light colour coding; maintenance services. 20 March 1972
Panel and Middle 20 July 1972
East/South East Asia 17 December 1972
Regional Air
Navigation Meeting
28 Secretariat and Sixth Definition for snow on the ground; frangibility of light fixtures; runway centre line 11 December 1972
Meeting of the ANC marking; taxiway centre line lighting; colour specifications for lights. 11 April 1973
Visual Aids Panel 16 August 1973
29 Council action in Aerodrome security. 17 December 1973
pursuance of 17 April 1974
Assembly Resolutions 23 May 1974
A17-10 and A18-10
8/11/18 (xvi)
Foreword Annex 14 — Aerodromes
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
30 Eighth Air Navigation Runway shoulders and strips; runway end safety areas; aerodrome reference 13 February 1976
Conference and temperature; clearways; holding bays; physical characteristics of taxiways; taxiway 13 June 1976
editorial revision of shoulders and strips; pavement strength; runway transverse slopes; runway braking 30 December 1976
the Annex action; obstacle limitation surfaces; category III runway lighting and marking;
taxiway lighting; stop bars; rescue and fire fighting services; disabled aircraft
removal.
31 Seventh Meeting of Obstacle limitation surfaces; light intensity control; inset light temperatures; 13 December 1976
the ANC Visual Aids taxiway centre line lights; apron floodlighting; visual docking guidance systems; 13 April 1977
Panel and Fifth signs; maintenance of visual aids. 16 October 1977
Meeting of the ANC
Obstacle Clearance
Panel
32 Correspondence and Definition of frangibility; siting and construction of equipment and installations on 14 December 1977
ANC Visual Aids operational areas; colour specifications for lights and markings. 14 April 1978
Panel 10 August 1978
33 Correspondence and Reporting of information on visual approach slope indicator systems; runway, 26 March 1979
Secretariat taxiway and taxi-holding position markings; approach lighting for displaced 26 July 1979
thresholds; runway edge and centre line lights; aerodrome emergency planning. 29 November 1979
34 Eighth Meeting of the Apron markings; precision approach lighting systems; visual approach slope 30 November 1979
ANC Visual Aids indicator systems; circling guidance lights; runway lead-in lighting systems; stop 30 March 1980
Panel bars; visual docking guidance system; aircraft stand manoeuvring guidance lights; 27 November 1980
aircraft stand identification signs; marking and lighting of obstacles.
35 Secretariat and the Reporting of pavement strength; visual approach slope indicator systems; approach 23 March 1981
ANC Visual Aids lighting systems; maintenance of lighting. 23 July 1981
Panel 26 November 1981
36 Aerodromes, Air Aerodrome reference code; runway friction characteristics; runway end safety 22 November 1982
Routes and Ground areas; taxiway separation distances; rapid exit taxiways; taxiways on bridges; 23 March 1983
Aids Divisional holding bays; obstacle limitation surfaces; PAPI; taxi-holding position marking and 24 November 1983
Meeting (1981), lights; runway centre line guidance; visual ground signals; rescue and fire fighting;
Ninth Meeting of the apron management service; declared distances; ground servicing of aircraft; units of
ANC Visual Aids measure.
Panel and Secretariat
37 Secretariat Fuelling. 29 March 1983
29 July 1983
24 November 1983
38 Secretariat and the Aerodrome data; APAPI; colour coding of exit taxiway centre line lights; stop bars; 17 March 1986
ANC Visual Aids taxi-holding position lights; taxiway edge markers; markers for overhead wires; 27 July 1986
Panel obstacle lighting of lighthouses; maintenance of taxiway centre line lights; surface 20 November 1986
marking colours.
(xvii) 8/11/18
Annex 14 — Aerodromes Volume I
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
39 Secretariat and the 1. Annex to be issued in two volumes as follows: Volume I — Aerodrome 19 March 1990
(Annex 14, ANC Visual Aids Design and Operations (incorporating provisions in the eighth edition of Annex 14 30 July 1990
Volume I, Panel as amended by Amendment 39) and Volume II — Heliports. 15 November 1990
1st Edition)
2. Take-off runways; aerodrome reference code; reporting of pavement strength;
runway friction characteristics; conditions of movement area; separation of parallel
runways; taxiway minimum separation distances; taxi-holding position marking;
installation tolerances for PAPI; obstacle protection surface; stop bars; signs;
taxiway centre line markers; aerodrome security; surface movement guidance and
control; aerodrome emergency planning; rescue and fire fighting; maintenance;
runway pavement overlay; bird hazard reduction; apron management service;
colours for transilluminated signs and panels; aeronautical ground light
characteristics.
1 Twelfth Meeting of Definitions of frangible object, precision approach runways, road, road-holding 13 March 1995
(Annex 14, the ANC Visual Aids position, runway guard lights, and taxi-holding position; standard geodetic 24 July 1995
Volume I, Panel and Secretariat reference system; radio altimeter operating area, minimum distance between 19 November 1995
2nd Edition) parallel runways; frangibility; runway and taxiway markings, aeronautical beacons,
lighting aids for MLS operations, deletion of specifications on VASIS (AVASIS)
and 3-BAR VASIS (3-BAR AVASIS), stop bars, runway guard lights, visual
docking guidance system, taxiing guidance signs; obstacle lighting; visual aids for
denoting restricted use areas; secondary power supply, electrical systems,
monitoring, airport design, surface movement guidance and control systems; rescue
and fire fighting, maintenance of visual aids; aeronautical ground light
characteristics; form and proportions of information marking; design of taxiing
guidance signs; friction characteristics of wet runways.
2 Air Navigation Aeronautical databases and vertical component of the World Geodetic System — 20 March 1997
Commission 1984 (WGS-84). 21 July 1997
16 November 1997
3 Thirteenth Meeting of Definitions of aerodrome traffic density, de-icing/anti-icing facility, de-icing/ anti- 15 March 1999
(Annex 14, the ANC Visual Aids icing pad, holdover time, Human Factors principles, human performance, 19 July 1999
Volume I, Panel and Secretariat intermediate holding position, runway-holding position, signs, switch-over time; 14 November 1999
3rd Edition) new aerodrome reference code letter F in Table 1-1; runways, taxiways and taxiway
minimum separation distances related to code letter F aeroplane operations, sight
distance, runway strips, runway end safety areas, clearways, stopways, taxiways on
bridges, holding bays, runway-holding positions, intermediate holding positions
and road-holding positions, de-icing/anti-icing facilities; obstacle free zone width
for code letter F; runway-holding position marking, intermediate holding position
marking, mandatory instruction marking, marking of de-icing/anti-icing facilities,
approach lighting systems, runway and taxiway centre line lights, stop bars,
intermediate holding position lights, lighting of de-icing/anti-icing facilities,
runway guard lights, variable message signs, intersection take-off signs; visual aids
for denoting obstacles; secondary power supply switch-over time, security
measures in airport design, frangibility of non-visual aids on operational areas;
Human Factors principles applied to aerodrome emergency planning, rescue and
fire fighting, and maintenance, system of preventive maintenance for precision
approach runways, categories II and III; colour measurement of aeronautical
ground lights; isocandela diagrams for high-intensity taxiway centre line lights and
runway guard lights; measurement of the average luminance of a sign, Table 4.1 of
Appendix 4; Appendix 6.
4 Secretariat and the Definitions of aerodrome certificate, certified aerodrome, safety management 12 March 2001
Twelfth Meeting of system; certification of aerodromes; obstacle limitation surfaces; specifications 16 July 2001
the ANC Obstacle concerning aerodrome emergency planning; rescue and fire fighting. 11 November 2001
Clearance Panel
8/11/18 (xviii)
Foreword Annex 14 — Aerodromes
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
5 Secretariat Laser-beam free flight zones and bird hazard reduction. 17 March 2003
14 July 2003
27 November 2003
6 Fourteenth Meeting Definitions of runway turn pad, calendar, datum and Gregorian calendar; common 27 February 2004
(Annex 14, of the ANC Visual reference systems; aerodrome dimensions and related information; physical 12 July 2004
Volume I, Aids Panel and characteristics of runway turn pads; runway turn pad markings and lights; rapid exit 25 November 2004
4th Edition) Secretariat taxiway indicator lights; information marking; stop bars; runway guard lights;
intensity of taxiway centre line lights on rapid exit taxiways; Figure 6-2, Examples
of marking and lighting of tall structures; electrical power supply systems for air
navigation facilities; monitoring of lighting systems; Appendix 1, Colours for
Aeronautical Ground Lights, Markings, Signs and Panels; Appendix 2,
Aeronautical Ground Light Characteristics; Appendix 5, Aeronautical Data Quality
Requirements.
7 Secretariat, Sixth Note to the definition of runway-holding position; certification of aerodromes; 12 March 2005
Meeting of the references to land-use planning and to the balanced approach to aircraft noise 11 July 2005
Committee on management; runway turn pads; taxiways; bird hazard reduction; fencing; 24 November 2005
Aviation pavement maintenance.
Environmental
Protection
8 35th Session of the Definitions of balked landing, safety programme and safety management system; 14 March 2006
ICAO Assembly; safety management; obstacle free zone. 17 July 2006
Fourteenth Meeting 23 November 2006
of the ANC Obstacle
Clearance Panel;
Eleventh Air
Navigation
Conference
9 Secretariat Note on the applicability of wheel-to-edge clearances on taxiways. 15 June 2006
—
—
10-A Secretariat, First Definitions of instrument runway and obstacle; certification of aerodromes; 14 March 2009
(Annex 14, Meeting of the aerodrome data; enhanced taxiway centre line marking; mandatory instruction 20 July 2009
Volume I, Aerodromes Panel, marking; taxiway edge lights; advanced visual docking guidance system; 19 November 2009
5th Edition) Seventh Meeting of mandatory instruction signs; marking and lighting of wind turbines; public health
the Operations Panel emergencies in aerodrome emergency planning, rescue and fire fighting; wildlife
strike hazard reduction; pavement monitoring and maintenance; chromaticity and
luminance factors of green colour in Appendix 1; notes to Figures A2-9 and A2-10
for isocandela diagrams for runway edge lights in Appendix 2; NO ENTRY sign in
Figure A4-2 in Appendix 4; guidance on runway surface evenness, location of
displaced threshold and rescue and fire fighting in Attachment A.
10-B Secretariat Safety management; Appendix 7, Framework for Safety Management Systems 14 March 2009
(SMS); Attachment C, Framework for the State Safety Programme (SSP). 20 July 2009
18 November 2010
(xix) 8/11/18
Annex 14 — Aerodromes Volume I
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
11-A Second meeting of the Definition of hot spot; definitions of Aerodrome Mapping Data and integrity 27 February 2013
(Annex 14, Aerodromes Panel classification; definitions of instrument runway and non-instrument runway; 15 July 2013
Volume I, (AP/2); transfer of safety management provisions to Annex 19; maximum allowable tire 14 November 2013
6th Edition) Special Meeting of pressure category; condition of the movement area and related facilities; aerodrome
the Safety mapping data; surface of runways and of runway turn pads; objects on runway
Management Panel strips; blast pad; runway end safety areas; surface of stopways and of taxiways;
(SMP/SM/1); enhanced taxiway centre line marking; simple touchdown zone lights; alternate
Secretariat supported taxiway centre line lights; stop bars; runway guard lights; no-entry bar;
by the AIS to AIM reformatting of Chapter 6; visual aids for denoting obstacles; aerodrome emergency
Study Group planning including modular tests; rescue and fire fighting, including performance
(AIS-AIMSG) level C foam; siting of equipment and installations on operational areas; aerodrome
maintenance, including runway surface friction characteristics; removal of
contaminants, runway pavement overlays and visual aids, including light emitting
diodes (LEDs); Appendix 1, colours for Aeronautical Ground Lights, Markings,
Signs and Panels, including white colour for LED; Appendix 2, Aeronautical
Ground Light characteristics, including no-entry bar; Appendix 5, integrity
classifications; Attachment A, guidance material on assessing the surface friction
characteristics of snow-, slush-, ice-and frost-covered surface, determination of
surface friction characteristics for construction and maintenance purposes, drainage
characteristics of movement area and adjacent areas, runway end safety areas.
11-B Secretariat supported Revised definitions for instrument runway and non-instrument runway as a result of 27 February 2013
by the Approach a new approach classification. 15 July 2013
Classification Task 13 November 2014
Force (ACTF) in
coordination with the
Aerodromes Panel
(AP), the Instrument
Flight Procedures
Panel (IFPP), the
Navigation Systems
Panel (NSP) and the
Operations Panel
(OPSP)
12 Secretariat supported First Edition of the Procedures for Air Navigation Services — Aerodromes 4 March 2015
by the PANS- (PANS-Aerodromes) (Doc 9981). 13 July 2015
Aerodromes Study 10 November 2016
Group (PASG) in
coordination with the
Aerodromes Panel
(AP)
13-A Third meeting of the Definitions of arresting system, autonomous runway incursion warning system 22 February 2016
(Annex 14, Aerodromes Panel (ARIWS), foreign object debris (FOD); description of arresting system; storm 11 July 2016
Volume I, (AP/3); First meeting water conveyances on runway and taxiway strips; blast pads; clearance for straight 10 November 2016
7th Edition) of the Aerodrome and curved portions of code C taxiways; reduced taxiway and taxilane separation
Design and distances; clearance distances on aircraft stands; taxiway design guidance for
Operations Panel prevention of runway incursions; flashing characteristics and colour specifications
(ADOP/1) for LEDs; clarification on light intensity distribution; marking and lighting of wind
turbines over 150 m height; location criteria for PAPI obstacle protection surface;
mandatory instruction and information markings; ARIWS; prevention and
installation of devices for FOD; guidance material on runway surface unevenness,
ARIWS, taxiway design for minimizing potential for runway incursions and
aerodrome mapping data.
8/11/18 (xx)
Foreword Annex 14 — Aerodromes
Adopted/Approved
Effective
Amendment Source(s) Subject(s) Applicable
13-B Third meeting of the Enhanced global reporting format for assessing and reporting runway surface 22 February 2016
Aerodromes Panel condition. 11 July 2016
(AP/3) developed by 5 November 2020
the Friction Task
Force
14 Second meeting of the Revised aerodrome reference code in Table 1-1; runway widths, shoulders, turn 9 March 2018
(Annex 14, Aerodrome Design pads and strips; taxiway widths, shoulders and strips; reduced taxiway minimum 16 July 2018
Volume I, and Operations Panel separation distances; an amendment to update footnote e. in Table 4-1; and a 8 November 2018
8th Edition) (ADOP/2); Thirteenth consequential amendment, as a result of the restructuring of Annex 15 and the
meeting of the introduction of PANS-AIM (Doc 10066), relating to change of references, data
Instrument Flight quality requirements and performance-based data error detection requirements.
Procedures Panel
(IFPP/13); and
Twelfth meeting of
the Aeronautical
Information Service
(AIS) Aeronautical
Information
Management (AIM)
Study Group
(AIS-AIMSG/12).
_____________________
(xxi) 8/11/18
INTERNATIONAL STANDARDS
AND RECOMMENDED PRACTICES
CHAPTER 1. GENERAL
Introductory Note.— This Annex contains Standards and Recommended Practices (specifications) that prescribe the
physical characteristics and obstacle limitation surfaces to be provided for at aerodromes, and certain facilities and
technical services normally provided at an aerodrome. It also contains specifications dealing with obstacles outside those
limitation surfaces. It is not intended that these specifications limit or regulate the operation of an aircraft.
To a great extent, the specifications for individual facilities detailed in Annex 14, Volume I, have been interrelated by a
reference code system, described in this chapter, and by the designation of the type of runway for which they are to be
provided, as specified in the definitions. This not only simplifies the reading of Volume I of this Annex, but in most cases,
provides for efficiently proportioned aerodromes when the specifications are followed.
This document sets forth the minimum aerodrome specifications for aircraft which have the characteristics of those
which are currently operating or for similar aircraft that are planned for introduction. Accordingly, any additional
safeguards that might be considered appropriate to provide for more demanding aircraft are not taken into account. Such
matters are left to appropriate authorities to evaluate and take into account as necessary for each particular aerodrome.
Provisions for the accommodation of more demanding aircraft at existing aerodromes can be found in the
PANS-Aerodromes (Doc 9981). Guidance on some possible effects of future aircraft on these specifications is given in the
Aerodrome Design Manual (Doc 9157), Part 2.
It is to be noted that the specifications for precision approach runway categories II and III are only applicable to
runways intended to be used by aeroplanes in code numbers 3 and 4.
Annex 14, Volume I, does not include specifications relating to the overall planning of aerodromes (such as separation
between adjacent aerodromes or capacity of individual aerodromes), impact on the environment, or to economic and other
non-technical factors that need to be considered in the development of an aerodrome. Information on these subjects is
included in the Airport Planning Manual (Doc 9184), Part 1. Guidance material on the environmental aspects of the
development and operation of an aerodrome is included in the Airport Planning Manual (Doc 9184), Part 2.
Aviation security is an integral part of aerodrome planning and operations. Annex 14, Volume I, contains several
specifications aimed at enhancing the level of security at aerodromes. Specifications on other facilities related to security are
given in Annex 17 — Security and detailed guidance on the subject is contained in the ICAO’s Aviation Security Manual.
ANNEX 14 — VOLUME I 1-1 8/11/18
Annex 14 — Aerodromes Volume I
1.1 Definitions
When the following terms are used in this Annex they have the following meanings:
Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended to be used either
wholly or in part for the arrival, departure and surface movement of aircraft.
Aerodrome beacon. Aeronautical beacon used to indicate the location of an aerodrome from the air.
Aerodrome certificate. A certificate issued by the appropriate authority under applicable regulations for the operation of an
aerodrome.
Aerodrome elevation. The elevation of the highest point of the landing area.
Aerodrome identification sign. A sign placed on an aerodrome to aid in identifying the aerodrome from the air.
Aerodrome mapping data (AMD). Data collected for the purpose of compiling aerodrome mapping information for
aeronautical uses.
Note.— Aerodrome mapping data are collected for purposes that include the improvement of the user’s situational
awareness, surface navigation operations, training, charting and planning.
Aerodrome mapping database (AMDB). A collection of aerodrome mapping data organized and arranged as a structured
data set.
Aerodrome reference point. The designated geographical location of an aerodrome.
Aerodrome traffic density.
a) Light. Where the number of movements in the mean busy hour is not greater than 15 per runway or typically less
than 20 total aerodrome movements.
b) Medium. Where the number of movements in the mean busy hour is of the order of 16 to 25 per runway or typically
between 20 to 35 total aerodrome movements.
c) Heavy. Where the number of movements in the mean busy hour is of the order of 26 or more per runway or typically
more than 35 total aerodrome movements.
Note 1.— The number of movements in the mean busy hour is the arithmetic mean over the year of the number of
movements in the daily busiest hour.
Note 2.— Either a take-off or a landing constitutes a movement.
Aeronautical beacon. An aeronautical ground light visible at all azimuths, either continuously or intermittently, to designate
a particular point on the surface of the earth.
Aeronautical ground light. Any light specially provided as an aid to air navigation, other than a light displayed on an aircraft.
Aeroplane reference field length. The minimum field length required for take-off at maximum certificated take-off mass, sea
level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight
manual prescribed by the certificating authority or equivalent data from the aeroplane manufacturer. Field length means
balanced field length for aeroplanes, if applicable, or take-off distance in other cases.
8/11/18 1-2
Chapter 1 Annex 14 — Aerodromes
Note.— Attachment A, Section 2, provides information on the concept of balanced field length and the Airworthiness
Manual (Doc 9760) contains detailed guidance on matters related to take-off distance.
Aircraft classification number (ACN). A number expressing the relative effect of an aircraft on a pavement for a specified
standard subgrade category.
Note.— The aircraft classification number is calculated with respect to the centre of gravity (CG) position which yields
the critical loading on the critical gear. Normally the aftmost CG position appropriate to the maximum gross apron (ramp)
mass is used to calculate the ACN. In exceptional cases the forwardmost CG position may result in the nose gear loading
being more critical.
Aircraft stand. A designated area on an apron intended to be used for parking an aircraft.
Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading
passengers, mail or cargo, fuelling, parking or maintenance.
Apron management service. A service provided to regulate the activities and the movement of aircraft and vehicles on an
apron.
Arresting system. A system designed to decelerate an aeroplane overrunning the runway.
Autonomous runway incursion warning system (ARIWS). A system which provides autonomous detection of a potential
incursion or of the occupancy of an active runway and a direct warning to a flight crew or a vehicle operator.
Balked landing. A landing manoeuvre that is unexpectedly discontinued at any point below the obstacle clearance
altitude/height (OCA/H).
Barrette. Three or more aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a
short bar of light.
Calendar. Discrete temporal reference system that provides the basis for defining temporal position to a resolution of one day
(ISO 19108).
Certified aerodrome. An aerodrome whose operator has been granted an aerodrome certificate.
Clearway. A defined rectangular area on the ground or water under the control of the appropriate authority, selected or
prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height.
Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression of data that provides a level of
assurance against loss or alteration of data.
Data accuracy. A degree of conformance between the estimated or measured value and the true value.
Data integrity (assurance level). A degree of assurance that an aeronautical data and its value has not been lost or altered
since the origination or authorized amendment.
Data quality. A degree or level of confidence that the data provided meet the requirements of the data user in terms of
accuracy, resolution and integrity (or equivalent assurance level), traceability, timeliness, completeness and format.
ISO Standard 19108, Geographic information — Temporal schema
1-3 8/11/18
Annex 14 — Aerodromes Volume I
Datum. Any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities
(ISO 19104).
De-icing/anti-icing facility. A facility where frost, ice or snow is removed (de-icing) from the aeroplane to provide clean
surfaces, and/or where clean surfaces of the aeroplane receive protection (anti-icing) against the formation of frost or ice
and accumulation of snow or slush for a limited period of time.
Note.— Further guidance is given in the Manual of Aircraft Ground De-icing/Anti-icing Operations (Doc 9640).
De-icing/anti-icing pad. An area comprising an inner area for the parking of an aeroplane to receive de-icing/anti-icing
treatment and an outer area for the manoeuvring of two or more mobile de-icing/anti-icing equipment.
Declared distances.
a) Take-off run available (TORA). The length of runway declared available and suitable for the ground run of an
aeroplane taking off.
b) Take-off distance available (TODA). The length of the take-off run available plus the length of the clearway, if
provided.
c) Accelerate-stop distance available (ASDA). The length of the take-off run available plus the length of the stopway, if
provided.
d) Landing distance available (LDA). The length of runway which is declared available and suitable for the ground run
of an aeroplane landing.
Dependent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where radar
separation minima between aircraft on adjacent extended runway centre lines are prescribed.
Displaced threshold. A threshold not located at the extremity of a runway.
Effective intensity. The effective intensity of a flashing light is equal to the intensity of a fixed light of the same colour which
will produce the same visual range under identical conditions of observation.
Ellipsoid height (Geodetic height). The height related to the reference ellipsoid, measured along the ellipsoidal outer normal
through the point in question.
Fixed light. A light having constant luminous intensity when observed from a fixed point.
Foreign object debris (FOD). An inanimate object within the movement area which has no operational or aeronautical
function and which has the potential to be a hazard to aircraft operations.
Frangible object. An object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to
aircraft.
Note.— Guidance on design for frangibility is contained in the Aerodrome Design Manual (Doc 9157), Part 6.
Geodetic datum. A minimum set of parameters required to define location and orientation of the local reference system with
respect to the global reference system/frame.
ISO Standard 19104, Geographic information — Terminology
8/11/18 1-4
Chapter 1 Annex 14 — Aerodromes
Geoid. The equipotential surface in the gravity field of the Earth which coincides with the undisturbed mean sea level (MSL)
extended continuously through the continents.
Note.— The geoid is irregular in shape because of local gravitational disturbances (wind tides, salinity, current, etc.)
and the direction of gravity is perpendicular to the geoid at every point.
Geoid undulation. The distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid.
Note.— In respect to the World Geodetic System — 1984 (WGS-84) defined ellipsoid, the difference between the WGS-84
ellipsoidal height and orthometric height represents WGS-84 geoid undulation.
Gregorian calendar. Calendar in general use; first introduced in 1582 to define a year that more closely approximates the
tropical year than the Julian calendar (ISO 19108***).
Note.— In the Gregorian calendar, common years have 365 days and leap years 366 days divided into twelve sequential
months.
Hazard beacon. An aeronautical beacon used to designate a danger to air navigation.
Heliport. An aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and
surface movement of helicopters.
Holding bay. A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of aircraft.
Holdover time. The estimated time the anti-icing fluid (treatment) will prevent the formation of ice and frost and the
accumulation of snow on the protected (treated) surfaces of an aeroplane.
Hot spot. A location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and
where heightened attention by pilots/drivers is necessary.
Human Factors principles. Principles which apply to aeronautical design, certification, training, operations and maintenance
and which seek safe interface between the human and other system components by proper consideration to human
performance.
Human performance. Human capabilities and limitations which have an impact on the safety and efficiency of aeronautical
operations.
Identification beacon. An aeronautical beacon emitting a coded signal by means of which a particular point of reference can
be identified.
Independent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where radar
separation minima between aircraft on adjacent extended runway centre lines are not prescribed.
Independent parallel departures. Simultaneous departures from parallel or near-parallel instrument runways.
Instrument runway. One of the following types of runways intended for the operation of aircraft using instrument approach
procedures:
a) Non-precision approach runway. A runway served by visual aids and non-visual aid(s) intended for landing
operations following an instrument approach operation type A and a visibility not less than 1 000 m.
*** ISO Standard 19108, Geographic information — Temporal schema
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b) Precision approach runway, category I. A runway served by visual aids and non-visual aid(s) intended for landing
operations following an instrument approach operation type B with a decision height (DH) not lower than 60 m
(200 ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m.
c) Precision approach runway, category II. A runway served by visual aids and non-visual aid(s) intended for landing
operations following an instrument approach operation type B with a decision height (DH) lower than 60 m (200 ft)
but not lower than 30 m (100 ft) and a runway visual range not less than 300 m.
d) Precision approach runway, category III. A runway served by visual aids and non-visual aid(s) intended for landing
operations following an instrument approach operation type B to and along the surface of the runway and:
A — intended for operations with a decision height (DH) lower than 30 m (100 ft), or no decision height and a
runway visual range not less than 175 m.
B — intended for operations with a decision height (DH) lower than 15 m (50 ft), or no decision height and a
runway visual range less than 175 m but not less than 50 m.
C — intended for operations with no decision height (DH) and no runway visual range limitations.
Note 1.— Visual aids need not necessarily be matched to the scale of non-visual aids provided. The criterion for the
selection of visual aids is the conditions in which operations are intended to be conducted.
Note 2.— Refer to Annex 6 — Operation of Aircraft for instrument approach operation types.
Integrity classification (aeronautical data). Classification based upon the potential risk resulting from the use of corrupted
data. Aeronautical data is classified as:
a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and
landing of an aircraft would be severely at risk with the potential for catastrophe;
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 potential for catastrophe; and
c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing
of an aircraft would be severely at risk with the potential for catastrophe.
Intermediate holding position. A designated position intended for traffic control at which taxiing aircraft and vehicles shall
stop and hold until further cleared to proceed, when so instructed by the aerodrome control tower.
Landing area. That part of a movement area intended for the landing or take-off of aircraft.
Landing direction indicator. A device to indicate visually the direction currently designated for landing and for take-off.
Laser-beam critical flight zone (LCFZ). Airspace in the proximity of an aerodrome but beyond the LFFZ where the
irradiance is restricted to a level unlikely to cause glare effects.
Laser-beam free flight zone (LFFZ). Airspace in the immediate proximity of the aerodrome where the irradiance is
restricted to a level unlikely to cause any visual disruption.
Laser-beam sensitive flight zone (LSFZ). Airspace outside, and not necessarily contiguous with, the LFFZ and LCFZ where
the irradiance is restricted to a level unlikely to cause flash-blindness or after-image effects.
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Lighting system reliability. The probability that the complete installation operates within the specified tolerances and that the
system is operationally usable.
Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.
Marker. An object displayed above ground level in order to indicate an obstacle or delineate a boundary.
Marking. A symbol or group of symbols displayed on the surface of the movement area in order to convey aeronautical
information.
Movement area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the
manoeuvring area and the apron(s).
Near-parallel runways. Non-intersecting runways whose extended centre lines have an angle of convergence/divergence of
15 degrees or less.
Non-instrument runway. A runway intended for the operation of aircraft using visual approach procedures or an instrument
approach procedure to a point beyond which the approach may continue in visual meteorological conditions.
Note.— Visual meteorological conditions (VMC) are described in Chapter 3 of Annex 2 — Rules of the Air.
Normal flight zone (NFZ). Airspace not defined as LFFZ, LCFZ or LSFZ but which must be protected from laser radiation
capable of causing biological damage to the eye.
Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that:
a) are located on an area intended for the surface movement of aircraft; or
b) extend above a defined surface intended to protect aircraft in flight; or
c) stand outside those defined surfaces and that have been assessed as being a hazard to air navigation.
Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional surfaces, and balked landing
surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a
low-mass and frangibly mounted one required for air navigation purposes.
Orthometric height. Height of a point related to the geoid, generally presented as an MSL elevation.
Outer main gear wheel span (OMGWS). The distance between the outside edges of the main gear wheels.
Pavement classification number (PCN). A number expressing the bearing strength of a pavement for unrestricted operations.
Precision approach runway, see Instrument runway.
Primary runway(s). Runway(s) used in preference to others whenever conditions permit.
Protected flight zones. Airspace specifically designated to mitigate the hazardous effects of laser radiation.
Road. An established surface route on the movement area meant for the exclusive use of vehicles.
Road-holding position. A designated position at which vehicles may be required to hold.
Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
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Runway condition assessment matrix (RCAM). ‡ A matrix allowing the assessment of the runway condition code, using
associated procedures, from a set of observed runway surface condition(s) and pilot report of braking action.
Runway condition code (RWYCC).‡ A number describing the runway surface condition to be used in the runway condition
report.
Note.— The purpose of the runway condition code is to permit an operational aeroplane performance calculation by the
flight crew. Procedures for the determination of the runway condition code are described in the PANS-Aerodromes
(Doc 9981).
Runway condition report (RCR). ‡ A comprehensive standardized report relating to runway surface condition(s) and its effect
on the aeroplane landing and take-off performance.
Runway end safety area (RESA). An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway.
Runway guard lights. A light system intended to caution pilots or vehicle drivers that they are about to enter an active
runway.
Runway-holding position. A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS
critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the
aerodrome control tower.
Note.— In radiotelephony phraseologies, the expression “holding point” is used to designate the runway-holding
position.
Runway strip. A defined area including the runway and stopway, if provided, intended:
a) to reduce the risk of damage to aircraft running off a runway; and
b) to protect aircraft flying over it during take-off or landing operations.
Runway surface condition(s). ‡ A description of the condition(s) of the runway surface used in the runway condition report
which establishes the basis for the determination of the runway condition code for aeroplane performance purposes.
Note 1.— The runway surface conditions used in the runway condition report establish the performance requirements
between the aerodrome operator, aeroplane manufacturer and aeroplane operator.
Note 2.— Aircraft de-icing chemicals and other contaminants are also reported but are not included in the list of runway
surface condition descriptors because their effect on runway surface friction characteristics and the runway condition code
cannot be evaluated in a standardized manner.
Note 3.— Procedures on determining runway surface conditions are available in the PANS-Aerodromes (Doc 9981).
a) Dry runway. A runway is considered dry if its surface is free of visible moisture and not contaminated within
the area intended to be used.
b) Wet runway. The runway surface is covered by any visible dampness or water up to and including 3 mm deep
within the intended area of use.
‡
Applicable 5 November 2020.
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c) Slippery wet runway. A wet runway where the surface friction characteristics of a significant portion of the
runway have been determined to be degraded.
d) Contaminated runway. A runway is contaminated when a significant portion of the runway surface area
(whether in isolated areas or not) within the length and width being used is covered by one or more of the
substances listed in the runway surface condition descriptors.
Note.— Procedures on determination of contaminant coverage on runway are available in the
PANS-Aerodromes (Doc 9981).
e) Runway surface condition descriptors. One of the following elements on the surface of the runway:
Note.— The descriptions for e) i) to viii) are used solely in the context of the runway condition report and
are not intended to supersede or replace any existing WMO definitions.
i) Compacted snow. Snow that has been compacted into a solid mass such that aeroplane tires, at operating
pressures and loadings, will run on the surface without significant further compaction or rutting of the
surface.
ii) Dry snow. Snow from which a snowball cannot readily be made.
iii) Frost. Frost consists of ice crystals formed from airborne moisture on a surface whose temperature is below
freezing. Frost differs from ice in that the frost crystals grow independently and therefore have a more
granular texture.
Note 1.— Below freezing refers to air temperature equal to or less than the freezing point of water
(0 degree Celsius).
Note 2.— Under certain conditions frost can cause the surface to become very slippery and it is then
reported appropriately as reduced braking action.
iv) Ice. Water that has frozen or compacted snow that has transitioned into ice, in cold and dry conditions.
v) Slush. Snow that is so water-saturated that water will drain from it when a handful is picked up or will
splatter if stepped on forcefully.
vi) Standing water. Water of depth greater than 3 mm.
Note.— Running water of depth greater than 3 mm is reported as standing water by convention.
vii) Wet ice. Ice with water on top of it or ice that is melting.
Note.— Freezing precipitation can lead to runway conditions associated with wet ice from an
aeroplane performance point of view. Wet ice can cause the surface to become very slippery. It is then
reported appropriately as reduced braking action in line with procedures in the PANS-Aerodromes
(Doc 9981).
viii) Wet snow. Snow that contains enough water content to be able to make a well-compacted, solid snowball,
but water will not squeeze out.
Runway turn pad. A defined area on a land aerodrome adjacent to a runway for the purpose of completing a 180-degree turn
on a runway.
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Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre line.
Safety management system (SMS). A systematic approach to managing safety including the necessary organizational
structure, accountabilities, policies and procedures.
Segregated parallel operations. Simultaneous operations on parallel or near-parallel instrument runways in which one
runway is used exclusively for approaches and the other runway is used exclusively for departures.
Shoulder. An area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement and the
adjacent surface.
Sign.
a) Fixed message sign. A sign presenting only one message.
b) Variable message sign. A sign capable of presenting several predetermined messages or no message, as applicable.
Signal area. An area on an aerodrome used for the display of ground signals.
Slush. † Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a
splatter; specific gravity: 0.5 up to 0.8.
Note.— Combinations of ice, snow and/or standing water may, especially when rain, rain and snow, or snow is falling,
produce substances with specific gravities in excess of 0.8. These substances, due to their high water/ice content, will have a
transparent rather than a cloudy appearance and, at the higher specific gravities, will be readily distinguishable from slush.
Snow (on the ground). †
a) Dry snow. Snow which can be blown if loose or, if compacted by hand, will fall apart again upon release; specific
gravity: up to but not including 0.35.
b) Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific gravity:
0.35 up to but not including 0.5.
c) Compacted snow. Snow which has been compressed into a solid mass that resists further compression and will hold
together or break up into lumps if picked up; specific gravity: 0.5 and over.
Station declination. An alignment variation between the zero degree radial of a VOR and true north, determined at the time
the VOR station is calibrated.
Stopway. A defined rectangular area on the ground at the end of take-off run available prepared as a suitable area in which an
aircraft can be stopped in the case of an abandoned take-off.
Switch-over time (light). The time required for the actual intensity of a light measured in a given direction to fall from 50 per
cent and recover to 50 per cent during a power supply changeover, when the light is being operated at intensities of
25 per cent or above.
Take-off runway. A runway intended for take-off only.
†
Applicable until 4 November 2020.
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Taxiway. A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between
one part of the aerodrome and another, including:
a) Aircraft stand taxilane. A portion of an apron designated as a taxiway and intended to provide access to aircraft
stands only.
b) Apron taxiway. A portion of a taxiway system located on an apron and intended to provide a through taxi-route
across the apron.
c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to
turn off at higher speeds than are achieved on other exit taxiways thereby minimizing runway occupancy times.
Taxiway intersection. A junction of two or more taxiways.
Taxiway strip. An area including a taxiway intended to protect an aircraft operating on the taxiway and to reduce the risk of
damage to an aircraft accidentally running off the taxiway.
Threshold. The beginning of that portion of the runway usable for landing.
Touchdown zone. The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the
runway.
Usability factor. The percentage of time during which the use of a runway or system of runways is not restricted because of
the crosswind component.
Note.— Crosswind component means the surface wind component at right angles to the runway centre line.
1.2 Applicability
1.2.1 The interpretation of some of the specifications in the Annex expressly requires the exercising of discretion, the
taking of a decision or the performance of a function by the appropriate authority. In other specifications, the expression
appropriate authority does not actually appear although its inclusion is implied. In both cases, the responsibility for whatever
determination or action is necessary shall rest with the State having jurisdiction over the aerodrome.
1.2.2 The specifications, unless otherwise indicated in a particular context, shall apply to all aerodromes open to public
use in accordance with the requirements of Article 15 of the Convention. The specifications of Annex 14, Volume I,
Chapter 3, shall apply only to land aerodromes. The specifications in this volume shall apply, where appropriate, to heliports
but shall not apply to stolports.
Note.— Although there are at present no specifications relating to stolports, it is intended that specifications for these
aerodromes will be included as they are developed. In the interim, guidance material on stolports is given in the Stolport
Manual (Doc 9150).
1.2.3 Wherever a colour is referred to in this Annex, the specifications for that colour given in Appendix 1 shall apply.
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1.3 Common reference systems
1.3.1 Horizontal reference system
World Geodetic System — 1984 (WGS-84) shall be used as the horizontal (geodetic) reference system. Reported
aeronautical geographical coordinates (indicating latitude and longitude) shall be expressed in terms of the WGS-84 geodetic
reference datum.
Note.— Comprehensive guidance material concerning WGS-84 is contained in the World Geodetic System — 1984
(WGS-84) Manual (Doc 9674).
1.3.2 Vertical reference system
Mean sea level (MSL) datum, which gives the relationship of gravity-related height (elevation) to a surface known as the
geoid, shall be used as the vertical reference system.
Note 1.— The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity
field of the Earth which coincides with the undisturbed MSL extended continuously through the continents.
Note 2.— Gravity-related heights (elevations) are also referred to as orthometric heights while distances of points above
the ellipsoid are referred to as ellipsoidal heights.
1.3.3 Temporal reference system
1.3.3.1 The Gregorian calendar and Coordinated Universal Time (UTC) shall be used as the temporal reference system.
1.3.3.2 When a different temporal reference system is used, this shall be indicated in GEN 2.1.2 of the Aeronautical
Information Publication (AIP).
Note.— See PANS-AIM (Doc 10066), Appendix 2.
1.4 Certification of aerodromes
Note.— The intent of these specifications is to ensure the establishment of a regulatory regime so that compliance with
the specifications in this Annex can be effectively enforced. It is recognized that the methods of ownership, operation and
surveillance of aerodromes differ among States. The most effective and transparent means of ensuring compliance with
applicable specifications is the availability of a separate safety oversight entity and a well-defined safety oversight
mechanism with support of appropriate legislation to be able to carry out the function of safety regulation of aerodromes.
When an aerodrome is granted a certificate, it signifies to aircraft operators and other organizations operating on the
aerodrome that, at the time of certification, the aerodrome meets the specifications regarding the facility and its operation,
and that it has, according to the certifying authority, the capability to maintain these specifications for the period of validity
of the certificate. The certification process also establishes the baseline for continued monitoring of compliance with the
specifications. Information on the status of certification of aerodromes would need to be provided to the appropriate
aeronautical information services for promulgation in the Aeronautical Information Publication (AIP). See 2.13.1 and
PANS-AIM (Doc 10066), Appendix 2, AD 1.5.
1.4.1 States shall certify aerodromes used for international operations in accordance with the specifications contained
in this Annex as well as other relevant ICAO specifications through an appropriate regulatory framework.
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Note.— Specific procedures on the stages of certifying an aerodrome are given in the PANS-Aerodromes (Doc 9981).
Further guidance on aerodrome certification can be found in the Manual on Certification of Aerodromes (Doc 9774).
1.4.2 Recommendation.— States should certify aerodromes open to public use in accordance with these
specifications as well as other relevant ICAO specifications through an appropriate regulatory framework.
1.4.3 The regulatory framework shall include the establishment of criteria and procedures for the certification of
aerodromes.
Note.— Guidance on a regulatory framework is given in the Manual on Certification of Aerodromes (Doc 9774).
1.4.4 As part of the certification process, States shall ensure that an aerodrome manual which will include all pertinent
information on the aerodrome site, facilities, services, equipment, operating procedures, organization and management
including a safety management system, is submitted by the applicant for approval/acceptance prior to granting the aerodrome
certificate.
Note 1.— Contents of an aerodrome manual, including procedures for its submission and approval/acceptance,
verification of compliance and granting of an aerodrome certificate, are available in the PANS-Aerodromes (Doc 9981).
Note 2.— The intent of a safety management system is to have in place an organized and orderly approach in the
management of aerodrome safety by the aerodrome operator. Annex 19 — Safety Management contains the safety
management provisions applicable to certified aerodromes. Guidance on a harmonized safety management system is given in
the Safety Management Manual (SMM) (Doc 9859) and in the Manual on Certification of Aerodromes (Doc 9774).
Procedures on the management of change, conduct of safety assessment, reporting and analyses of safety occurrences at
aerodromes and continuous monitoring to enforce compliance with applicable specifications so that identified risks are
mitigated can be found in the PANS-Aerodromes (Doc 9981).
1.5 Airport design
1.5.1 Architectural and infrastructure-related requirements for the optimum implementation of international civil
aviation security measures shall be integrated into the design and construction of new facilities and alterations to existing
facilities at an aerodrome.
Note.— Guidance on all aspects of the planning of aerodromes including security considerations is contained in the
Airport Planning Manual (Doc 9184), Part 1.
1.5.2 Recommendation.— The design of aerodromes should take into account, where appropriate, land-use and
environmental control measures.
Note.— Guidance on land-use planning and environmental control measures is contained in the Airport Planning
Manual (Doc 9184), Part 2.
1.6 Aerodrome reference code
Introductory Note.— The intent of the reference code is to provide a simple method for interrelating the numerous
specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities that are suitable
for the aeroplanes that are intended to operate at the aerodrome. The code is not intended to be used for determining runway
length or pavement strength requirements. The code is composed of two elements which are related to the aeroplane
performance characteristics and dimensions. Element 1 is a number based on the aeroplane reference field length and
element 2 is a letter based on the aeroplane wingspan. The code letter or number within an element selected for design
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purposes is related to the critical aeroplane characteristics for which the facility is provided. When applying Annex 14,
Volume I, first identify the aeroplanes which the aerodrome is intended to serve and then determine the two elements of the
code.
1.6.1 An aerodrome reference code — code number and letter — which is selected for aerodrome planning purposes
shall be determined in accordance with the characteristics of the aeroplane for which an aerodrome facility is intended.
1.6.2 The aerodrome reference code numbers and letters shall have the meanings assigned to them in Table 1-1.
1.6.3 The code number for element 1 shall be determined from Table 1-1 selecting the code number corresponding to
the highest value of the aeroplane reference field lengths of the aeroplanes for which the runway is intended.
Note 1.— The determination of the aeroplane reference field length is solely for the selection of a code number and is
not intended to influence the actual runway length provided.
Note 2.— Guidance on determining the runway length is given in the Aerodrome Design Manual, (Doc 9157), Part 1 —
Runways.
1.6.4 The code letter for element 2 shall be determined from Table 1-1 by selecting the code letter which corresponds
to the greatest wingspan of the aeroplanes for which the facility is intended.
Note.— Guidance on determining the aerodrome reference code is given in the Aerodrome Design Manual (Doc 9157),
Parts 1 and 2.
Table 1-1. Aerodrome reference code
(see 1.6.2 to 1.6.4)
Code element 1
Code number Aeroplane reference field length
1 Less than 800 m
2 800 m up to but not including 1 200 m
3 1 200 m up to but not including 1 800 m
4 1 800 m and over
Code element 2
Code letter Wingspan
A Up to but not including 15 m
B 15 m up to but not including 24 m
C 24 m up to but not including 36 m
D 36 m up to but not including 52 m
E 52 m up to but not including 65 m
F 65 m up to but not including 80 m
Note.— Guidance on planning for aeroplanes with wingspans greater than 80 m is given in the Aerodrome Design
Manual (Doc 9157), Parts 1 and 2.
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1.7 Specific procedures for aerodrome operations
Introductory Note.— This section introduces PANS-Aerodromes (Doc 9981) for use by an aerodrome undertaking an
assessment of its compatibility with the type of traffic or operation it is intending to accommodate. The material in the PANS-
Aerodromes addresses operational issues faced by existing aerodromes and provides the necessary procedures to ensure the
continued safety of operations. Where alternative measures, operational procedures and operating restrictions have been
developed, these are detailed in the aerodrome manual and reviewed periodically to assess their continued validity. The
PANS-Aerodromes does not substitute nor circumvent the provisions contained in this Annex. It is expected that
infrastructure on an existing aerodrome or a new aerodrome will fully comply with the requirements in this Annex. See
Annex 15, 5.2.2 c) on a State’s responsibilities for the listing of its differences to the related ICAO Procedures in its
Aeronautical Information Publication.
1.7.1 When the aerodrome accommodates an aeroplane that exceeds the certificated characteristics of the aerodrome,
the compatibility between the operation of the aeroplane and aerodrome infrastructure and operations shall be assessed and
appropriate measures developed and implemented in order to maintain an acceptable level of safety during operations.
Note.— Procedures to assess the compatibility of the operation of a new aeroplane with an existing aerodrome can be
found in the PANS-Aerodromes (Doc 9981).
1.7.2 Information concerning alternative measures, operational procedures and operating restrictions implemented at an
aerodrome arising from 1.7.1 shall be promulgated.
Note 1.— See PANS-AIM (Doc 10066), Appendix 2, AD 2.20, on the provision of a detailed description of local traffic
regulations.
Note 2.— See PANS-Aerodromes (Doc 9981), Chapter 3, section 3.6, on promulgation of safety information.
_____________________
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2.1 Aeronautical data
2.1.1 Determination and reporting of aerodrome-related aeronautical data shall be in accordance with the accuracy and
integrity classification required to meet the needs of the end-users of aeronautical data.
Note.— Specifications concerning the accuracy and integrity classification related to aerodrome-related aeronautical
data are contained in PANS-AIM (Doc 10066), Appendix 1.
2.1.2 Recommendation.— Aerodrome mapping data should be made available to the aeronautical information
services for aerodromes deemed relevant by States where safety and/or performance-based operations suggest possible
benefits.
Note 1.— Aerodrome mapping databases related provisions are contained in Annex 15, Chapter 5 and PANS-AIM
(Doc 10066), Chapter 5.
Note 2.— Guidance material concerning the application of aerodrome mapping databases is provided in Attachment A,
Section 23.
2.1.3 Where made available in accordance with 2.1.2, the selection of the aerodrome mapping data features to be
collected shall be made with consideration of the intended applications.
Note 1.— It is intended that the selection of the features to be collected match a defined operational need.
Note 2.— Aerodrome mapping databases can be provided at one of two levels of quality — fine or medium. These levels
and the corresponding numerical requirements are defined in RTCA Document DO-272B and European Organization for
Civil Aviation Equipment (EUROCAE) Document ED-99C — User Requirements for Aerodrome Mapping Information.
2.1.4 Digital data error detection techniques shall be used during the transmission and/or storage of aeronautical data
and digital data sets.
Note.— Detailed specifications concerning digital data error detection techniques are contained in PANS-AIM
(Doc 10066).
2.2 Aerodrome reference point
2.2.1 An aerodrome reference point shall be established for an aerodrome.
2.2.2 The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and
shall normally remain where first established.
2.2.3 The position of the aerodrome reference point shall be measured and reported to the aeronautical information
services authority in degrees, minutes and seconds.
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Annex 14 — Aerodromes Volume I
2.3 Aerodrome and runway elevations
2.3.1 The aerodrome elevation and geoid undulation at the aerodrome elevation position shall be measured to the
accuracy of one-half metre or foot and reported to the aeronautical information services authority.
2.3.2 For an aerodrome used by international civil aviation for non-precision approaches, the elevation and geoid
undulation of each threshold, the elevation of the runway end and any significant high and low intermediate points along the
runway shall be measured to the accuracy of one-half metre or foot and reported to the aeronautical information services
authority.
2.3.3 For precision approach runway, the elevation and geoid undulation of the threshold, the elevation of the runway
end and the highest elevation of the touchdown zone shall be measured to the accuracy of one-quarter metre or foot and
reported to the aeronautical information services authority.
Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates.
2.4 Aerodrome reference temperature
2.4.1 An aerodrome reference temperature shall be determined for an aerodrome in degrees Celsius.
2.4.2 Recommendation.— The aerodrome reference temperature should be the monthly mean of the daily maximum
temperatures for the hottest month of the year (the hottest month being that which has the highest monthly mean temperature).
This temperature should be averaged over a period of years.
2.5 Aerodrome dimensions and related information
2.5.1 The following data shall be measured or described, as appropriate, for each facility provided on an aerodrome:
a) runway — true bearing to one-hundredth of a degree, designation number, length, width, displaced threshold
location to the nearest metre or foot, slope, surface type, type of runway and, for a precision approach runway
category I, the existence of an obstacle free zone when provided;
b) strip
runway end safety area length, width to the nearest metre or
stopway foot, surface type; and
arresting system — location (which runway end) and description;
c) taxiway — designation, width, surface type;
d) apron — surface type, aircraft stands;
e) the boundaries of the air traffic control service;
f) clearway — length to the nearest metre or foot, ground profile;
g) visual aids for approach procedures, marking and lighting of runways, taxiways and aprons, other visual guidance
and control aids on taxiways and aprons, including taxi-holding positions and stopbars, and location and type of
visual docking guidance systems;
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h) location and radio frequency of any VOR aerodrome checkpoint;
i) location and designation of standard taxi-routes; and
j) distances to the nearest metre or foot of localizer and glide path elements comprising an instrument landing system
(ILS) or azimuth and elevation antenna of a microwave landing system (MLS) in relation to the associated runway
extremities.
2.5.2 The geographical coordinates of each threshold shall be measured and reported to the aeronautical information
services authority in degrees, minutes, seconds and hundredths of seconds.
2.5.3 The geographical coordinates of appropriate taxiway centre line points shall be measured and reported to the
aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds.
2.5.4 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.
2.5.5 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, seconds and tenths of
seconds. In addition, the top elevation, type, marking and lighting (if any) of obstacles shall be reported to the aeronautical
information services authority.
Note 1.— See Annex 15, Appendix 1, for graphical illustrations of obstacle data collection surfaces and criteria used to
identify obstacles in Areas 2 and 3.
Note 2.— PANS-AIM (Doc 10066), Appendix 1 and Appendix 8 provide requirements for obstacle data determination in
Areas 2 and 3.
2.6 Strength of pavements
2.6.1 The bearing strength of a pavement shall be determined.
2.6.2 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 number — pavement classification number (ACN-PCN) method by reporting
all of the following information:
a) the 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.
2.6.3 The pavement classification number (PCN) reported shall indicate that an 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.
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2.6.4 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.
2.6.5 For the purposes of determining the ACN, the behaviour of a pavement shall be classified as equivalent to a rigid
or flexible construction.
2.6.6 Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire
pressure category and evaluation method shall be reported using the following codes:
a) Pavement type for ACN-PCN determination:
Code
Rigid pavement R
Flexible pavement F
Note.— If the actual construction is composite or non-standard, include a note to that
effect (see example 2 below).
b) Subgrade strength category:
Code
3
High strength: characterized by K = 150 MN/m and representing all K values above A
120 MN/m3 for rigid pavements, and by CBR = 15 and representing all CBR values above
13 for flexible pavements.
Medium strength: characterized by K = 80 MN/m3 and representing a range in K of 60 to B
120 MN/m3 for rigid pavements, and by CBR = 10 and representing a range in CBR of 8 to
13 for flexible pavements.
Low strength: characterized by K = 40 MN/m3 and representing a range in K of 25 to C
60 MN/m3 for rigid pavements, and by CBR = 6 and representing a range in CBR of 4 to 8
for flexible pavements.
Ultra low strength: characterized by K = 20 MN/m3 and representing all K values below D
25 MN/m3 for rigid pavements, and by CBR = 3 and representing all CBR values below 4 for
flexible pavements.
c) Maximum allowable tire pressure category:
Code
Unlimited: no pressure limit W
High: pressure limited to 1.75 MPa X
Medium: pressure limited to 1.25 MPa Y
Low: pressure limited to 0.50 MPa Z
Note.— See Note 5 to 10.2.1 where the pavement is used by aircraft with tire pressures in
the upper categories.
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d) Evaluation method:
Code
Technical evaluation: representing a specific study of the pavement characteristics and T
application of pavement behaviour technology.
Using aircraft experience: representing a knowledge of the specific type and mass of aircraft U
satisfactorily being supported under regular use.
Note.— The following examples illustrate how pavement strength data are reported under the ACN-PCN method.
Example 1.— If the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by
technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be:
PCN 80 / R / B / W / T
Example 2.— If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high
strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is
1.25 MPa, then the reported information would be:
PCN 50 / F / A / Y / U
Note.— Composite construction.
Example 3.— If the bearing strength of a flexible pavement, resting on a medium strength subgrade, has been assessed by
technical evaluation to be PCN 40 and the maximum allowable tire pressure is 0.80 MPa, then the reported information
would be:
PCN 40 / F / B / 0.80 MPa /T
Example 4.— If a pavement is subject to a B747-400 all-up mass limitation of 390 000 kg, then the reported information
would include the following note.
Note.— The reported PCN is subject to a B747-400 all-up mass limitation of 390 000 kg.
2.6.7 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 20, 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 for restricted overload operations.
2.6.8 The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5 700 kg shall
be made available by reporting the following information:
a) maximum allowable aircraft mass; and
b) maximum allowable tire pressure.
Example: 4 000 kg/0.50 MPa.
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2.7 Pre-flight altimeter check location
2.7.1 One or more pre-flight altimeter check locations shall be established for an aerodrome.
2.7.2 Recommendation.— A pre-flight check location should be located on an apron.
Note 1.— Locating a pre-flight altimeter check location on an apron enables an altimeter check to be made prior to
obtaining taxi clearance and eliminates the need for stopping for that purpose after leaving the apron.
Note 2.— Normally an entire apron can serve as a satisfactory altimeter check location.
2.7.3 The elevation of a pre-flight altimeter check location shall be given as the average elevation, rounded to the
nearest metre or foot, of the area on which it is located. The elevation of any portion of a pre-flight altimeter check location
shall be within 3 m (10 ft) of the average elevation for that location.
2.8 Declared distances
The following distances shall be calculated to the nearest metre or foot for a runway intended for use by international
commercial air transport:
a) take-off run available;
b) take-off distance available;
c) accelerate-stop distance available; and
d) landing distance available.
Note.— Guidance on calculation of declared distances is given in Attachment A, Section 3.
2.9 Condition of the movement area and related facilities
2.9.1 Information on the condition of the movement area and the operational status of related facilities shall be
provided to the appropriate aeronautical information services units, and similar information of operational significance to the
air traffic services units, to enable those units to provide the necessary information to arriving and departing aircraft. The
information shall be kept up to date and changes in conditions reported without delay.
Note.— The nature, format and conditions of the information to be provided are specified in the PANS-AIM (Doc 10066)
and the PANS-ATM (Doc 4444).
2.9.2 The condition of the movement area and the operational status of related facilities shall be monitored, and reports
on matters of operational significance affecting aircraft and aerodrome operations shall be provided in order to take
appropriate action, particularly in respect of the following:
a) construction or maintenance work;
b) rough or broken surfaces on a runway, a taxiway or an apron;
c) snow, slush, ice, or frost on a runway, a taxiway or an apron; [applicable until 4 November 2020]
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c) water, snow, slush, ice, or frost on a runway, a taxiway or an apron; [applicable 5 November 2020]
d) water on a runway, a taxiway or an apron; [applicable until 4 November 2020]
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
i) failure of the normal or secondary power supply.
Note 1.— Until 4 November 2020, other contaminants may include mud, dust, sand, volcanic ash, oil and rubber.
Annex 6, Part I — International Commercial Air Transport — Aeroplanes, Attachment C provides guidance on the
description of runway surface conditions. Additional guidance is included in the Airport Services Manual (Doc 9137), Part 2.
Note 2. — Until 4 November 2020, particular attention would have to be given to the simultaneous presence of snow,
slush, ice, wet ice, snow on ice with anti-icing or de-icing liquid chemicals.
Note 3. — Until 4 November 2020, see 2.9.11 for a list of winter contaminants to be reported.
Note 1.— As of 5 November 2020, other contaminants may include mud, dust, sand, volcanic ash, oil and rubber.
Procedures for monitoring and reporting the conditions of the movement area are included in the PANS-Aerodromes
(Doc 9981).
Note 2.— As of 5 November 2020, the Aeroplane Performance Manual (Doc 10064) provides guidance on aircraft
performance calculation requirements regarding the description of runway surface conditions in 2.9.2 c), e) and f).
Note 3.— As of 5 November 2020, origin and evolution of data, assessment process and the procedures are prescribed in
the PANS-Aerodromes (Doc 9981). These procedures are intended to fulfil the requirements to achieve the desired level of
safety for aeroplane operations prescribed by Annex 6 and Annex 8 and to provide the information fulfilling the syntax
requirements for dissemination specified in Annex 15 and the PANS-ATM (Doc 4444).
2.9.3 Until 4 November 2020, to facilitate compliance with 2.9.1 and 2.9.2, inspections of the movement area shall be
carried out each day at least once where the code number is 1 or 2 and at least twice where the code number is 3 or 4.
Note.— Guidance on carrying out daily inspections of the movement area is given in the Airport Services Manual
(Doc 9137), Part 8 and in the Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476).
2.9.3 As of 5 November 2020, 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.
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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.
2.9.4 Recommendation.— Until 4 November 2020, personnel assessing and reporting runway surface conditions
required in 2.9.2 and 2.9.8 should be trained and competent to meet criteria set by the State.
Note.— Guidance on criteria is included in the Airport Services Manual (Doc 9137), Part 8, Chapter 7.
2.9.4 As of 5 November 2020, 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 [applicable 5 November 2020].
Note 2.— Information on training for personnel assessing and reporting runway surface conditions is available in the
PANS-Aerodromes (Doc 9981).
Water on a runway [applicable until 4 November 2020]
2.9.5 Recommendation.— Whenever water is present on a runway, a description of the runway surface conditions
should be made available using the following terms:
DAMP — the surface shows a change of colour due to moisture.
WET — the surface is soaked but there is no standing water.
STANDING WATER — for aeroplane performance purposes, a runway where more than 25 per cent of the runway
surface area (whether in isolated areas or not) within the required length and width being used is covered by water more
than 3 mm deep.
2.9.6 Information that a runway or portion thereof may be slippery when wet shall be made available.
Note.— The determination that a runway or portion thereof may be slippery when wet is not based solely on the friction
measurement obtained using a continuous friction measuring device. Supplementary tools to undertake this assessment are
described in the Airport Services Manual (Doc 9137), Part 2.
2.9.7 Notification shall be given to aerodrome users when the friction level of a paved runway or portion thereof is less
than that specified by the State in accordance with 10.2.3.
Note.— Guidance on conducting a runway surface friction characteristics evaluation programme that includes
determining and expressing the minimum friction level is provided in Attachment A, Section 7.
Snow, slush, ice or frost on a runway [applicable until 4 November 2020]
Note 1.— The intent of these specifications is to satisfy the SNOWTAM and NOTAM promulgation requirements
contained in Annex 15 and the PANS-AIM (Doc 10066).
Note 2.— Runway surface condition sensors may be used to detect and continuously display current or predicted
information on surface conditions such as the presence of moisture, or imminent formation of ice on pavements.
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2.9.8 Whenever an operational runway is contaminated by snow, slush, ice or frost, the runway surface condition shall
be assessed and reported.
Note.— Guidance on assessment of snow- and ice-covered paved surfaces is provided in Attachment A, Section 6.
2.9.9 Recommendation.— Runway surface friction measurements made on a runway that is contaminated by slush,
wet snow or wet ice should not be reported unless the reliability of the measurement relevant to its operational use can be
assured.
Note.— Contaminant drag on the equipment’s measuring wheel, amongst other factors, may cause readings obtained in
these conditions to be unreliable.
2.9.10 Recommendation.— When friction measurements are taken as part of the assessment, the performance of the
friction measuring device on compacted snow- or ice-covered surfaces should meet the standard and correlation criteria set
or agreed by the State.
Note.— Guidance on criteria for, and correlation between, friction measuring devices is included in the Airport Services
Manual (Doc 9137), Part 2.
2.9.11 Recommendation.— Whenever snow, slush, ice or frost is present and reported, the description of the runway
surface condition should use the following terms:
DRY SNOW;
WET SNOW;
COMPACTED SNOW;
WET COMPACTED SNOW;
SLUSH;
ICE;
WET ICE;
FROST;
DRY SNOW ON ICE;
WET SNOW ON ICE;
CHEMICALLY TREATED;
SANDED
and should include, where applicable, the assessment of contaminant depth.
2.9.12 Recommendation.— Whenever dry snow, wet snow or slush is present on a runway, an assessment of the mean
depth over each third of the runway should be made to an accuracy of approximately 2 cm for dry snow, 1 cm for wet snow
and 0.3 cm for slush.
Runway surface condition(s) for use
in the runway condition report [applicable 5 November 2020]
Introductory Note.— The philosophy of the runway condition report is that the aerodrome operator assesses the runway
surface conditions whenever water, snow, slush, ice or frost are present on an operational runway. From this assessment, a
runway condition code (RWYCC) and a description of the runway surface are reported which can be used by the flight crew
for aeroplane performance calculations. This report, based on the type, depth and coverage of contaminants, is the best
assessment of the runway surface condition by the aerodrome operator; however, all other pertinent information may be
taken into consideration. See Attachment A, Section 6, for further details. The PANS-Aerodromes (Doc 9981) contains
procedures on the use of the runway condition report and assignment of the RWYCC in accordance with the runway
condition assessment matrix (RCAM).
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2.9.5 The runway surface condition shall be assessed and reported through a runway condition code (RWYCC) and a
description using the following terms:
COMPACTED SNOW
DRY
DRY SNOW
DRY SNOW ON TOP OF COMPACTED SNOW
DRY SNOW ON TOP OF ICE
FROST
ICE
SLUSH
STANDING WATER
WATER ON TOP OF COMPACTED SNOW
WET
WET ICE
WET SNOW
WET SNOW ON TOP OF COMPACTED SNOW
WET SNOW ON TOP OF ICE
CHEMICALLY TREATED
LOOSE SAND
Note 1.— The runway surface conditions are those conditions for which, by means of the methods described in the
PANS-Aerodromes (Doc 9981), the flight crew can derive appropriate aeroplane performance.
Note 2.— The conditions, either singly or in combination with other observations, are criteria for which the effect on
aeroplane performance is sufficiently deterministic to allow assignment of a specific runway condition code.
Note 3.— The terms CHEMICALLY TREATED and LOOSE SAND do not appear in the aeroplane performance section
but are used in the situational awareness section of the runway condition report.
2.9.6 Whenever an operational runway is contaminated, an assessment of the contaminant depth and coverage over
each third of the runway shall be made and reported.
Note.— Procedures on depth and coverage reporting are found in the PANS-Aerodromes (Doc 9981).
2.9.7 When friction measurements are used as part of the overall runway surface assessment on compacted snow- or
ice-covered surfaces, the friction measuring device shall meet the standard set or agreed by the State.
2.9.8 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.
2.9.9 Information that a runway or portion thereof is slippery wet shall be made available.
Note 1.— The surface friction characteristics of a runway or a portion thereof can be degraded due to rubber deposits,
surface polishing, poor drainage or other factors. The determination that a runway or portion thereof is slippery wet stems
from various methods used solely or in combination. These methods may be functional friction measurements, using a
continuous friction measuring device, that fall below a minimum standard as defined by the State, observations by aerodrome
maintenance personnel, repeated reports by pilots and aircraft operators based on flight crew experience, or through
analysis of aeroplane stopping performance that indicates a substandard surface. Supplementary tools to undertake this
assessment are described in the PANS-Aerodromes (Doc 9981).
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Note 2.— See 2.9.1 and 2.13 concerning the provision of information to, and coordination between, appropriate
authorities.
2.9.10 Notification shall be given to relevant aerodrome users when the friction level of a paved runway or portion
thereof is less than the minimum friction level specified by the State in accordance with 10.2.3.
Note 1.— Guidance on determining and expressing the minimum friction level is provided in Assessment, Measurement
and Reporting of Runway Surface Conditions (Cir 329).
Note 2.— Procedures on conducting a runway surface friction characteristics evaluation programme are provided in the
PANS-Aerodromes (Doc 9981).
Note 3.— Information to be promulgated in a NOTAM includes specifying which portion of the runway is below the
minimum friction level and its location on the runway.
2.10 Disabled aircraft removal
Note.— See 9.3 for information on disabled aircraft removal services.
2.10.1 Recommendation.— The telephone/telex number(s) of the office of the aerodrome coordinator of operations
for the removal of an aircraft disabled on or adjacent to the movement area should be made available, on request, to aircraft
operators.
2.10.2 Recommendation.— Information concerning the capability to remove an aircraft disabled on or adjacent to
the movement area should be made available.
Note.— The capability to remove a disabled aircraft may be expressed in terms of the largest type of aircraft which the
aerodrome is equipped to remove.
2.11 Rescue and firefighting
Note.— See 9.2 for information on rescue and firefighting services.
2.11.1 Information concerning the level of protection provided at an aerodrome for aircraft rescue and firefighting
purposes shall be made available.
2.11.2 Recommendation.— The level of protection normally available at an aerodrome should be expressed in terms
of the category of the rescue and firefighting services as described in 9.2 and in accordance with the types and amounts of
extinguishing agents normally available at the aerodrome.
2.11.3 Changes in the level of protection normally available at an aerodrome for rescue and firefighting shall be
notified to the appropriate air traffic services units and aeronautical information services units to enable those units to provide
the necessary information to arriving and departing aircraft. When such a change has been corrected, the above units shall be
advised accordingly.
Note.— Changes in the level of protection from that normally available at the aerodrome could result from a change in
the availability of extinguishing agents, equipment to deliver the agents or personnel to operate the equipment, etc.
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2.11.4 Recommendation.— A change should be expressed in terms of the new category of the rescue and firefighting
service available at the aerodrome.
2.12 Visual approach slope indicator systems
The following information concerning a visual approach slope indicator system installation shall be made available:
a) associated runway designation number;
b) type of system according to 5.3.5.2. For an AT-VASIS, PAPI or APAPI installation, the side of the runway on
which the lights are installed, i.e. left or right, shall be given;
c) where the axis of the system is not parallel to the runway centre line, the angle of displacement and the direction of
displacement, i.e. left or right, shall be indicated;
d) nominal approach slope angle(s). For a T-VASIS or an AT-VASIS this shall be angle Ɵ according to the formula in
Figure 5-18 and for a PAPI and an APAPI this shall be angle (B + C) ÷ 2 and (A + B) ÷ 2, respectively as in
Figure 5-20; and
e) minimum eye height(s) over the threshold of the on-slope signal(s). For a T-VASIS or an AT-VASIS this shall be
the lowest height at which only the wing bar(s) are visible; however, the additional heights at which the wing bar(s)
plus one, two or three fly-down light units come into view may also be reported if such information would be of
benefit to aircraft using the approach. For a PAPI this shall be the setting angle of the third unit from the runway
minus 2, i.e. angle B minus 2, and for an APAPI this shall be the setting angle of the unit farther from the runway
minus 2, i.e. angle A minus 2.
2.13 Coordination between aeronautical information
services and aerodrome authorities
2.13.1 To ensure that aeronautical information services units obtain information to enable them to provide up-to-date
pre-flight information and to meet the need for in-flight information, arrangements shall be made between aeronautical
information services and aerodrome authorities responsible for aerodrome services to report to the responsible aeronautical
information services unit, with a minimum of delay:
a) information on the status of certification of aerodromes and aerodrome conditions (ref. 1.4, 2.9, 2.10, 2.11 and 2.12);
b) the operational status of associated facilities, services and navigation aids within their area of responsibility;
c) any other information considered to be of operational significance.
2.13.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible
for such changes of the time needed by aeronautical information services for the preparation, production and issue of relevant
material for promulgation. To ensure timely provision of the information to aeronautical information services, close
coordination between those services concerned is therefore required.
2.13.3 Of a particular importance are changes to aeronautical information that affect charts and/or computer-based
navigation systems which qualify to be notified by the aeronautical information regulation and control (AIRAC) system, as
specified in Annex 15, Chapter 6. The predetermined, internationally agreed AIRAC effective dates shall be observed by the
responsible aerodrome services when submitting the raw information/data to aeronautical information services.
Note.— Detailed specifications concerning the AIRAC system are contained in PANS-AIM (Doc 10066), Chapter 6.
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2.13.4 The aerodrome services responsible for the provision of raw aeronautical information/data to the aeronautical
information services shall do that while taking into account accuracy and integrity requirements necessary to meet the needs
of the end-user of aeronautical data.
Note 1.— Specifications concerning the accuracy and integrity classification of aerodrome-related aeronautical data are
contained in PANS-AIM (Doc 10066), Appendix 1.
Note 2.— Specifications for the issue of NOTAM and SNOWTAM are contained in Annex 15, Chapter 6 and PANS-AIM
(Doc 10066), Appendices 3 and 4, respectively.
Note 3.— AIRAC information is distributed by the AIS at least 42 days in advance of the AIRAC effective dates with the
objective of reaching recipients at least 28 days in advance of the effective date.
Note 4.— The schedule of the predetermined internationally agreed AIRAC common effective dates at intervals of
28 days and guidance for the AIRAC use are contained in the Aeronautical Information Services Manual (Doc 8126,
Chapter 2).
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CHAPTER 3. PHYSICAL CHARACTERISTICS
3.1 Runways
Number and orientation of runways
Introductory Note.— Many factors affect the determination of the orientation, siting and number of runways.
One important factor is the usability factor, as determined by the wind distribution, which is specified hereunder.
Another important factor is the alignment of the runway to facilitate the provision of approaches conforming to the approach
surface specifications of Chapter 4. In Attachment A, Section 1, information is given concerning these and other factors.
When a new instrument runway is being located, particular attention needs to be given to areas over which aeroplanes
will be required to fly when following instrument approach and missed approach procedures, so as to ensure that obstacles
in these areas or other factors will not restrict the operation of the aeroplanes for which the runway is intended.
3.1.1 Recommendation.— The number and orientation of runways at an aerodrome should be such that the usability
factor of the aerodrome is not less than 95 per cent for the aeroplanes that the aerodrome is intended to serve.
3.1.2 Recommendation.— The siting and orientation of runways at an aerodrome should, where possible, be such
that the arrival and departure tracks minimize interference with areas approved for residential use and other noise-sensitive
areas close to the aerodrome in order to avoid future noise problems.
Note.— Guidance on how to address noise problems is provided in the Airport Planning Manual (Doc 9184), Part 2, and
in Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829).
3.1.3 Choice of maximum permissible crosswind components
Recommendation.— In the application of 3.1.1 it should be assumed that landing or take-off of aeroplanes is, in
normal circumstances, precluded when the crosswind component exceeds:
— 37 km/h (20 kt) in the case of aeroplanes whose reference field length is 1 500 m or over, except that when poor
runway braking action owing to an insufficient longitudinal coefficient of friction is experienced with some
frequency, a crosswind component not exceeding 24 km/h (13 kt) should be assumed;
— 24 km/h (13 kt) in the case of aeroplanes whose reference field length is 1 200 m or up to but not including 1 500 m;
and
— 19 km/h (10 kt) in the case of aeroplanes whose reference field length is less than 1 200 m.
Note.— In Attachment A, Section 1, guidance is given on factors affecting the calculation of the estimate of the usability
factor and allowances which may have to be made to take account of the effect of unusual circumstances.
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3.1.4 Data to be used
Recommendation.— The selection of data to be used for the calculation of the usability factor should be based on
reliable wind distribution statistics that extend over as long a period as possible, preferably of not less than five years. The
observations used should be made at least eight times daily and spaced at equal intervals of time.
Note.— These winds are mean winds. Reference to the need for some allowance for gusty conditions is made in
Attachment A, Section 1.
Location of threshold
3.1.5 Recommendation.— A threshold should normally be located at the extremity of a runway unless operational
considerations justify the choice of another location.
Note.— Guidance on the siting of the threshold is given in Attachment A, Section 11.
3.1.6 Recommendation.— When it is necessary to displace a threshold, either permanently or temporarily, from its
normal location, account should be taken of the various factors which may have a bearing on the location of the threshold.
Where this displacement is due to an unserviceable runway condition, a cleared and graded area of at least 60 m in length
should be available between the unserviceable area and the displaced threshold. Additional distance should also be provided
to meet the requirements of the runway end safety area as appropriate.
Note.— Guidance on factors which may be considered in the determination of the location of a displaced threshold is
given in Attachment A, Section 11.
Actual length of runways
3.1.7 Primary runway
Recommendation.— Except as provided in 3.1.9, the actual runway length to be provided for a primary runway should
be adequate to meet the operational requirements of the aeroplanes for which the runway is intended and should be not less
than the longest length determined by applying the corrections for local conditions to the operations and performance
characteristics of the relevant aeroplanes.
Note 1.— This specification does not necessarily mean providing for operations by the critical aeroplane at its maximum
mass.
Note 2.— Both take-off and landing requirements need to be considered when determining the length of runway to be
provided and the need for operations to be conducted in both directions of the runway.
Note 3.— Local conditions that may need to be considered include elevation, temperature, runway slope, humidity and
the runway surface characteristics.
Note 4.— When performance data on aeroplanes for which the runway is intended are not known, guidance on the
determination of the actual length of a primary runway by application of general correction factors is given in the
Aerodrome Design Manual (Doc 9157), Part 1.
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3.1.8 Secondary runway
Recommendation.— The length of a secondary runway should be determined similarly to primary runways except that
it needs only to be adequate for those aeroplanes which require to use that secondary runway in addition to the other runway
or runways in order to obtain a usability factor of at least 95 per cent.
3.1.9 Runways with stopways or clearways
Recommendation.— Where a runway is associated with a stopway or clearway, an actual runway length less than that
resulting from application of 3.1.7 or 3.1.8, as appropriate, may be considered satisfactory, but in such a case any
combination of runway, stopway and clearway provided should permit compliance with the operational requirements for
take-off and landing of the aeroplanes the runway is intended to serve.
Note.— Guidance on use of stopways and clearways is given in Attachment A, Section 2.
Width of runways
3.1.10 Recommendation.— The width of a runway should be not less than the appropriate dimension specified in the
following tabulation:
Outer Main Gear Wheel Span (OMGWS)
Code Up to but not 4.5 m up to but 6 m up to but not 9 m up to but not
number including 4.5 m not including 6 m including 9 m including 15 m
1a 18 m 18 m 23 m –
a
2 23 m 23 m 30 m –
3 30 m 30 m 30 m 45 m
4 – – 45 m 45 m
a. The width of a precision approach runway should be not less than 30 m where the code
number is 1 or 2.
Note 1.— The combinations of code numbers and OMGWS for which widths are specified have been developed for
typical aeroplane characteristics.
Note 2.— Factors affecting runway width are given in the Aerodrome Design Manual (Doc 9157), Part 1.
Note 3.— See 3.2 concerning the provision of runway shoulders, in particular for Code F aeroplanes with four (or more)
engines.
Minimum distance between parallel runways
3.1.11 Recommendation.— Where parallel non-instrument runways are intended for simultaneous use, the minimum
distance between their centre lines should be:
— 210 m where the higher code number is 3 or 4;
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— 150 m where the higher code number is 2; and
— 120 m where the higher code number is 1.
Note.— Procedures for wake turbulence categorization of aircraft and wake turbulence separation minima are
contained in the PANS-ATM (Doc 4444), Chapter 4, 4.9 and Chapter 5, 5.8, respectively.
3.1.12 Recommendation.— Where parallel instrument runways are intended for simultaneous use subject to
conditions specified in the PANS-ATM (Doc 4444) and the PANS-OPS (Doc 8168), Volume I, the minimum distance between
their centre lines should be:
— 1 035 m for independent parallel approaches;
— 915 m for dependent parallel approaches;
— 760 m for independent parallel departures;
— 760 m for segregated parallel operations;
except that:
a) for segregated parallel operations the specified minimum distance:
1) may be decreased by 30 m for each 150 m that the arrival runway is staggered toward the arriving aircraft, to a
minimum of 300 m; and
2) should be increased by 30 m for each 150 m that the arrival runway is staggered away from the arriving
aircraft;
b) for independent parallel approaches, combinations of minimum distances and associated conditions other than
those specified in the PANS-ATM (Doc 4444) may be applied when it is determined that such combinations would
not adversely affect the safety of aircraft operations.
Note.— Procedures and facilities requirements for simultaneous operations on parallel or near-parallel instrument
runways are contained in the PANS-ATM (Doc 4444), Chapter 6 and the PANS-OPS (Doc 8168), Volume I, Part III,
Section 2, and Volume II, Part I, Section 3; Part II, Section 1; and Part III, Section 3, and relevant guidance is contained in
the Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR) (Doc 9643).
Slopes on runways
3.1.13 Longitudinal slopes
Recommendation.— The slope computed by dividing the difference between the maximum and minimum elevation
along the runway centre line by the runway length should not exceed:
— 1 per cent where the code number is 3 or 4; and
— 2 per cent where the code number is 1 or 2.
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3.1.14 Recommendation.— Along no portion of a runway should the longitudinal slope exceed:
— 1.25 per cent where the code number is 4, except that for the first and last quarter of the length of the runway the
longitudinal slope should not exceed 0.8 per cent;
— 1.5 per cent where the code number is 3, except that for the first and last quarter of the length of a precision
approach runway category II or III the longitudinal slope should not exceed 0.8 per cent; and
— 2 per cent where the code number is 1 or 2.
3.1.15 Longitudinal slope changes
Recommendation.— Where slope changes cannot be avoided, a slope change between two consecutive slopes should
not exceed:
— 1.5 per cent where the code number is 3 or 4; and
— 2 per cent where the code number is 1 or 2.
Note.— Guidance on slope changes before a runway is given in Attachment A, Section 4.
3.1.16 Recommendation.— The transition from one slope to another should be accomplished by a curved surface
with a rate of change not exceeding:
— 0.1 per cent per 30 m (minimum radius of curvature of 30 000 m) where the code number is 4;
— 0.2 per cent per 30 m (minimum radius of curvature of 15 000 m) where the code number is 3; and
— 0.4 per cent per 30 m (minimum radius of curvature of 7 500 m) where the code number is 1 or 2.
3.1.17 Sight distance
Recommendation.— Where slope changes cannot be avoided, they should be such that there will be an unobstructed
line of sight from:
— any point 3 m above a runway to all other points 3 m above the runway within a distance of at least half the length
of the runway where the code letter is C, D, E or F;
— any point 2 m above a runway to all other points 2 m above the runway within a distance of at least half the length
of the runway where the code letter is B; and
— any point 1.5 m above a runway to all other points 1.5 m above the runway within a distance of at least half the
length of the runway where the code letter is A.
Note.— Consideration will have to be given to providing an unobstructed line of sight over the entire length of a single
runway where a full-length parallel taxiway is not available. Where an aerodrome has intersecting runways, additional
criteria on the line of sight of the intersection area would need to be considered for operational safety. See the Aerodrome
Design Manual (Doc 9157), Part 1.
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3.1.18 Distance between slope changes
Recommendation.— 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:
a) the sum of the absolute numerical values of the corresponding slope changes multiplied by the appropriate value as
follows:
— 30 000 m where the code number is 4;
— 15 000 m where the code number is 3; and
— 5 000 m where the code number is 1 or 2; or
b) 45 m;
whichever is greater.
Note.— Guidance on implementing this specification is given in Attachment A, Section 4.
3.1.19 Transverse slopes
Recommendation.— To promote the most rapid drainage of water, the runway surface should, if practicable, be
cambered except where a single crossfall from high to low in the direction of the wind most frequently associated with rain
would ensure rapid drainage. The transverse slope should ideally be:
— 1.5 per cent where the code letter is C, D, E or F; and
— 2 per cent where the code letter is A or B;
but in any event should not exceed 1.5 per cent or 2 per cent, as applicable, nor be less than 1 per cent except at runway or
taxiway intersections where flatter slopes may be necessary.
For a cambered surface the transverse slope on each side of the centre line should be symmetrical.
Note.— On wet runways with crosswind conditions the problem of aquaplaning from poor drainage is apt to be
accentuated. Additional guidance is included in the Aerodrome Design Manual (Doc 9157), Parts 1 and 3.
3.1.20 Recommendation.— The transverse slope should be substantially the same throughout the length of a runway
except at an intersection with another runway or a taxiway where an even transition should be provided taking account of the
need for adequate drainage.
Note.— Guidance on transverse slope is given in the Aerodrome Design Manual (Doc 9157), Part 3.
Strength of runways
3.1.21 Recommendation.— A runway should be capable of withstanding the traffic of aeroplanes the runway is
intended to serve.
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Surface of runways
3.1.22 The surface of a runway shall be constructed without irregularities that would impair the runway surface friction
characteristics or otherwise adversely affect the take-off or landing of an aeroplane.
Note 1.— Surface irregularities may adversely affect the take-off or landing of an aeroplane by causing excessive
bouncing, pitching, vibration, or other difficulties in the control of an aeroplane.
Note 2.— Guidance on design tolerances and other information is given in Attachment A, Section 5. Additional guidance
is included in the Aerodrome Design Manual (Doc 9157), Part 3.
3.1.23 A paved runway shall be so constructed or resurfaced as to provide surface friction characteristics at or above
the minimum friction level set by the State.
3.1.24 Recommendation.— The surface of a paved runway should be evaluated when constructed or resurfaced to
determine that the surface friction characteristics achieve the design objectives.
Note.— Additional guidance is included in the Airport Services Manual (Doc 9137), Part 2.
3.1.25 Recommendation.— Measurements of the surface friction characteristics of a new or resurfaced paved
runway should be made with a continuous friction measuring device using self-wetting features.
Note.— Additional guidance is included in the Airport Services Manual (Doc 9137), Part 2.
3.1.26 Recommendation.— The average surface texture depth of a new surface should be not less than 1.0 mm.
Note 1.— Macrotexture and microtexture are taken into consideration in order to provide the required surface friction
characteristics. Guidance on surface design is given in Attachment A, Section 8.
Note 2.— Guidance on methods used to measure surface texture is given in the Airport Services Manual (Doc 9137),
Part 2.
Note 3.— Guidance on design and methods for improving surface texture is given in the Aerodrome Design Manual
(Doc 9157), Part 3.
3.1.27 Recommendation.— When the surface is grooved or scored, the grooves or scorings should be either
perpendicular to the runway centre line or parallel to non-perpendicular transverse joints, where applicable.
Note.— Guidance on methods for improving the runway surface texture is given in the Aerodrome Design Manual
(Doc 9157), Part 3.
3.2 Runway shoulders
General
Note.— Guidance on characteristics and treatment of runway shoulders is given in Attachment A, Section 9, and in the
Aerodrome Design Manual (Doc 9157), Part 1.
3.2.1 Recommendation.— Runway shoulders should be provided for a runway where the code letter is D, E or F.
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Width of runway shoulders
3.2.2 Recommendation.— For aeroplanes with OMGWS from 9 m up to but not including 15 m, the runway shoulders
should extend symmetrically on each side of the runway so that the overall width of the runway and its shoulders is not less
than:
— 60 m where the code letter is D or E;
— 60 m where the code letter is F with two- or three-engined aeroplanes; and
— 75 m where the code letter is F with four (or more)-engined aeroplanes.
Slopes on runway shoulders
3.2.3 Recommendation.— The surface of the shoulder that abuts the runway should be flush with the surface of the
runway and its transverse slope should not exceed 2.5 per cent.
Strength of runway shoulders
3.2.4 Recommendation.— The portion of a runway shoulder between the runway edge and a distance of 30 m from
the runway centre line should be prepared or constructed so as to be capable, in the event of an aeroplane running off the
runway, of supporting the aeroplane without inducing structural damage to the aeroplane and of supporting ground vehicles
which may operate on the shoulder.
Note.— Guidance on strength of runway shoulders is given in the Aerodrome Design Manual (Doc 9157), Part 1.
Surface of runway shoulders
3.2.5 Recommendation.— A runway shoulder should be prepared or constructed so as to resist erosion and the
ingestion of the surface material by aeroplane engines.
3.2.6 Recommendation.— Runway shoulders for code letter F aeroplanes should be paved to a minimum overall
width of runway and shoulder of not less than 60 m.
Note.— Guidance on surface of runway shoulders is given in the Aerodrome Design Manual, (Doc 9157), Part 1.
3.3 Runway turn pads
General
3.3.1 Where the end of a runway is not served by a taxiway or a taxiway turnaround and where the code letter is D, E
or F, a runway turn pad shall be provided to facilitate a 180-degree turn of aeroplanes. (See Figure 3-1.)
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Figure 3-1. Typical turn pad layout
3.3.2 Recommendation.— Where the end of a runway is not served by a taxiway or a taxiway turnaround and where
the code letter is A, B or C, a runway turn pad should be provided to facilitate a 180-degree turn of aeroplanes.
Note 1.— Such areas may also be useful if provided along a runway to reduce taxiing time and distance for aeroplanes
which may not require the full length of the runway.
Note 2.— Guidance on the design of the runway turn pads is available in the Aerodrome Design Manual (Doc 9157),
Part 1. Guidance on taxiway turnaround as an alternate facility is available in the Aerodrome Design Manual (Doc 9157),
Part 2.
3.3.3 Recommendation.— The runway turn pad may be located on either the left or right side of the runway and
adjoining the runway pavement at both ends of the runway and at some intermediate locations where deemed necessary.
Note.— The initiation of the turn would be facilitated by locating the turn pad on the left side of the runway, since the left
seat is the normal position of the pilot-in-command.
3.3.4 Recommendation.— The intersection angle of the runway turn pad with the runway should not exceed
30 degrees.
3.3.5 Recommendation.— The nose wheel steering angle to be used in the design of the runway turn pad should not
exceed 45 degrees.
3.3.6 The design of a runway turn pad shall be such that, when the cockpit of the aeroplane for which the turn pad is
intended remains over the turn pad marking, the clearance distance between any wheel of the aeroplane landing gear and the
edge of the turn pad shall be not less than that given by the following tabulation:
OMGWS
Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not
including 4.5 m including 6 m including 9 m including 15 m
Clearance 1.50 m 2.25 m 3 ma or 4 mb 4m
a.
If the turn pad is intended to be used by aeroplanes with a wheel base less than 18 m.
b.
If the turn pad is intended to be used by aeroplanes with a wheel base equal to or
greater than 18 m.
Note.— Wheel base means the distance from the nose gear to the geometric centre of the main gear.
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Slopes on runway turn pads
3.3.7 Recommendation.— The longitudinal and transverse slopes on a runway turn pad should be sufficient to
prevent the accumulation of water on the surface and facilitate rapid drainage of surface water. The slopes should be the
same as those on the adjacent runway pavement surface.
Strength of runway turn pads
3.3.8 Recommendation.— The strength of a runway turn pad should be at least equal to that of the adjoining runway
which it serves, due consideration being given to the fact that the turn pad will be subjected to slow-moving traffic making
hard turns and consequent higher stresses on the pavement.
Note.— Where a runway turn pad is provided with flexible pavement, the surface would need to be capable of
withstanding the horizontal shear forces exerted by the main landing gear tires during turning manoeuvres.
Surface of runway turn pads
3.3.9 The surface of a runway turn pad shall not have surface irregularities that may cause damage to an aeroplane
using the turn pad.
3.3.10 Recommendation.— The surface of a runway turn pad should be so constructed or resurfaced as to provide
surface friction characteristics at least equal to that of the adjoining runway.
Shoulders for runway turn pads
3.3.11 Recommendation.— The runway turn pads should be provided with shoulders of such width as is necessary to
prevent surface erosion by the jet blast of the most demanding aeroplane for which the turn pad is intended, and any possible
foreign object damage to the aeroplane engines.
Note.— As a minimum, the width of the shoulders would need to cover the outer engine of the most demanding aeroplane
and thus may be wider than the associated runway shoulders.
3.3.12 Recommendation.— The strength of runway turn pad shoulders should be capable of withstanding the
occasional passage of the aeroplane it is designed to serve without inducing structural damage to the aeroplane and to the
supporting ground vehicles that may operate on the shoulder.
3.4 Runway strips
General
3.4.1 A runway and any associated stopways shall be included in a strip.
Length of runway strips
3.4.2 A strip shall extend before the threshold and beyond the end of the runway or stopway for a distance of at least:
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— 60 m where the code number is 2, 3 or 4;
— 60 m where the code number is 1 and the runway is an instrument one; and
— 30 m where the code number is 1 and the runway is a non-instrument one.
Width of runway strips
3.4.3 A strip including a precision approach runway shall, wherever practicable, extend laterally to a distance of at
least:
— 140 m where the code number is 3 or 4; and
— 70 m where the code number is 1 or 2;
on each side of the centre line of the runway and its extended centre line throughout the length of the strip.
3.4.4 Recommendation.— A strip including a non-precision approach runway should extend laterally to a distance of
at least:
— 140 m where the code number is 3 or 4; and
— 70 m where the code number is 1 or 2;
on each side of the centre line of the runway and its extended centre line throughout the length of the strip.
3.4.5 Recommendation.— A strip including a non-instrument runway should extend on each side of the centre line of
the runway and its extended centre line throughout the length of the strip, to a distance of at least:
— 75 m where the code number is 3 or 4;
— 40 m where the code number is 2; and
— 30 m where the code number is 1.
Objects on runway strips
Note.— See 9.9 for information regarding siting of equipment and installations on runway strips.
3.4.6 Recommendation.— 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.
Note 1.— Consideration will have to be given to the location and design of drains on a runway strip to prevent damage
to an aeroplane accidentally running off a runway. Suitably designed drain covers may be required. For further guidance,
see the Aerodrome Design Manual (Doc 9157), Part 1.
Note 2.— Where open-air or covered storm water conveyances are installed, consideration will have to be given to
ensure that their structure does not extend above the surrounding ground so as not to be considered an obstacle. See also
Note 1 to 3.4.16.
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Note 3.— Particular attention needs to be given to the design and maintenance of an open-air storm water conveyance
in order to prevent wildlife attraction, notably birds. If needed, it can be covered by a net. Guidance on wildlife control and
reduction can be found in the Airport Services Manual (Doc 9137), Part 3.
3.4.7 No fixed object, other than visual aids required for air navigation or those required for aircraft safety purposes
and which must be sited on the runway strip, and satisfying the relevant frangibility requirement in Chapter 5, shall be
permitted on a runway strip:
a) within 77.5 m of the runway centre line of a precision approach runway category I, II or III where the code number
is 4 and the code letter is F; or
b) within 60 m of the runway centre line of a precision approach runway category I, II or III where the code number is
3 or 4; or
c) within 45 m of the runway centre line of a precision approach runway category I where the code number is 1 or 2.
No mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off.
Grading of runway strips
3.4.8 Recommendation.— That portion of a strip of an instrument runway within a distance of at least:
— 75 m where the code number is 3 or 4; and
— 40 m where the code number is 1 or 2;
from the centre line of the runway and its extended centre line should provide a graded area for aeroplanes which the
runway is intended to serve in the event of an aeroplane running off the runway.
Note.— Guidance on grading of a greater area of a strip including a precision approach runway where the code number
is 3 or 4 is given in Attachment A, Section 9.
3.4.9 Recommendation.— That portion of a strip of a non-instrument runway within a distance of at least:
— 75 m where the code number is 3 or 4;
— 40 m where the code number is 2; and
— 30 m where the code number is 1;
from the centre line of the runway and its extended centre line should provide a graded area for aeroplanes which the
runway is intended to serve in the event of an aeroplane running off the runway.
3.4.10 The surface of that portion of a strip that abuts a runway, shoulder or stopway shall be flush with the surface of
the runway, shoulder or stopway.
3.4.11 Recommendation.— That portion of a strip to at least 30 m before the start of a runway should be prepared
against blast erosion in order to protect a landing aeroplane from the danger of an exposed edge.
Note 1.— The area provided to reduce the erosive effects of jet blast and propeller wash may be referred to as a blast
pad.
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Note 2.— Guidance on protection against aeroplane engine blast is available in the Aerodrome Design Manual
(Doc 9157), Part 2.
3.4.12 Recommendation.― Where the areas in 3.4.11 have paved surfaces, they should be able to withstand the
occasional passage of the critical aeroplane for runway pavement design.
Slopes on runway strips
3.4.13 Longitudinal slopes
Recommendation.— A longitudinal slope along that portion of a strip to be graded should not exceed:
— 1.5 per cent where the code number is 4;
— 1.75 per cent where the code number is 3; and
— 2 per cent where the code number is 1 or 2.
3.4.14 Longitudinal slope changes
Recommendation.— Slope changes on that portion of a strip to be graded should be as gradual as practicable and
abrupt changes or sudden reversals of slopes avoided.
3.4.15 Transverse slopes
Recommendation.— Transverse slopes on that portion of a strip to be graded should be adequate to prevent the
accumulation of water on the surface but should not exceed:
— 2.5 per cent where the code number is 3 or 4; and
— 3 per cent where the code number is 1 or 2;
except that to facilitate drainage the slope for the first 3 m outward from the runway, shoulder or stopway edge should be
negative as measured in the direction away from the runway and may be as great as 5 per cent.
3.4.16 Recommendation.— The transverse slopes of any portion of a strip beyond that to be graded should not
exceed an upward slope of 5 per cent as measured in the direction away from the runway.
Note 1.— Where deemed necessary for proper drainage, an open-air storm water conveyance may be allowed in the
non-graded portion of a runway strip and would be placed as far as practicable from the runway.
Note 2.— The aerodrome rescue and firefighting (RFF) procedure would need to take into account the location of open-
air water conveyances within the non-graded portion of a runway strip.
Strength of runway strips
3.4.17 Recommendation.— That portion of a strip of an instrument runway within a distance of at least:
— 75 m where the code number is 3 or 4; and
— 40 m where the code number is 1 or 2;
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from the centre line of the runway and its extended centre line should be so prepared or constructed as to minimize hazards
arising from differences in load-bearing capacity to aeroplanes which the runway is intended to serve in the event of an
aeroplane running off the runway.
Note.— Guidance on preparation of runway strips is given in the Aerodrome Design Manual (Doc 9157), Part 1.
3.4.18 Recommendation.— That portion of a strip containing a non-instrument runway within a distance of at least:
— 75 m where the code number is 3 or 4;
— 40 m where the code number is 2; and
— 30 m where the code number is 1;
from the centre line of the runway and its extended centre line should be so prepared or constructed as to minimize hazards
arising from differences in load-bearing capacity to aeroplanes which the runway is intended to serve in the event of an
aeroplane running off the runway.
3.5 Runway end safety areas
General
3.5.1 A runway end safety area shall be provided at each end of a runway strip where:
— the code number is 3 or 4; and
— the code number is 1 or 2 and the runway is an instrument one.
Note.— Guidance on runway end safety areas is given in Attachment A, Section 10.
3.5.2 Recommendation.— A runway end safety area should be provided at each end of a runway strip where the code
number is 1 or 2 and the runway is a non-instrument one.
Dimensions of runway end safety areas
3.5.3 A runway end safety area shall extend from the end of a runway strip to a distance of at least 90 m where:
— the code number is 3 or 4; and
— the code number is 1 or 2 and the runway is an instrument one.
If an arresting system is installed, the above length may be reduced, based on the design specification of the system, subject
to acceptance by the State.
Note.— Guidance on arresting systems is given in Attachment A, Section 10.
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3.5.4 Recommendation.— A runway end safety area should, as far as practicable, extend from the end of a runway
strip to a distance of at least:
— 240 m where the code number is 3 or 4; or a reduced length when an arresting system is installed;
— 120 m where the code number is 1 or 2 and the runway is an instrument one; or a reduced length when an arresting
system is installed; and
— 30 m where the code number is 1 or 2 and the runway is a non-instrument one.
3.5.5 The width of a runway end safety area shall be at least twice that of the associated runway.
3.5.6 Recommendation.— The width of a runway end safety area should, wherever practicable, be equal to that of the
graded portion of the associated runway strip.
Objects on runway end safety areas
Note.— See 9.9 for information regarding siting of equipment and installations on runway end safety areas.
3.5.7 Recommendation.— An object situated on a runway end safety area which may endanger aeroplanes should be
regarded as an obstacle and should, as far as practicable, be removed.
Clearing and grading of runway end safety areas
3.5.8 Recommendation.— A runway end safety area should provide a cleared and graded area for aeroplanes which
the runway is intended to serve in the event of an aeroplane undershooting or overrunning the runway.
Note.— The surface of the ground in the runway end safety area does not need to be prepared to the same quality as the
runway strip. See, however, 3.5.12.
Slopes on runway end safety areas
3.5.9 General
Recommendation.— The slopes of a runway end safety area should be such that no part of the runway end safety area
penetrates the approach or take-off climb surface.
3.5.10 Longitudinal slopes
Recommendation.— The longitudinal slopes of a runway end safety area should not exceed a downward slope of 5 per
cent. Longitudinal slope changes should be as gradual as practicable and abrupt changes or sudden reversals of slopes
avoided.
3.5.11 Transverse slopes
Recommendation.— The transverse slopes of a runway end safety area should not exceed an upward or downward
slope of 5 per cent. Transitions between differing slopes should be as gradual as practicable.
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Strength of runway end safety areas
3.5.12 Recommendation.— A runway end safety area should be so prepared or constructed as to reduce the risk of
damage to an aeroplane undershooting or overrunning the runway, enhance aeroplane deceleration and facilitate the
movement of rescue and firefighting vehicles as required in 9.2.34 to 9.2.36.
Note.— Guidance on the strength of a runway end safety area is given in the Aerodrome Design Manual (Doc 9157),
Part 1.
3.6 Clearways
Note.— The inclusion of detailed specifications for clearways in this section is not intended to imply that a clearway has
to be provided. Attachment A, Section 2, provides information on the use of clearways.
Location of clearways
3.6.1 Recommendation.— The origin of a clearway should be at the end of the take-off run available.
Length of clearways
3.6.2 Recommendation.— The length of a clearway should not exceed half the length of the take-off run available.
Width of clearways
3.6.3 Recommendation.— A clearway should extend laterally to a distance of at least 75 m on each side of the
extended centre line of the runway.
Slopes on clearways
3.6.4 Recommendation.— The ground in a clearway should not project above a plane having an upward slope of
1.25 per cent, the lower limit of this plane being a horizontal line which:
a) is perpendicular to the vertical plane containing the runway centre line; and
b) passes through a point located on the runway centre line at the end of the take-off run available.
Note.— Because of transverse or longitudinal slopes on a runway, shoulder or strip, in certain cases the lower limit of
the clearway plane specified above may be below the corresponding elevation of the runway, shoulder or strip. It is not
intended that these surfaces be graded to conform with the lower limit of the clearway plane nor is it intended that terrain or
objects which are above the clearway plane beyond the end of the strip but below the level of the strip be removed unless it is
considered they may endanger aeroplanes.
3.6.5 Recommendation.— Abrupt upward changes in slope should be avoided when the slope on the ground in a
clearway is relatively small or when the mean slope is upward. In such situations, in that portion of the clearway within a
distance of 22.5 m or half the runway width whichever is greater on each side of the extended centre line, the slopes, slope
changes and the transition from runway to clearway should generally conform with those of the runway with which the
clearway is associated.
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Objects on clearways
Note.— See 9.9 for information regarding siting of equipment and installations on clearways.
3.6.6 Recommendation.— An object situated on a clearway which may endanger aeroplanes in the air should be
regarded as an obstacle and should be removed.
3.7 Stopways
Note.— The inclusion of detailed specifications for stopways in this section is not intended to imply that a stopway has to
be provided. Attachment A, Section 2, provides information on the use of stopways.
Width of stopways
3.7.1 A stopway shall have the same width as the runway with which it is associated.
Slopes on stopways
3.7.2 Recommendation.— Slopes and changes in slope on a stopway, and the transition from a runway to a stopway,
should comply with the specifications of 3.1.13 to 3.1.19 for the runway with which the stopway is associated except that:
a) the limitation in 3.1.14 of a 0.8 per cent slope for the first and last quarter of the length of a runway need not be
applied to the stopway; and
b) at the junction of the stopway and runway and along the stopway the maximum rate of slope change may be 0.3 per
cent per 30 m (minimum radius of curvature of 10 000 m) for a runway where the code number is 3 or 4.
Strength of stopways
3.7.3 Recommendation.— A stopway should be prepared or constructed so as to be capable, in the event of an
abandoned take-off, of supporting the aeroplane which the stopway is intended to serve without inducing structural damage
to the aeroplane.
Note.— Attachment A, Section 2, presents guidance relative to the support capability of a stopway.
Surface of stopways
3.7.4 The surface of a paved stopway shall be so constructed or resurfaced as to provide surface friction characteristics
at or above those of the associated runway.
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3.8 Radio altimeter operating area
General
3.8.1 Recommendation.— A radio altimeter operating area should be established in the pre-threshold area of a
precision approach runway.
Length of the area
3.8.2 Recommendation.— A radio altimeter operating area should extend before the threshold for a distance of at
least 300 m.
Width of the area
3.8.3 Recommendation.— A radio altimeter operating area should extend laterally, on each side of the extended
centre line of the runway, to a distance of 60 m, except that, when special circumstances so warrant, the distance may be
reduced to no less than 30 m if an aeronautical study indicates that such reduction would not affect the safety of operations
of aircraft.
Longitudinal slope changes
3.8.4 Recommendation.— On a radio altimeter operating area, slope changes should be avoided or kept to a
minimum. Where slope changes cannot be avoided, the slope changes should be as gradual as practicable and abrupt
changes or sudden reversals of slopes avoided. The rate of change between two consecutive slopes should not exceed 2 per
cent per 30 m.
Note.— Guidance on radio altimeter operating area is given in Attachment A, Section 4.3, and in the Manual of All-
Weather Operations, (Doc 9365), Section 5.2. Guidance on the use of radio altimeter is given in the PANS-OPS, Volume II,
Part II, Section 1.
3.9 Taxiways
Note 1.— Unless otherwise indicated the requirements in this section are applicable to all types of taxiways.
Note 2.— See Attachment A, Section 22, for specific taxiway design guidance which may assist in the prevention of
runway incursions when developing a new taxiway or improving existing ones with known runway incursion safety risks.
General
3.9.1 Recommendation.— Taxiways should be provided to permit the safe and expeditious surface movement of
aircraft.
Note.— Guidance on layout of taxiways is given in the Aerodrome Design Manual (Doc 9157), Part 2.
3.9.2 Recommendation.— Sufficient entrance and exit taxiways for a runway should be provided to expedite the
movement of aeroplanes to and from the runway and provision of rapid exit taxiways considered when traffic volumes are
high.
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3.9.3 The design of a taxiway shall be such that, when the cockpit of the aeroplane for which the taxiway is intended
remains over the taxiway centre line markings, the clearance distance between the outer main wheel of the aeroplane and the
edge of the taxiway shall be not less than that given by the following tabulation:
OMGWS
Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not
including 4.5 m including 6 m including 9 m including 15 m
Clearance 1.50 m 2.25 m 3 ma,b or 4 mc 4m
a.
On straight portions.
b.
On curved portions if the taxiway is intended to be used by aeroplanes with a wheel base of less
than 18 m.
c.
On curved portions if the taxiway is intended to be used by aeroplanes with a wheel base equal to
or greater than 18 m.
Note.— Wheel base means the distance from the nose gear to the geometric centre of the main gear.
Width of taxiways
3.9.4 Recommendation.— A straight portion of a taxiway should have a width of not less than that given by the
following tabulation:
OMGWS
Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not
including 4.5 m including 6 m including 9 m including 15 m
Taxiway width 7.5 m 10.5 m 15 m 23 m
Note.— Guidance on width of taxiways is given in the Aerodrome Design Manual (Doc 9157), Part 2.
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Taxiway curves
3.9.5 Recommendation.— Changes in direction of taxiways should be as few and small as possible. The radii of the
curves should be compatible with the manoeuvring capability and normal taxiing speeds of the aeroplanes for which the
taxiway is intended. The design of the curve should be such that, when the cockpit of the aeroplane remains over the taxiway
centre line markings, the clearance distance between the outer main wheels of the aeroplane and the edge of the taxiway
should not be less than those specified in 3.9.3.
Note 1.— An example of widening taxiways to achieve the wheel clearance specified is illustrated in Figure 3-2.
Guidance on the values of suitable dimensions is given in the Aerodrome Design Manual (Doc 9157), Part 2.
Note 2.— The location of taxiway centre line markings and lights is specified in 5.2.8.6 and 5.3.17.12.
Note 3.— Compound curves may reduce or eliminate the need for extra taxiway width.
Location of taxiway centre
line markings (see 5.2.8.6)
Location of taxiway centre
line lights (see 5.3.17.12)
x/2 x/2
Taxiway
width x
(see 3.9.4)
Minimum wheel
clearance (see 3.9.5)
Extra
taxiway
width TAXIWAY
The figure shows an example of taxiway widening to achieve
the specified wheel clearances on taxiway curves (see 3.9.5).
Guidance material on suitable dimensions is given in the
Aerodrome Design Manual (Doc 9157), Part 2.
Figure 3-2. Taxiway curve
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Junctions and intersections
3.9.6 Recommendation.— To facilitate the movement of aeroplanes, fillets should be provided at junctions and
intersections of taxiways with runways, aprons and other taxiways. The design of the fillets should ensure that the minimum
wheel clearances specified in 3.9.3 are maintained when aeroplanes are manoeuvring through the junctions or intersections.
Note.— Consideration will have to be given to the aeroplane datum length when designing fillets. Guidance on the
design of fillets and the definition of the term aeroplane datum length are given in the Aerodrome Design Manual (Doc 9157),
Part 2.
Taxiway minimum separation distances
3.9.7 Recommendation.— The separation distance between the centre line of a taxiway and the centre line of a
runway, the centre line of a parallel taxiway or an object should not be less than the appropriate dimension specified in
Table 3-1, except that it may be permissible to operate with lower separation distances at an existing aerodrome if an
aeronautical study indicates that such lower separation distances would not adversely affect the safety or significantly affect
the regularity of operations of aeroplanes.
Note 1.— Guidance on factors which may be considered in the aeronautical study is given in the Aerodrome Design
Manual (Doc 9157), Part 2.
Note 2.— ILS and MLS installations may also influence the location of taxiways due to interferences to ILS and MLS
signals by a taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS and MLS installations is
contained in Annex 10 — Aeronautical Telecommunications, Volume I — Radio Navigation Aids, Attachments C and G
(respectively).
Note 3.— The separation distances of Table 3-1, column 10, do not necessarily provide the capability of making a
normal turn from one taxiway to another parallel taxiway. Guidance for this condition is given in the Aerodrome Design
Manual (Doc 9157), Part 2.
Note 4.— The separation distance between the centre line of an aircraft stand taxilane and an object shown in Table 3-1,
column 13, may need to be increased when jet exhaust wake velocity may cause hazardous conditions for ground servicing.
Slopes on taxiways
3.9.8 Longitudinal slopes
Recommendation.— The longitudinal slope of a taxiway should not exceed:
— 1.5 per cent where the code letter is C, D, E or F; and
— 3 per cent where the code letter is A or B.
3.9.9 Longitudinal slope changes
Recommendation.— Where slope changes on a taxiway cannot be avoided, the transition from one slope to another
slope should be accomplished by a curved surface with a rate of change not exceeding:
— 1 per cent per 30 m (minimum radius of curvature of 3 000 m) where the code letter is C, D, E or F; and
— 1 per cent per 25 m (minimum radius of curvature of 2 500 m) where the code letter is A or B.
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Table 3-1. Taxiway minimum separation distances
Taxiway, Aircraft stand
Distance between taxiway centre line
other than taxilane
and runway centre line (metres)
Taxiway aircraft stand centre line Aircraft stand
centre line taxilane, to aircraft taxilane
to taxiway centre line stand taxilane centre line
Instrument runways Non-instrument runways centre line to object centre line to object
Code Code number Code number (metres) (metres) (metres) (metres)
letter 1 2 3 4 1 2 3 4
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)
A 77.5 77.5 – – 37.5 47.5 – – 23 15.5 19.5 12
B 82 82 152 – 42 52 87 – 32 20 28.5 16.5
C 88 88 158 158 48 58 93 93 44 26 40.5 22.5
D – – 166 166 – – 101 101 63 37 59.5 33.5
E – – 172.5 172.5 – – 107.5 107.5 76 43.5 72.5 40
F – – 180 180 – – 115 115 91 51 87.5 47.5
Note 1.— The separation distances shown in columns (2) to (9) represent ordinary combinations of runways and taxiways. The basis for
development of these distances is given in the Aerodrome Design Manual (Doc 9157), Part 2.
Note 2.— The distances in columns (2) to (9) do not guarantee sufficient clearance behind a holding aeroplane to permit the passing of
another aeroplane on a parallel taxiway. See the Aerodrome Design Manual (Doc 9157), Part 2.
3.9.10 Sight distance
Recommendation.— Where a change in slope on a taxiway cannot be avoided, the change should be such that, from
any point:
— 3 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 300 m
from that point, where the code letter is C, D, E or F;
— 2 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 200 m
from that point, where the code letter is B; and
— 1.5 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 150 m
from that point, where the code letter is A.
3.9.11 Transverse slopes
Recommendation.— The transverse slopes of a taxiway should be sufficient to prevent the accumulation of water on the
surface of the taxiway but should not exceed:
— 1.5 per cent where the code letter is C, D, E or F; and
— 2 per cent where the code letter is A or B.
Note.— See 3.13.4 regarding transverse slopes on an aircraft stand taxilane.
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Strength of taxiways
3.9.12 Recommendation.— The strength of a taxiway should be at least equal to that of the runway it serves, due
consideration being given to the fact that a taxiway will be subjected to a greater density of traffic and, as a result of slow
moving and stationary aeroplanes, to higher stresses than the runway it serves.
Note.— Guidance on the relation of the strength of taxiways to the strength of runways is given in the Aerodrome Design
Manual (Doc 9157), Part 3.
Surface of taxiways
3.9.13 Recommendation.— The surface of a taxiway should not have irregularities that cause damage to aeroplane
structures.
3.9.14 Recommendation.— The surface of a paved taxiway should be so constructed or resurfaced as to provide
suitable surface friction characteristics.
Note.— Suitable surface friction characteristics are those surface properties required on taxiways that assure safe
operation of aeroplanes.
Rapid exit taxiways
Note.— The following specifications detail requirements particular to rapid exit taxiways. See Figure 3-3. General
requirements for taxiways also apply to this type of taxiway. Guidance on the provision, location and design of rapid exit
taxiways is included in the Aerodrome Design Manual (Doc 9157), Part 2.
3.9.15 Recommendation.— A rapid exit taxiway should be designed with a radius of turn-off curve of at least:
— 550 m where the code number is 3 or 4; and
— 275 m where the code number is 1 or 2;
to enable exit speeds under wet conditions of:
— 93 km/h where the code number is 3 or 4; and
— 65 km/h where the code number is 1 or 2.
Note.— The locations of rapid exit taxiways along a runway are based on several criteria described in the Aerodrome
Design Manual (Doc 9157), Part 2, in addition to different speed criteria.
3.9.16 Recommendation.— The radius of the fillet on the inside of the curve at a rapid exit taxiway should be
sufficient to provide a widened taxiway throat in order to facilitate early recognition of the entrance and turn-off onto the
taxiway.
3.9.17 Recommendation.— A rapid exit taxiway should include a straight distance after the turn-off curve sufficient
for an exiting aircraft to come to a full stop clear of any intersecting taxiway.
3.9.18 Recommendation.— The intersection angle of a rapid exit taxiway with the runway should not be greater than
45° nor less than 25° and preferably should be 30°.
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TAXIWAY
y
ax iw a
ex it t
p id
Ra ce
is t an
Radius of h td
aig
turn-off Str
curve
RUNWAY
Intersection angle
Figure 3-3. Rapid exit taxiway
Taxiways on bridges
3.9.19 The width of that portion of a taxiway bridge capable of supporting aeroplanes, as measured perpendicularly to
the taxiway centre line, shall not be less than the width of the graded area of the strip provided for that taxiway, unless a
proven method of lateral restraint is provided which shall not be hazardous for aeroplanes for which the taxiway is intended.
3.9.20 Recommendation.— Access should be provided to allow rescue and firefighting vehicles to intervene in both
directions within the specified response time to the largest aeroplane for which the taxiway bridge is intended.
Note.— If aeroplane engines overhang the bridge structure, protection of adjacent areas below the bridge from engine
blast may be required.
3.9.21 Recommendation.— A bridge should be constructed on a straight section of the taxiway with a straight section
on both ends of the bridge to facilitate the alignment of aeroplanes approaching the bridge.
3.10 Taxiway shoulders
Note.— Guidance on characteristics of taxiway shoulders and on shoulder treatment is given in the Aerodrome Design
Manual (Doc 9157), Part 2.
3.10.1 Recommendation.— Straight portions of a taxiway where the code letter is C, D, E or F should be provided
with shoulders which extend symmetrically on each side of the taxiway so that the overall width of the taxiway and its
shoulders on straight portions is not less than:
— 44 m where the code letter is F;
— 38 m where the code letter is E;
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Chapter 3 Annex 14 — Aerodromes
— 34 m where the code letter is D; and
— 25 m where the code letter is C.
On taxiway curves and on junctions or intersections where increased pavement is provided, the shoulder width should be not
less than that on the adjacent straight portions of the taxiway.
3.10.2 Recommendation.— When a taxiway is intended to be used by turbine-engined aeroplanes, the surface of the
taxiway shoulder should be so prepared as to resist erosion and the ingestion of the surface material by aeroplane engines.
3.11 Taxiway strips
Note.— Guidance on characteristics of taxiway strips is given in the Aerodrome Design Manual (Doc 9157), Part 2.
General
3.11.1 A taxiway, other than an aircraft stand taxilane, shall be included in a strip.
Width of taxiway strips
3.11.2 Recommendation.— A taxiway strip should extend symmetrically on each side of the centre line of the taxiway
throughout the length of the taxiway to at least the distance from the centre line given in Table 3-1, column 11.
Objects on taxiway strips
Note.— See 9.9 for information regarding siting of equipment and installations on taxiway strips.
3.11.3 Recommendation.— The taxiway strip should provide an area clear of objects which may endanger taxiing
aeroplanes.
Note 1.— Consideration will have to be given to the location and design of drains on a taxiway strip to prevent damage
to an aeroplane accidentally running off a taxiway. Suitably designed drain covers may be required. For further guidance,
see the Aerodrome Design Manual (Doc 9157), Part 2.
Note 2.— Where open-air or covered storm water conveyances are installed, consideration will have to be given to
ensure that their structure does not extend above the surrounding ground so as not to be considered an obstacle. See also
Note 1 to 3.11.6.
Note 3.— Particular attention needs to be given to the design and maintenance of an open-air storm water conveyance
in order to prevent wildlife attraction, notably birds. If needed, it can be covered by a net. Guidance on wildlife control and
reduction can be found in the Airport Services Manual (Doc 9137), Part 3.
Grading of taxiway strips
3.11.4 Recommendation.— The centre portion of a taxiway strip should provide a graded area to a distance from the
centre line of the taxiway of not less than that given by the following tabulation:
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— 10.25 m where the OMGWS is up to but not including 4.5 m;
— 11 m where the OMGWS is 4.5 m up to but not including 6 m;
— 12.50 m where the OMGWS is 6 m up to but not including 9 m;
— 18.50 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is D;
— 19 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is E;
— 22 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is F.
Note.— Guidance on width of the graded portion of a taxiway is given in the Aerodrome Design Manual (Doc 9157),
Part 2.
Slopes on taxiway strips
3.11.5 Recommendation.— The surface of the strip should be flush at the edge of the taxiway or shoulder, if provided,
and the graded portion should not have an upward transverse slope exceeding:
— 2.5 per cent for strips where the code letter is C, D, E or F; and
— 3 per cent for strips of taxiways where the code letter is A or B;
the upward slope being measured with reference to the transverse slope of the adjacent taxiway surface and not the
horizontal. The downward transverse slope should not exceed 5 per cent measured with reference to the horizontal.
3.11.6 Recommendation.— The transverse slopes on any portion of a taxiway strip beyond that to be graded should
not exceed an upward or downward slope of 5 per cent as measured in the direction away from the taxiway.
Note 1.— Where deemed necessary for proper drainage, an open-air storm water conveyance may be allowed in the
non-graded portion of a taxiway strip and would be placed as far as practicable from the taxiway.
Note 2.— The aerodrome RFF procedure would need to take into account the location of open-air storm water
conveyances within the non-graded portion of a taxiway strip.
3.12 Holding bays, runway-holding positions,
intermediate holding positions and road-holding positions
General
3.12.1 Recommendation.— Holding bay(s) should be provided when the traffic density is medium or heavy.
3.12.2 A runway-holding position or positions shall be established:
a) on the taxiway, at the intersection of a taxiway and a runway; and
b) at an intersection of a runway with another runway when the former runway is part of a standard taxi-route.
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3.12.3 A runway-holding position shall be established 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.
3.12.4 Recommendation.— 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.
3.12.5 A road-holding position shall be established at an intersection of a road with a runway.
Location
3.12.6 The distance between a holding bay, runway-holding position established at a taxiway/runway intersection or
road-holding position and the centre line of a runway shall be in accordance with Table 3-2 and, in the case of a precision
approach runway, such that a holding aircraft or vehicle will not interfere with the operation of radio navigation aids.
3.12.7 Recommendation.— At elevations greater than 700 m (2 300 ft) the distance of 90 m specified in Table 3-2 for
a precision approach runway code number 4 should be increased as follows:
a) up to an elevation of 2 000 m (6 600 ft); 1 m for every 100 m (330 ft) in excess of 700 m (2 300 ft);
b) elevation in excess of 2 000 m (6 600 ft) and up to 4 000 m (13 320 ft); 13 m plus 1.5 m for every 100 m (330 ft) in
excess of 2 000 m (6 600 ft); and
c) elevation in excess of 4 000 m (13 320 ft) and up to 5 000 m (16 650 ft); 43 m plus 2 m for every 100 m (330 ft) in
excess of 4 000 m (13 320 ft).
3.12.8 Recommendation.— If a holding bay, runway-holding position or road-holding position for a precision
approach runway code number 4 is at a greater elevation compared to the threshold, the distance of 90 m or 107.5 m, as
appropriate, specified in Table 3-2 should be further increased 5 m for every metre the bay or position is higher than the
threshold.
3.12.9 The location of a runway-holding position established in accordance with 3.12.3 shall be such that a holding
aircraft or vehicle will not infringe the obstacle free zone, approach surface, take-off climb surface or ILS/MLS critical/
sensitive area or interfere with the operation of radio navigation aids.
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Table 3-2. Minimum distance from the runway centre line
to a holding bay, runway-holding position or road-holding position
Code number
Type of runway 1 2 3 4
Non-instrument 30 m 40 m 75 m 75 m
Non-precision approach 40 m 40 m 75 m 75 m
Precision approach category I 60 mb 60 mb 90 ma,b 90 ma,b,c
Precision approach categories II and III — — 90 ma,b 90 ma,b,c
Take-off runway 30 m 40 m 75 m 75 m
a. If a holding bay, runway-holding position or road-holding position is at a lower elevation compared to the threshold, the distance may be decreased
5 m for every metre the bay or holding position is lower than the threshold, contingent upon not infringing the inner transitional surface.
b. This distance may need to be increased to avoid interference with radio navigation aids, particularly the glide path and localizer facilities.
Information on critical and sensitive areas of ILS and MLS is contained in Annex 10, Volume I, Attachments C and G, respectively (see also
3.12.6).
Note 1.— The distance of 90 m for code number 3 or 4 is based on an aircraft with a tail height of 20 m, a distance from the nose to the highest
part of the tail of 52.7 m and a nose height of 10 m holding at an angle of 45° or more with respect to the runway centre line, being clear of the
obstacle free zone and not accountable for the calculation of OCA/H.
Note 2.— The distance of 60 m for code number 2 is based on an aircraft with a tail height of 8 m, a distance from the nose to the highest part of
the tail of 24.6 m and a nose height of 5.2 m holding at an angle of 45° or more with respect to the runway centre line, being clear of the obstacle
free zone.
c. Where the code letter is F, this distance should be 107.5 m.
Note.— The distance of 107.5 m for code number 4 where the code letter is F is based on an aircraft with a tail height of 24 m, a distance from
the nose to the highest part of the tail of 62.2 m and a nose height of 10 m holding at an angle of 45° or more with respect to the runway centre
line, being clear of the obstacle free zone.
3.13 Aprons
General
3.13.1 Recommendation.— Aprons should be provided where necessary to permit the on- and off-loading of
passengers, cargo or mail as well as the servicing of aircraft without interfering with the aerodrome traffic.
Size of aprons
3.13.2 Recommendation.— The total apron area should be adequate to permit expeditious handling of the aerodrome
traffic at its maximum anticipated density.
Strength of aprons
3.13.3 Recommendation.— Each part of an apron should be capable of withstanding the traffic of the aircraft it is
intended to serve, due consideration being given to the fact that some portions of the apron will be subjected to a higher
density of traffic and, as a result of slow moving or stationary aircraft, to higher stresses than a runway.
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Slopes on aprons
3.13.4 Recommendation.— Slopes on an apron, including those on an aircraft stand taxilane, should be sufficient to
prevent accumulation of water on the surface of the apron but should be kept as level as drainage requirements permit.
3.13.5 Recommendation.— On an aircraft stand the maximum slope should not exceed 1 per cent.
Clearance distances on aircraft stands
3.13.6 Recommendation.— An aircraft stand should provide the following minimum clearances between an aircraft
entering or exiting the stand and any adjacent building, aircraft on another stand and other objects:
Code letter Clearance
A 3m
B 3m
C 4.5 m
D 7.5 m
E 7.5 m
F 7.5 m
When special circumstances so warrant, these clearances may be reduced at a nose-in aircraft stand, where the code letter is
D, E or F:
a) between the terminal, including any fixed passenger bridge, and the nose of an aircraft; and
b) over any portion of the stand provided with azimuth guidance by a visual docking guidance system.
Note.— On aprons, consideration also has to be given to the provision of service roads and to manoeuvring and storage
area for ground equipment (see the Aerodrome Design Manual (Doc 9157), Part 2, for guidance on storage of ground
equipment).
3.14 Isolated aircraft parking position
3.14.1 An isolated aircraft parking position shall be designated or the aerodrome control tower shall be advised of an
area or areas suitable for the parking of an aircraft which is known or believed to be the subject of unlawful interference, or
which for other reasons needs isolation from normal aerodrome activities.
3.14.2 Recommendation.— The isolated aircraft parking position should be located at the maximum distance
practicable and in any case never less than 100 m from other parking positions, buildings or public areas, etc. Care should
be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent
feasible, electrical or communication cables.
3.15 De-icing/anti-icing facilities
Note.— Safe and efficient aeroplane operations are of primary importance in the development of an aeroplane de-icing/
anti-icing facility. For further guidance, see the Manual on Aircraft Ground De-icing/Anti-icing Operations (Doc 9640).
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General
3.15.1 Recommendation.— Aeroplane de-icing/anti-icing facilities should be provided at an aerodrome where icing
conditions are expected to occur.
Location
3.15.2 Recommendation.— De-icing/anti-icing facilities should be provided either at aircraft stands or at specified
remote areas along the taxiway leading to the runway meant for take-off, provided that adequate drainage arrangements for
the collection and safe disposal of excess de-icing/anti-icing fluids are available to prevent ground water contamination. The
effect of volume of traffic and departure flow rates should also be considered.
Note 1.— One of the primary factors influencing the location of a de-icing/anti-icing facility is to ensure that the
holdover time of the anti-icing treatment is still in effect at the end of taxiing and when take-off clearance of the treated
aeroplane is given.
Note 2.— Remote facilities compensate for changing weather conditions when icing conditions or blowing snow are
expected to occur along the taxi-route taken by the aeroplane to the runway meant for take-off.
3.15.3 Recommendation.— The remote de-icing/anti-icing facility should be located to be clear of the obstacle
limitation surfaces specified in Chapter 4, not cause interference to the radio navigation aids and be clearly visible from the
air traffic control tower for clearing the treated aeroplane.
3.15.4 Recommendation.— The remote de-icing/anti-icing facility should be so located as to provide for an
expeditious traffic flow, perhaps with a bypass configuration, and not require unusual taxiing manoeuvre into and out of the
pads.
Note.— The jet blast effects caused by a moving aeroplane on other aeroplanes receiving the anti-icing treatment or
taxiing behind will have to be taken into account to prevent degradation of the treatment.
Size and number of de-icing/anti-icing pads
Note.— An aeroplane de-icing/anti-icing pad consists of a) an inner area for parking of an aeroplane to be treated, and
b) an outer area for movement of two or more mobile de-icing/anti-icing equipment.
3.15.5 Recommendation.— The size of a de-icing/anti-icing pad should be equal to the parking area required by the
most demanding aeroplane in a given category with at least 3.8 m clear paved area all round the aeroplane for the movement
of the de-icing/anti-icing vehicles.
Note.— Where more than one de-icing/anti-icing pad is provided, consideration will have to be given to providing de-
icing/anti-icing vehicle movement areas of adjacent pads that do not overlap, but are exclusive for each pad. Consideration
will also need to be given to bypassing of the area by other aeroplanes with the clearances specified in 3.15.9 and 3.15.10.
3.15.6 Recommendation.— The number of de-icing/anti-icing pads required should be determined based on the
meteorological conditions, the type of aeroplanes to be treated, the method of application of de-icing/anti-icing fluid, the type
and capacity of the dispensing equipment used, and the departure flow rates.
Note.— See the Aerodrome Design Manual (Doc 9157), Part 2.
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Chapter 3 Annex 14 — Aerodromes
Slopes on de-icing/anti-icing pads
3.15.7 Recommendation.— The de-icing/anti-icing pads should be provided with suitable slopes to ensure
satisfactory drainage of the area and to permit collection of all excess de-icing/anti-icing fluid running off an aeroplane. The
maximum longitudinal slope should be as little as practicable and the transverse slope should not exceed 1 per cent.
Strength of de-icing/anti-icing pads
3.15.8 Recommendation.— The de-icing/anti-icing pad should be capable of withstanding the traffic of the aircraft it
is intended to serve, due consideration being given to the fact that the de-icing/anti-icing pad (like an apron) will be
subjected to a higher density of traffic and, as a result of slow-moving or stationary aircraft, to higher stresses than a runway.
Clearance distances on a de-icing/anti-icing pad
3.15.9 Recommendation.— A de-icing/anti-icing pad should provide the minimum clearances specified in 3.13.6 for
aircraft stands. If the pad layout is such as to include bypass configuration, the minimum separation distances specified in
Table 3-1, column 13, should be provided.
3.15.10 Recommendation.— Where the de-icing/anti-icing facility is located adjoining a regular taxiway, the taxiway
minimum separation distance specified in Table 3-1, column 11, should be provided. (See Figure 3-4.)
Environmental considerations
Note.— The excess de-icing/anti-icing fluid running off an aeroplane poses the risk of contamination of ground water in
addition to affecting the pavement surface friction characteristics.
3.15.11 Recommendation.— Where de-icing/anti-icing activities are carried out, the surface drainage should be
planned to collect the run-off separately, preventing its mixing with the normal surface run-off so that it does not pollute the
ground water.
Taxiway
Minimum separation
distance (see 3.15.10 and
Table 3-1, column 11)
Intermediate holding
position marking
De-icing/anti-icing
facility
Figure 3-4. Minimum separation distance on a de-icing/anti-icing facility
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CHAPTER 4. OBSTACLE RESTRICTION AND REMOVAL
Note 1.— The objectives of the specifications in this chapter are to define the airspace around aerodromes to be
maintained free from obstacles so as to permit the intended aeroplane operations at the aerodromes to be conducted safely
and to prevent the aerodromes from becoming unusable by the growth of obstacles around the aerodromes. This is achieved
by establishing a series of obstacle limitation surfaces that define the limits to which objects may project into the airspace.
Note 2.— Objects which penetrate the obstacle limitation surfaces contained in this chapter may in certain
circumstances cause an increase in the obstacle clearance altitude/height for an instrument approach procedure or any
associated visual circling procedure or have other operational impact on flight procedure design. Criteria for flight
procedure design are contained in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS,
Doc 8168).
Note 3.— The establishment of, and requirements for, an obstacle protection surface for visual approach slope indicator
systems are specified in 5.3.5.42 to 5.3.5.46.
4.1 Obstacle limitation surfaces
Note.— See Figure 4-1.
Outer horizontal surface
Note.— Guidance on the need to provide an outer horizontal surface and its characteristics is contained in the Airport
Services Manual (Doc 9137), Part 6.
Conical surface
4.1.1 Description.— Conical surface. A surface sloping upwards and outwards from the periphery of the inner
horizontal surface.
4.1.2 Characteristics.— The limits of the conical surface shall comprise:
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.
4.1.3 The slope of the conical surface shall be measured in a vertical plane perpendicular to the periphery of the inner
horizontal surface.
Inner horizontal surface
4.1.4 Description.— Inner horizontal surface. A surface located in a horizontal plane above an aerodrome and its
environs.
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Annex 14 — Aerodromes Volume I
4.1.5 Characteristics.— The radius or outer limits of the inner horizontal surface shall be measured from a reference
point or points established for such purpose.
Note.— The shape of the inner horizontal surface need not necessarily be circular. Guidance on determining the extent
of the inner horizontal surface is contained in the Airport Services Manual (Doc 9137), Part 6.
4.1.6 The height of the inner horizontal surface shall be measured above an elevation datum established for such
purpose.
Note.— Guidance on determining the elevation datum is contained in the Airport Services Manual (Doc 9137), Part 6.
Approach surface
4.1.7 Description.— Approach surface. An inclined plane or combination of planes preceding the threshold.
4.1.8 Characteristics.— The limits of the approach surface shall comprise:
a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located
at a specified distance before the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended
centre line of the runway;
c) an outer edge parallel to the inner edge; and
d) the above surfaces shall be varied when lateral offset, offset or curved approaches are utilized, specifically, two
sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre
line of the lateral offset, offset or curved ground track.
4.1.9 The elevation of the inner edge shall be equal to the elevation of the midpoint of the threshold.
4.1.10 The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the
runway and shall continue containing the centre line of any lateral offset or curved ground track.
Note.— See Figure 4-2.
Inner approach surface
4.1.11 Description.— Inner approach surface. A rectangular portion of the approach surface immediately preceding
the threshold.
4.1.12 Characteristics.— The limits of the inner approach surface shall comprise:
a) an inner edge coincident with the location of the inner edge of the approach surface but of its own specified length;
b) two sides originating at the ends of the inner edge and extending parallel to the vertical plane containing the centre
line of the runway; and
c) an outer edge parallel to the inner edge.
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Chapter 4 Annex 14 — Aerodromes
B
Conical
Transitional
A A
Approach Approach Take-off climb
Inner approach Strip
Inner horizontal
Conical
B
Approach Take-off climb
Conical Inner horizontal
Transitional
Section A-A
Approach Transitional
Inner horizontal
Conical
Inner approach
Section B-B
See Figure 4-2 for inner transitional and balked landing obstacle limitation surfaces and
Attachment B for a three-dimensional view
Figure 4-1. Obstacle limitation surfaces
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Annex 14 — Aerodromes Volume I
B
A A
Balked
Inner approach
landing
Inner transitional
B
Balked
Inner transitional landing
Section A-A
Inner transitional Inner horizontal
Balked
landing
Section B-B
Figure 4-2. Inner approach, inner transitional and balked landing obstacle limitation surfaces
Transitional surface
4.1.13 Description.— Transitional surface. 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.
4.1.14 Characteristics.— The limits of a transitional surface shall comprise:
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 to the inner edge 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.
4.1.15 The elevation of a point on the lower edge shall be:
a) along the side of the approach surface — equal to the elevation of the approach surface at that point; and
b) along the strip — equal to the elevation of the nearest point on the centre line of the runway or its extension.
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Chapter 4 Annex 14 — Aerodromes
Note.— As a result of b) the transitional surface along the strip will be curved if the runway profile is curved, or a plane
if the runway profile is a straight line. The intersection of the transitional surface with the inner horizontal surface will also
be a curved or a straight line depending on the runway profile.
4.1.16 The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the
runway.
Inner transitional surface
Note.— It is intended that the inner transitional surface be the controlling obstacle limitation surface for navigation aids,
aircraft and other vehicles that must be near the runway and which is not to be penetrated except for frangible objects. The
transitional surface described in 4.1.13 is intended to remain as the controlling obstacle limitation surface for buildings, etc.
4.1.17 Description.— Inner transitional surface. A surface similar to the transitional surface but closer to the runway.
4.1.18 Characteristics.— The limits of an inner transitional surface shall comprise:
a) a lower edge beginning at the end of the inner approach surface and extending down the side of the inner approach
surface to the inner edge of that surface, from there along 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
b) an upper edge located in the plane of the inner horizontal surface.
4.1.19 The elevation of a point on the lower edge shall be:
a) along the side of the inner approach surface and balked landing surface — equal to the elevation of the particular
surface at that point; and
b) along the strip — equal to the elevation of the nearest point on the centre line of the runway or its extension.
Note.— As a result of b) the inner transitional surface along the strip will be curved if the runway profile is curved or a
plane if the runway profile is a straight line. The intersection of the inner transitional surface with the inner horizontal
surface will also be a curved or straight line depending on the runway profile.
4.1.20 The slope of the inner transitional surface shall be measured in a vertical plane at right angles to the centre line
of the runway.
Balked landing surface
4.1.21 Description.— Balked landing surface. An inclined plane located at a specified distance after the threshold,
extending between the inner transitional surface.
4.1.22 Characteristics.— The limits of the balked landing surface shall comprise:
a) an inner edge horizontal and perpendicular to the centre line of the runway and located at a specified distance after
the threshold;
b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the vertical plane
containing the centre line of the runway; and
c) an outer edge parallel to the inner edge and located in the plane of the inner horizontal surface.
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Annex 14 — Aerodromes Volume I
4.1.23 The elevation of the inner edge shall be equal to the elevation of the runway centre line at the location of the
inner edge.
4.1.24 The slope of the balked landing surface shall be measured in the vertical plane containing the centre line of the
runway.
Take-off climb surface
4.1.25 Description.— Take-off climb surface. An inclined plane or other specified surface beyond the end of a runway
or clearway.
4.1.26 Characteristics.— The limits of the take-off climb surface shall comprise:
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 and continuing thereafter at that width for the remainder of the length of the take-off climb
surface; and
c) an outer edge horizontal and perpendicular to the specified take-off track.
4.1.27 The elevation of the inner edge shall 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 shall be equal to the highest
point on the ground on the centre line of the clearway.
4.1.28 In the case of a straight take-off flight path, the slope of the take-off climb surface shall be measured in the
vertical plane containing the centre line of the runway.
4.1.29 In the case of a take-off flight path involving a turn, the take-off climb surface shall be a complex surface
containing the horizontal normals to its centre line, and the slope of the centre line shall be the same as that for a straight
take-off flight path.
4.2 Obstacle limitation requirements
Note.— The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a runway, i.e.
take-off or landing and type of approach, and are intended to be applied when such use is made of the runway. In cases
where operations are conducted to or from both directions of a runway, then the function of certain surfaces may be nullified
because of more stringent requirements of another lower surface.
Non-instrument runways
4.2.1 The following obstacle limitation surfaces shall be established for a non-instrument runway:
— conical surface;
— inner horizontal surface;
— approach surface; and
— transitional surfaces.
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Chapter 4 Annex 14 — Aerodromes
4.2.2 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those
specified in Table 4-1.
4.2.3 New objects or extensions of existing objects shall not be permitted above an approach or transitional surface
except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing
immovable object.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
4.2.4 Recommendation.— New objects or extensions of existing objects should not be permitted above the conical
surface or inner horizontal surface except when, in the opinion of the appropriate authority, the object would be shielded by
an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety
or significantly affect the regularity of operations of aeroplanes.
4.2.5 Recommendation.— Existing objects above any of the surfaces required by 4.2.1 should as far as practicable be
removed except when, in the opinion of the appropriate authority, the object is shielded by an existing immovable object, or
after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the
regularity of operations of aeroplanes.
Note.— Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner
edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded
to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the
approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may
endanger aeroplanes.
4.2.6 Recommendation.— In considering proposed construction, account should be taken of the possible future
development of an instrument runway and consequent requirement for more stringent obstacle limitation surfaces.
Non-precision approach runways
4.2.7 The following obstacle limitation surfaces shall be established for a non-precision approach runway:
— conical surface;
— inner horizontal surface;
— approach surface; and
— transitional surfaces.
4.2.8 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those
specified in Table 4-1, except in the case of the horizontal section of the approach surface (see 4.2.9).
4.2.9 The approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects:
a) a horizontal plane 150 m above the threshold elevation; or
b) the horizontal plane passing through the top of any object that governs the obstacle clearance altitude/height
(OCA/H);
whichever is the higher.
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Annex 14 — Aerodromes Volume I
Table 4-1. Dimensions and slopes of obstacle limitation surfaces — Approach runways
APPROACH RUNWAYS
RUNWAY CLASSIFICATION
Precision approach category
Non-instrument Non-precision approach I II or III
Code number Code number Code number Code number
Surface and dimensionsa 1 2 3 4 1,2 3 4 1,2 3,4 3,4
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
CONICAL
Slope 5% 5% 5% 5% 5% 5% 5% 5% 5% 5%
Height 35 m 55 m 75 m 100 m 60 m 75 m 100 m 60 m 100 m 100 m
INNER HORIZONTAL
Height 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m
Radius 2 000 m 2 500 m 4 000 m 4 000 m 3 500 m 4 000 m 4 000 m 3 500 m 4 000 m 4 000 m
INNER APPROACH
Width — — — — — — — 90 m 120 me 120 me
Distance from threshold — — — — — — — 60 m 60 m 60 m
Length — — — — — — — 900 m 900 m 900 m
Slope 2.5% 2% 2%
APPROACH
Length of inner edge 60 m 80 m 150 m 150 m 140 m 280 m 280 m 140 m 280 m 280 m
Distance from threshold 30 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m
Divergence (each side) 10% 10% 10% 10% 15% 15% 15% 15% 15% 15%
First section
Length 1 600 m 2 500 m 3 000 m 3 000 m 2 500 m 3 000 m 3 000 m 3 000 m 3 000 m 3 000 m
Slope 5% 4% 3.33% 2.5% 3.33% 2% 2% 2.5% 2% 2%
Second section
Length — — — — — 3 600 mb 3 600 mb 12 000 m 3 600 mb 3 600 mb
Slope — — — — — 2.5% 2.5% 3% 2.5% 2.5%
Horizontal section
Length — — — — — 8 400 mb 8 400 mb — 8 400 mb 8 400 mb
Total length — — — — — 15 000 m 15 000 m 15 000 m 15 000 m 15 000 m
TRANSITIONAL
Slope 20% 20% 14.3% 14.3% 20% 14.3% 14.3% 14.3% 14.3% 14.3%
INNER TRANSITIONAL
Slope — — — — — — — 40% 33.3% 33.3%
BALKED LANDING
SURFACE
Length of inner edge — — — — — — — 90 m 120 me 120 me
Distance from threshold — — — — — — — c 1 800 md 1 800 md
Divergence (each side) — — — — — — — 10% 10% 10%
Slope — — — — — — — 4% 3.33% 3.33%
a. All dimensions are measured horizontally unless specified otherwise. e. Where the code letter is F (Table 1-1), the width is increased to 140 m
b. Variable length (see 4.2.9 or 4.2.17). except for those aerodromes that accommodate a code letter F aeroplane
c. Distance to the end of strip. equipped with digital avionics that provide steering commands to
d. Or end of runway whichever is less. maintain an established track during the go-around manoeuvre.
Note.— See Circulars 301 and 345, and Chapter 4 of the
PANS-Aerodromes, Part I (Doc 9981) for further information.
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Chapter 4 Annex 14 — Aerodromes
4.2.10 New objects or extensions of existing objects shall not be permitted above an approach surface within 3 000 m
of the inner edge or above a transitional surface except when, in the opinion of the appropriate authority, the new object or
extension would be shielded by an existing immovable object.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
4.2.11 Recommendation.— New objects or extensions of existing objects should not be permitted above the approach
surface beyond 3 000 m from the inner edge, the conical surface or inner horizontal surface except when, in the opinion of
the appropriate authority, the object would be shielded by an existing immovable object, or after aeronautical study it is
determined that the object would not adversely affect the safety or significantly affect the regularity of operations of
aeroplanes.
4.2.12 Recommendation.— Existing objects above any of the surfaces required by 4.2.7 should as far as practicable
be removed except when, in the opinion of the appropriate authority, the object is shielded by an existing immovable object,
or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the
regularity of operations of aeroplanes.
Note.— Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner
edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded
to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the
approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may
endanger aeroplanes.
Precision approach runways
Note 1.— See 9.9 for information regarding siting of equipment and installations on operational areas.
Note 2.— Guidance on obstacle limitation surfaces for precision approach runways is given in the Airport Services
Manual (Doc 9137), Part 6.
4.2.13 The following obstacle limitation surfaces shall be established for a precision approach runway category I:
— conical surface;
— inner horizontal surface;
— approach surface; and
— transitional surfaces.
4.2.14 Recommendation.— The following obstacle limitation surfaces should be established for a precision approach
runway category I:
— inner approach surface;
— inner transitional surfaces; and
— balked landing surface.
4.2.15 The following obstacle limitation surfaces shall be established for a precision approach runway category II or III:
— conical surface;
— inner horizontal surface;
— approach surface and inner approach surface;
— transitional surfaces;
— inner transitional surfaces; and
— balked landing surface.
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4.2.16 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those
specified in Table 4-1, except in the case of the horizontal section of the approach surface (see 4.2.17).
4.2.17 The approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects:
a) a horizontal plane 150 m above the threshold elevation; or
b) the horizontal plane passing through the top of any object that governs the obstacle clearance limit;
whichever is the higher.
4.2.18 Fixed objects shall not be permitted above the inner approach surface, the inner transitional surface or the
balked landing surface, except for frangible objects which because of their function must be located on the strip. Mobile
objects shall not be permitted above these surfaces during the use of the runway for landing.
4.2.19 New objects or extensions of existing objects shall not be permitted above an approach surface or a transitional
surface except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing
immovable object.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
4.2.20 Recommendation.— New objects or extensions of existing objects should not be permitted above the conical
surface and the inner horizontal surface except when, in the opinion of the appropriate authority, an object would be
shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely
affect the safety or significantly affect the regularity of operations of aeroplanes.
4.2.21 Recommendation.— Existing objects above an approach surface, a transitional surface, the conical surface
and inner horizontal surface should as far as practicable be removed except when, in the opinion of the appropriate authority,
an object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not
adversely affect the safety or significantly affect the regularity of operations of aeroplanes.
Note.— Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner
edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded
to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the
approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may
endanger aeroplanes.
Runways meant for take-off
4.2.22 The following obstacle limitation surface shall be established for a runway meant for take-off:
— take-off climb surface.
4.2.23 The dimensions of the surface shall be not less than the dimensions specified in Table 4-2, except that a lesser
length may be adopted for the take-off climb surface where such lesser length would be consistent with procedural measures
adopted to govern the outward flight of aeroplanes.
4.2.24 Recommendation.— The operational characteristics of aeroplanes for which the runway is intended should be
examined to see if it is desirable to reduce the slope specified in Table 4-2 when critical operating conditions are to be
catered to. If the specified slope is reduced, corresponding adjustment in the length of the take-off climb surface should be
made so as to provide protection to a height of 300 m.
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Chapter 4 Annex 14 — Aerodromes
Note.— When local conditions differ widely from sea level standard atmospheric conditions, it may be advisable for the
slope specified in Table 4-2 to be reduced. The degree of this reduction depends on the divergence between local conditions
and sea level standard atmospheric conditions, and on the performance characteristics and operational requirements of the
aeroplanes for which the runway is intended.
4.2.25 New objects or extensions of existing objects shall not be permitted above a take-off climb surface except when,
in the opinion of the appropriate authority, the new object or extension would be shielded by an existing immovable object.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
4.2.26 Recommendation.— If no object reaches the 2 per cent (1:50) take-off climb surface, new objects should be
limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 per cent (1:62.5).
Table 4-2. Dimensions and slopes of obstacle limitation surfaces
RUNWAYS MEANT FOR TAKE-OFF
Code number
Surface and dimensionsa 1 2 3 or 4
(1) (2) (3) (4)
TAKE-OFF CLIMB
Length of inner edge 60 m 80 m 180 m
Distance from runway endb 30 m 60 m 60 m
Divergence (each side) 10% 10% 12.5%
Final width 380 m 580 m 1 200 m
1 800 mc
Length 1 600 m 2 500 m 15 000 m
Slope 5% 4% 2%d
a. All dimensions are measured horizontally unless specified otherwise.
b. The take-off climb surface starts at the end of the clearway if the clearway length exceeds the specified
distance.
c. 1 800 m when the intended track includes changes of heading greater than 15° for operations conducted in
IMC, VMC by night.
d. See 4.2.24 and 4.2.26.
4.2.27 Recommendation.— Existing objects that extend above a take-off climb surface should as far as practicable be
removed except when, in the opinion of the appropriate authority, an object is shielded by an existing immovable object, or
after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the
regularity of operations of aeroplanes.
Note.— Because of transverse slopes on a strip or clearway, in certain cases portions of the inner edge of the take-off
climb surface may be below the corresponding elevation of the strip or clearway. It is not intended that the strip or clearway
be graded to conform with the inner edge of the take-off climb surface, nor is it intended that terrain or objects which are
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above the take-off climb surface beyond the end of the strip or clearway, but below the level of the strip or clearway, be
removed unless it is considered they may endanger aeroplanes. Similar considerations apply at the junction of a clearway
and strip where differences in transverse slopes exist.
4.3 Objects outside the obstacle limitation surfaces
4.3.1 Recommendation.— Arrangements should be made to enable the appropriate authority to be consulted
concerning proposed construction beyond the limits of the obstacle limitation surfaces that extend above a height established
by that authority, in order to permit an aeronautical study of the effect of such construction on the operation of aeroplanes.
4.3.2 Recommendation.— In areas beyond the limits of the obstacle limitation surfaces, at least those objects which
extend to a height of 150 m 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.
Note.— This study may have regard to the nature of operations concerned and may distinguish between day and night
operations.
4.4 Other objects
4.4.1 Recommendation.— 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.
4.4.2 Recommendation.— Anything which may, in the opinion of the appropriate authority after aeronautical study,
endanger aeroplanes on the movement area or in the air within the limits of the inner horizontal and conical surfaces should
be regarded as an obstacle and should be removed in so far as practicable.
Note.— In certain circumstances, objects that do not project above any of the surfaces enumerated in 4.1 may constitute
a hazard to aeroplanes as, for example, where there are one or more isolated objects in the vicinity of an aerodrome.
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CHAPTER 5. VISUAL AIDS FOR NAVIGATION
5.1 Indicators and signalling devices
5.1.1 Wind direction indicator
Application
5.1.1.1 An aerodrome shall be equipped with at least one wind direction indicator.
Location
5.1.1.2 A wind direction indicator shall be located so as to be visible from aircraft in flight or on the movement area
and in such a way as to be free from the effects of air disturbances caused by nearby objects.
Characteristics
5.1.1.3 Recommendation.— The wind direction indicator should be in the form of a truncated cone made of fabric
and should have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m. It should be
constructed so that it gives a clear indication of the direction of the surface wind and a general indication of the wind speed.
The colour or colours should be so selected as to make the wind direction indicator clearly visible and understandable from
a height of at least 300 m, having regard to background. Where practicable, a single colour, preferably white or orange,
should be used. Where a combination of two colours is required to give adequate conspicuity against changing backgrounds,
they should preferably be orange and white, red and white, or black and white, and should be arranged in five alternate
bands, the first and last bands being the darker colour.
5.1.1.4 Recommendation.— The location of at least one wind direction indicator should be marked by a circular
band 15 m in diameter and 1.2 m wide. The band should be centred about the wind direction indicator support and should be
in a colour chosen to give adequate conspicuity, preferably white.
5.1.1.5 Recommendation.— Provision should be made for illuminating at least one wind indicator at an aerodrome
intended for use at night.
5.1.2 Landing direction indicator
Location
5.1.2.1 Where provided, a landing direction indicator shall be located in a conspicuous place on the aerodrome.
Characteristics
5.1.2.2 Recommendation.— The landing direction indicator should be in the form of a “T”.
ANNEX 14 — VOLUME I 5-1 8/11/18
Annex 14 — Aerodromes Volume I
0.4 m
4m 0.4 m 4m
Figure 5-1. Landing direction indicator
5.1.2.3 The shape and minimum dimensions of a landing “T” shall be as shown in Figure 5-1. The colour of the
landing “T” shall be either white or orange, the choice being dependent on the colour that contrasts best with the background
against which the indicator will be viewed. Where required for use at night the landing “T” shall either be illuminated or
outlined by white lights.
5.1.3 Signalling lamp
Application
5.1.3.1 A signalling lamp shall be provided at a controlled aerodrome in the aerodrome control tower.
Characteristics
5.1.3.2 Recommendation.— A signalling lamp should be capable of producing red, green and white signals, and of:
a) being aimed manually at any target as required;
b) giving a signal in any one colour followed by a signal in either of the two other colours; and
c) transmitting a message in any one of the three colours by Morse Code up to a speed of at least four words per
minute.
When selecting the green light, use should be made of the restricted boundary of green as specified in Appendix 1, 2.1.2.
5.1.3.3 Recommendation.— The beam spread should be not less than 1° nor greater than 3°, with negligible light
beyond 3°. When the signalling lamp is intended for use in the daytime the intensity of the coloured light should be not less
than 6 000 cd.
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Chapter 5 Annex 14 — Aerodromes
5.1.4 Signal panels and signal area
Note.— The inclusion of detailed specifications for a signal area in this section is not intended to imply that one has to
be provided. Attachment A, Section 17, provides guidance on the need to provide ground signals. Annex 2, Appendix 1,
specifies the shape, colour and use of visual ground signals. The Aerodrome Design Manual (Doc 9157), Part 4, provides
guidance on their design.
Location of signal area
5.1.4.1 Recommendation.— The signal area should be located so as to be visible for all angles of azimuth above an
angle of 10° above the horizontal when viewed from a height of 300 m.
Characteristics of signal area
5.1.4.2 The signal area shall be an even horizontal surface at least 9 m square.
5.1.4.3 Recommendation.— The colour of the signal area should be chosen to contrast with the colours of the signal
panels used, and it should be surrounded by a white border not less than 0.3 m wide.
5.2 Markings
5.2.1 General
Interruption of runway markings
5.2.1.1 At an intersection of two (or more) runways the markings of the more important runway, except for the runway
side stripe marking, shall be displayed and the markings of the other runway(s) shall be interrupted. The runway side stripe
marking of the more important runway may be either continued across the intersection or interrupted.
5.2.1.2 Recommendation.— The order of importance of runways for the display of runway markings should be as
follows:
1st — precision approach runway;
2nd — non-precision approach runway; and
3rd — non-instrument runway.
5.2.1.3 At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of
the taxiway interrupted, except that runway side stripe markings may be interrupted.
Note.— See 5.2.8.7 regarding the manner of connecting runway and taxiway centre line markings.
Colour and conspicuity
5.2.1.4 Runway markings shall be white.
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Annex 14 — Aerodromes Volume I
Note 1.— It has been found that, on runway surfaces of light colour, the conspicuity of white markings can be improved
by outlining them in black.
Note 2.— It is preferable that the risk of uneven friction characteristics on markings be reduced in so far as practicable
by the use of a suitable kind of paint.
Note 3.— Markings may consist of solid areas or a series of longitudinal stripes providing an effect equivalent to the
solid areas.
5.2.1.5 Taxiway markings, runway turn pad markings and aircraft stand markings shall be yellow.
5.2.1.6 Apron safety lines shall be of a conspicuous colour which shall contrast with that used for aircraft stand
markings.
5.2.1.7 Recommendation.— At aerodromes where operations take place at night, pavement markings should be made
with reflective materials designed to enhance the visibility of the markings.
Note.— Guidance on reflective materials is given in the Aerodrome Design Manual (Doc 9157), Part 4.
Unpaved taxiways
5.2.1.8 Recommendation.— An unpaved taxiway should be provided, so far as practicable, with the markings
prescribed for paved taxiways.
5.2.2 Runway designation marking
Application
5.2.2.1 A runway designation marking shall be provided at the thresholds of a paved runway.
5.2.2.2 Recommendation.— A runway designation marking should be provided, so far as practicable, at the
thresholds of an unpaved runway.
Location
5.2.2.3 A runway designation marking shall be located at a threshold as shown in Figure 5-2 as appropriate.
Note.— If the runway threshold is displaced from the extremity of the runway, a sign showing the designation of the
runway may be provided for aeroplanes taking off.
Characteristics
5.2.2.4 A runway designation marking shall consist of a two-digit number and on parallel runways shall be
supplemented with a letter. On a single runway, dual parallel runways and triple parallel runways the two-digit number shall
be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. On four or
more parallel runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic azimuth and the
other set of adjacent runways numbered to the next nearest one-tenth of the magnetic azimuth. When the above rule would
give a single digit number, it shall be preceded by a zero.
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Chapter 5 Annex 14 — Aerodromes
Precision
approach
category I
and non-precision
approach runways
0.45 m mnm Non-precision
Precision approach
approach category runways
30 m
II and III 0.45 m mnm
runways
20 m
Non-instrument
0.9 m mnm runways
50 m mnm
0.3 m mnm
20 m
20 m
50 m mnm
30 m
>
30 m
30 m
>
12 m
9 m mnm
12 m
6 m mnm
mnm
30 m
9m
9 m mnm
12 m 12 m 22.5 m
30 m
6 m 30 m
mnm
30 m
mnm mnm
mnm
= 1.8 m
6 m mnm 6 m mnm aprx.
2
2
A – General and all precision B – Parallel runways C – Optional pattern
approach runways
Figure 5-2. Runway designation, centre line and threshold markings
5.2.2.5 In the case of parallel runways, each runway designation number shall be supplemented by a letter as follows,
in the order shown from left to right when viewed from the direction of approach:
— for two parallel runways: “L” “R”;
— for three parallel runways: “L” “C” “R”;
— for four parallel runways: “L” “R” “L” “R”;
— for five parallel runways: “L” “C” “R” “L” “R” or “L” “R” “L” “C” “R”; and
— for six parallel runways: “L” “C” “R” “L” “C” “R”.
5.2.2.6 The numbers and letters shall be in the form and proportion shown in Figure 5-3. The dimensions shall be not
less than those shown in Figure 5-3, but where the numbers are incorporated in the threshold marking, larger dimensions
shall be used in order to fill adequately the gap between the stripes of the threshold marking.
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Annex 14 — Aerodromes Volume I
5.2.3 Runway centre line marking
Application
5.2.3.1 A runway centre line marking shall be provided on a paved runway.
Location
5.2.3.2 A runway centre line marking shall be located along the centre line of the runway between the runway
designation markings as shown in Figure 5-2, except when interrupted in compliance with 5.2.1.1.
Characteristics
5.2.3.3 A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe
plus a gap shall be not less than 50 m or more than 75 m. The length of each stripe shall be at least equal to the length of the
gap or 30 m, whichever is greater.
5.2.3.4 The width of the stripes shall be not less than:
— 0.90 m on precision approach category II and III runways;
— 0.45 m on non-precision approach runways where the code number is 3 or 4, and precision approach category I
runways; and
— 0.30 m on non-precision approach runways where the code number is 1 or 2, and on non-instrument runways.
5.2.4 Threshold marking
Application
5.2.4.1 A threshold marking shall be provided at the threshold of a paved instrument runway, and of a paved non-
instrument runway where the code number is 3 or 4 and the runway is intended for use by international commercial air
transport.
5.2.4.2 Recommendation.— A threshold marking should be provided at the threshold of a paved non-instrument
runway where the code number is 3 or 4 and the runway is intended for use by other than international commercial air
transport.
5.2.4.3 Recommendation.— A threshold marking should be provided, so far as practicable, at the thresholds of an
unpaved runway.
Note.— The Aerodrome Design Manual (Doc 9157), Part 4, shows a form of marking which has been found satisfactory
for the marking of downward slopes immediately before the threshold.
Location
5.2.4.4 The stripes of the threshold marking shall commence 6 m from the threshold.
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Chapter 5 Annex 14 — Aerodromes
0.3 1.5
1.5
1.5
1.5
2.7
2.4
2.7
3.6
1.1
1.5
0.5
2.9
1.1
4.0
9.0
1.4 0.8
5.4
1.5
4.8
0.8
3.4
2.6
1.5
1.5
1.5
3.0 3.0 3.9 3.0
2.2 3.0
1.0
2.0 2.0
1.5
1.5
0.8
3.9
4.0
0.3
1.1
0.8
1.5
9.0
2.0 1.5
9.0
0.8
5.5
5.1
1.5
1.5
1.5
3.0 3.5 3.0 2.0 3.0 6.0
1.0
3.8 0.8
1.5
1.5
2.1
3.8
9.0
1.5
4.8
5.2
2.1
1.5
1.5
5.6 3.0 3.0 3.0
Note.— All units are expressed in metres.
Figure 5-3. Form and proportions of numbers and letters
for runway designation markings
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Annex 14 — Aerodromes Volume I
Characteristics
5.2.4.5 A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed
symmetrically about the centre line of a runway as shown in Figure 5-2 (A) and (B) for a runway width of 45 m. The number
of stripes shall be in accordance with the runway width as follows:
Number of
Runway width stripes
18 m 14
23 m 16
30 m 18
45 m 12
60 m 16
except that on non-precision approach and non-instrument runways 45 m or greater in width, they may be as shown in
Figure 5-2 (C).
5.2.4.6 The stripes shall extend laterally to within 3 m of the edge of a runway or to a distance of 27 m on either side of
a runway centre line, whichever results in the smaller lateral distance. Where a runway designation marking is placed within
a threshold marking there shall be a minimum of three stripes on each side of the centre line of the runway. Where a runway
designation marking is placed above a threshold marking, the stripes shall be continued across the runway. The stripes shall
be at least 30 m long and approximately 1.80 m wide with spacings of approximately 1.80 m between them except that,
where the stripes are continued across a runway, a double spacing shall be used to separate the two stripes nearest the centre
line of the runway, and in the case where the designation marking is included within the threshold marking this spacing shall
be 22.5 m.
Transverse stripe
5.2.4.7 Recommendation.— Where a threshold is displaced from the extremity of a runway or where the extremity of
a runway is not square with the runway centre line, a transverse stripe as shown in Figure 5-4 (B) should be added to the
threshold marking.
5.2.4.8 A transverse stripe shall be not less than 1.80 m wide.
Arrows
5.2.4.9 Where a runway threshold is permanently displaced, arrows conforming to Figure 5-4 (B) shall be provided on
the portion of the runway before the displaced threshold.
5.2.4.10 When a runway threshold is temporarily displaced from the normal position, it shall be marked as shown in
Figure 5-4 (A) or 5-4 (B) and all markings prior to the displaced threshold shall be obscured except the runway centre line
marking, which shall be converted to arrows.
Note 1.— In the case where a threshold is temporarily displaced for only a short period of time, it has been found
satisfactory to use markers in the form and colour of a displaced threshold marking rather than attempting to paint this
marking on the runway.
Note 2.— When the runway before a displaced threshold is unfit for the surface movement of aircraft, closed markings,
as described in 7.1.4, are required to be provided.
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Chapter 5 Annex 14 — Aerodromes
W
Temporarily
displaced
threshold
h
5
1.2 m mnm
h = 10 m mnm
Transverse
h mnm h stripe
20 m
12 3 1.80 m mnm
50 m
Displaced
30 m
threshold
aprx. w
2
20 m
>
Dimension of
50 m
arrow head
as in ‘A’
30 m
Runway Runway
extremity extremity
A – Temporarily displaced threshold B – Temporarily or permanently
displaced threshold
Figure 5-4. Displaced threshold markings
5.2.5 Aiming point marking
Application
5.2.5.1 An aiming point marking shall be provided at each approach end of a paved instrument runway where the code
number is 2, 3 or 4.
5.2.5.2 Recommendation.— An aiming point marking should be provided at each approach end of:
a) a paved non-instrument runway where the code number is 3 or 4;
b) a paved instrument runway where the code number is 1;
when additional conspicuity of the aiming point is desirable.
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Annex 14 — Aerodromes Volume I
Location
5.2.5.3 The aiming point marking shall commence no closer to the threshold than the distance indicated in the
appropriate column of Table 5-1, except that, on a runway equipped with a visual approach slope indicator system, the
beginning of the marking shall be coincident with the visual approach slope origin.
5.2.5.4 An aiming point marking shall consist of two conspicuous stripes. The dimensions of the stripes and the lateral
spacing between their inner sides shall be in accordance with the provisions of the appropriate column of Table 5-1. Where a
touchdown zone marking is provided, the lateral spacing between the markings shall be the same as that of the touchdown
zone marking.
5.2.6 Touchdown zone marking
Application
5.2.6.1 A touchdown zone marking shall be provided in the touchdown zone of a paved precision approach runway
where the code number is 2, 3 or 4.
5.2.6.2 Recommendation.— A touchdown zone marking should be provided in the touchdown zone of a paved non-
precision approach or non-instrument runway where the code number is 3 or 4 and additional conspicuity of the touchdown
zone is desirable.
Table 5-1. Location and dimensions of aiming point marking
Landing distance available
800 m up to but not 1 200 m up to but not
Location and dimensions Less than 800 m including 1 200 m including 2 400 m 2 400 m and above
(1) (2) (3) (4) (5)
Distance from threshold to 150 m 250 m 300 m 400 m
beginning of marking
Length of stripea 30–45 m 30–45 m 45–60 m 45–60 m
Width of stripe 4m 6m 6–10 mb 6–10 mb
Lateral spacing between inner 6 mc 9 mc 18–22.5 m 18–22.5 m
sides of stripes
a. The greater dimensions of the specified ranges are intended to be used where increased conspicuity is required.
b. The lateral spacing may be varied within these limits to minimize the contamination of the marking by rubber deposits.
c. These figures were deduced by reference to the outer main gear wheel span which is element 2 of the aerodrome reference code at Chapter 1,
Table 1-1.
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Chapter 5 Annex 14 — Aerodromes
Location and characteristics
5.2.6.3 A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the
runway centre line with the number of such pairs related to the landing distance available and, where the marking is to be
displayed at both the approach directions of a runway, the distance between the thresholds, as follows:
Landing distance available
or the distance between thresholds Pair(s) of markings
less than 900 m 1
900 m up to but not including 1 200 m 2
1 200 m up to but not including 1 500 m 3
1 500 m up to but not including 2 400 m 4
2 400 m or more 6
5.2.6.4 A touchdown zone marking shall conform to either of the two patterns shown in Figure 5-5. For the pattern
shown in Figure 5-5 (A), the markings shall be not less than 22.5 m long and 3 m wide. For the pattern shown in Figure 5-5
(B), each stripe of each marking shall be not less than 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent
stripes. The lateral spacing between the inner sides of the rectangles shall be equal to that of the aiming point marking where
provided. Where an aiming point marking is not provided, the lateral spacing between the inner sides of the rectangles shall
correspond to the lateral spacing specified for the aiming point marking in Table 5-1 (columns 2, 3, 4 or 5, as appropriate).
The pairs of markings shall be provided at longitudinal spacings of 150 m beginning from the threshold, except that pairs of
touchdown zone markings coincident with or located within 50 m of an aiming point marking shall be deleted from the
pattern.
5.2.6.5 Recommendation.— On a non-precision approach runway where the code number is 2, an additional pair of
touchdown zone marking stripes should be provided 150 m beyond the beginning of the aiming point marking.
5.2.7 Runway side stripe marking
Application
5.2.7.1 A runway side stripe marking shall be provided between the thresholds of a paved runway where there is a lack
of contrast between the runway edges and the shoulders or the surrounding terrain.
5.2.7.2 Recommendation.— A runway side stripe marking should be provided on a precision approach runway
irrespective of the contrast between the runway edges and the shoulders or the surrounding terrain.
Location
5.2.7.3 Recommendation.— A runway side stripe marking should consist of two stripes, one placed along each edge
of the runway with the outer edge of each stripe approximately on the edge of the runway, except that, where the runway is
greater than 60 m in width, the stripes should be located 30 m from the runway centre line.
5.2.7.4 Recommendation.— Where a runway turn pad is provided, the runway side stripe marking should be
continued between the runway and the runway turn pad.
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Annex 14 — Aerodromes Volume I
150 m 150 m
150 m 150 m
Touchdown Touchdown
zone zone
markings markings
300 m 300 m
Aiming point marking
(see Table 5-1 for
location and dimensions)
150 m 150 m
400 m
18 m Stripes 400 m
22.5 m 1.8 m width
1.5 m spacing
22.5 m mnm length 18 m
22.5 m
Runway
150 m side
150 m stripe
markings
A – Basic pattern B – With distance coding
Figure 5-5. Aiming point and touchdown zone markings
(illustrated for a runway with a length of 2 400 m or more)
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Chapter 5 Annex 14 — Aerodromes
Characteristics
5.2.7.5 Recommendation.— A runway side stripe should have an overall width of at least 0.9 m on runways 30 m or
more in width and at least 0.45 m on narrower runways.
5.2.8 Taxiway centre line marking
Application
5.2.8.1 Taxiway centre line marking shall be provided on a paved taxiway, de-icing/anti-icing facility and apron where
the code number is 3 or 4 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.
5.2.8.2 Recommendation.— Taxiway centre line marking should be provided on a paved taxiway, de-icing/anti-icing
facility and apron where the code number is 1 or 2 in such a way as to provide continuous guidance between the runway
centre line and aircraft stands.
5.2.8.3 Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi-
route and:
a) there is no runway centre line marking; or
b) where the taxiway centre line is not coincident with the runway centre line.
5.2.8.4 Recommendation.— Where it is necessary to denote the proximity of a runway-holding position, enhanced
taxiway centre line marking should be provided.
Note.— The provision of enhanced taxiway centre line marking may form part of runway incursion prevention measures.
5.2.8.5 Where provided, enhanced taxiway centre line marking shall be installed at each taxiway/runway intersection.
Location
5.2.8.6 Recommendation.— 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.
Note.— See 3.9.5 and Figure 3-2.
5.2.8.7 Recommendation.— At an intersection of a taxiway with a runway where the taxiway serves as an exit from
the runway, the taxiway centre line marking should be curved into the runway centre line marking as shown in Figures 5-6
and 5-26. The taxiway centre line marking should be extended parallel to the runway centre line marking for a distance of at
least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code
number is 1 or 2.
5.2.8.8 Recommendation.— Where taxiway centre line marking is provided on a runway in accordance with 5.2.8.3,
the marking should be located on the centre line of the designated taxiway.
5.2.8.9 Where provided:
a) An enhanced taxiway centre line marking shall extend from the runway-holding position Pattern A (as defined in
Figure 5-6, Taxiway markings) to a distance of up to 47 m in the direction of travel away from the runway. See
Figure 5-7 (a).
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Annex 14 — Aerodromes Volume I
See 5.2.10.1
and 3.12.2
Runway -holding
position marking
– pattern A
(See Figure 5-8)
0.15 m
60 m m nm
INTERMEDIATE HOLDING
POSITION MARKING Runway-holding
position marking
– pattern A
0.9 m
(See Figure 5-8)
0.3 m
Runway-holding
0.9 m
position marking
0.15 m See 5.2.10.1
– pattern B and 3.12.2
(See Figure 5-8)
0.9 m
0.9 m
Figure 5-6. Taxiway markings
(shown with basic runway markings)
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Chapter 5 Annex 14 — Aerodromes
0.9 m 0.9 m
0.9 m
(b) Second hold position
0.9 m 1.5 m 1.5 m
3m at least 3 dashes
1m
47 m
(c) Intersecting Taxiway
A D D A
B C B
47 m
A 7.5 – 15 cm (Note 1)
B 15 cm
C 15.– 30 cm (Note 2) (d) "T" Intersection
D 15 cm
Note 1: Black background for contrast on
light-coloured pavements.
Note 2: Continuous yellow centre line.
(a) Dimensions
(e) Between two holding positions
Figure 5-7. Enhanced taxiway centre line marking
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Annex 14 — Aerodromes Volume I
b) If the enhanced taxiway centre line marking intersects another runway-holding position marking, such as for a
precision approach category II or III runway, that is located within 47 m of the first runway-holding position
marking, the enhanced taxiway centre line marking shall be interrupted 0.9 m prior to and after the intersected
runway-holding position marking. The enhanced taxiway centre line marking shall continue beyond the intersected
runway-holding position marking for at least three dashed line segments or 47 m from start to finish, whichever is
greater. See Figure 5-7 (b).
c) If the enhanced taxiway centre line marking continues through a taxiway/taxiway intersection that is located within
47 m of the runway-holding position marking, the enhanced taxiway centre line marking shall be interrupted 1.5 m
prior to and after the point where the intersected taxiway centre line crosses the enhanced taxiway centre line. The
enhanced taxiway centre line marking shall continue beyond the taxiway/taxiway intersection for at least three
dashed line segments or 47 m from start to finish, whichever is greater. See Figure 5-7 (c).
d) Where two taxiway centre lines converge at or before the runway-holding position marking, the inner dashed line
shall not be less than 3 m in length. See Figure 5-7 (d).
e) Where there are two opposing runway-holding position markings and the distance between the markings is less than
94 m, the enhanced taxiway centre line markings shall extend over this entire distance. The enhanced taxiway centre
line markings shall not extend beyond either runway-holding position marking. See Figure 5-7 (e).
Characteristics
5.2.8.10 A taxiway centre line marking shall be at least 15 cm in width and continuous in length except where it
intersects with a runway-holding position marking or an intermediate holding position marking as shown in Figure 5-6.
5.2.8.11 Enhanced taxiway centre line marking shall be as shown in Figure 5-7.
5.2.9 Runway turn pad marking
Application
5.2.9.1 Where a runway turn pad is provided, a runway turn pad marking shall be provided for continuous guidance to
enable an aeroplane to complete a 180-degree turn and align with the runway centre line.
Location
5.2.9.2 Recommendation.— The runway turn pad marking should be curved from the runway centre line into the turn
pad. The radius of the curve should be compatible with the manoeuvring capability and normal taxiing speeds of the
aeroplanes for which the runway turn pad is intended. The intersection angle of the runway turn pad marking with the
runway centre line should not be greater than 30 degrees.
5.2.9.3 Recommendation.— The runway turn pad marking should be extended parallel to the runway centre line
marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at
least 30 m where the code number is 1 or 2.
5.2.9.4 Recommendation.— A runway turn pad marking should guide the aeroplane in such a way as to allow a
straight portion of taxiing before the point where a 180-degree turn is to be made. The straight portion of the runway turn
pad marking should be parallel to the outer edge of the runway turn pad.
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Chapter 5 Annex 14 — Aerodromes
5.2.9.5 Recommendation.— The design of the curve allowing the aeroplane to negotiate a 180-degree turn should be
based on a nose wheel steering angle not exceeding 45 degrees.
5.2.9.6 Recommendation.— The design of the turn pad marking should be such that, when the cockpit of the
aeroplane remains over the runway turn pad marking, the clearance distance between any wheel of the aeroplane landing
gear and the edge of the runway turn pad should be not less than those specified in 3.3.6.
Note.— For ease of manoeuvring, consideration may be given to providing a larger wheel-to-edge clearance for codes E
and F aeroplanes.
Characteristics
5.2.9.7 A runway turn pad marking shall be at least 15 cm in width and continuous in length.
5.2.10 Runway-holding position marking
Application and location
5.2.10.1 A runway-holding position marking shall be displayed along a runway-holding position.
Note.— See 5.4.2 concerning the provision of signs at runway-holding positions.
Characteristics
5.2.10.2 At an intersection of a taxiway and a non-instrument, non-precision approach or take-off runway, the runway-
holding position marking shall be as shown in Figure 5-6, pattern A.
5.2.10.3 Where a single runway-holding position is provided at an intersection of a taxiway and a precision approach
category I, II or III runway, the runway-holding position marking shall be as shown in Figure 5-6, pattern A. Where two or
three runway-holding positions are provided at such an intersection, the runway-holding position marking closer (closest) to
the runway shall be as shown in Figure 5-6, pattern A and the markings farther from the runway shall be as shown in
Figure 5-6, pattern B.
5.2.10.4 The runway-holding position marking displayed at a runway-holding position established in accordance with
3.12.3 shall be as shown in Figure 5-6, pattern A.
5.2.10.5 Until 26 November 2026, the dimensions of runway-holding position markings shall be as shown in
Figure 5-8, pattern A1 (or A2) or pattern B1 (or B2), as appropriate.
5.2.10.6 As of 26 November 2026, the dimensions of runway-holding position markings shall be as shown in
Figure 5-8, pattern A2 or pattern B2, as appropriate.
5.2.10.7 Recommendation.— Where increased conspicuity of the runway-holding position is required, the dimensions
of runway-holding position marking should be as shown in Figure 5-8, pattern A2 or pattern B2, as appropriate.
Note.— An increased conspicuity of the runway-holding position can be required, notably to avoid incursion risks.
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PATTERN A1: PATTERN A2: PATTERN B1: PATTERN B2:
4 lines and 4 lines and 2 lines at 2 lines at
3 spaces at 3 spaces at 0.3 m each 0.3 m each
0.15 m each 0.3 m each 1 space at 0.6 m 1 space at 1.5 m
1.05 m 2.10 m 1.2 m 2.10 m
0.3 m
0.9 m
0.15 m 0.9 m
0.9 m 0.9 m 3.0 m
0.3 m 0.3 m
0.3 m 0.3 m
0.15 m 0.3 m
0.6 m 1.5 m
Figure 5-8. Runway-holding position markings
Note.— Patterns A1 and B1 are no longer valid after 2026.
5.2.10.8 Recommendation.— Where a pattern B runway-holding position marking is located on an area where it
would exceed 60 m in length, the term “CAT II” or “CAT III” as appropriate should be marked on the surface at the ends of
the runway-holding position marking and at equal intervals of 45 m maximum between successive marks. The letters should
be not less than 1.8 m high and should be placed not more than 0.9 m beyond the holding position marking.
5.2.10.9 The runway-holding position marking displayed at a runway/runway intersection shall be perpendicular to the
centre line of the runway forming part of the standard taxi-route. The pattern of the marking shall be as shown in Figure 5-8,
pattern A2.
5.2.11 Intermediate holding position marking
Application and location
5.2.11.1 Recommendation.— An intermediate holding position marking should be displayed along an intermediate
holding position.
5.2.11.2 Recommendation.— An intermediate holding position marking should be displayed at the exit boundary of a
remote de-icing/anti-icing facility adjoining a taxiway.
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5.2.11.3 Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it shall
be located across the taxiway at sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance
between taxiing aircraft. It shall be coincident with a stop bar or intermediate holding position lights, where provided.
5.2.11.4 The distance between an intermediate holding position marking at the exit boundary of a remote de-icing/
anti-icing facility and the centre line of the adjoining taxiway shall not be less than the dimension specified in Table 3-1,
column 11.
Characteristics
5.2.11.5 An intermediate holding position marking shall consist of a single broken line as shown in Figure 5-6.
5.2.12 VOR aerodrome checkpoint marking
Application
5.2.12.1 When a VOR aerodrome checkpoint is established, it shall be indicated by a VOR aerodrome checkpoint
marking and sign.
Note.— See 5.4.4 for VOR aerodrome checkpoint sign.
5.2.12.2 Site selection
Note.— Guidance on the selection of sites for VOR aerodrome checkpoints is given in Annex 10, Volume I, Attachment E.
Location
5.2.12.3 A VOR aerodrome checkpoint marking shall be centred on the spot at which an aircraft is to be parked to
receive the correct VOR signal.
Characteristics
5.2.12.4 A VOR aerodrome checkpoint marking shall consist of a circle 6 m in diameter and have a line width of
15 cm (see Figure 5-9 (A)).
5.2.12.5 Recommendation.— When it is preferable for an aircraft to be aligned in a specific direction, a line should
be provided that passes through the centre of the circle on the desired azimuth. The line should extend 6 m outside the circle
in the desired direction of heading and terminate in an arrowhead. The width of the line should be 15 cm (see Figure 5-9 (B)).
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15 cm 15 cm
15 cm
6m 6m 6m
A. – WITHOUT DIRECTION LINE B. – WITH DIRECTION LINE
Note.— A direction line need only be provided when an aircraft must be aligned in a specific direction.
Figure 5-9. VOR aerodrome checkpoint marking
5.2.12.6 Recommendation.— A VOR aerodrome checkpoint marking should preferably be white in colour but should
differ from the colour used for the taxiway markings.
Note.— To provide contrast, markings may be bordered with black.
5.2.13 Aircraft stand marking
Note.— Guidance on the layout of aircraft stand markings is contained in the Aerodrome Design Manual (Doc 9157),
Part 4.
Application
5.2.13.1 Recommendation.— Aircraft stand markings should be provided for designated parking positions on a paved
apron and on a de-icing/anti-icing facility.
Location
5.2.13.2 Recommendation.— Aircraft stand markings on a paved apron and on a de-icing/anti-icing facility should
be located so as to provide the clearances specified in 3.13.6 and in 3.15.9, respectively, when the nose wheel follows the
stand marking.
Characteristics
5.2.13.3 Recommendation.— Aircraft stand markings should include such elements as stand identification, lead-in
line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the parking configuration and to
complement other parking aids.
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5.2.13.4 Recommendation.— An aircraft stand identification (letter and/or number) should be included in the lead-in
line a short distance after the beginning of the lead-in line. The height of the identification should be adequate to be readable
from the cockpit of aircraft using the stand.
5.2.13.5 Recommendation.— Where two sets of aircraft stand markings are superimposed on each other in order to
permit more flexible use of the apron and it is difficult to identify which stand marking should be followed, or safety would be
impaired if the wrong marking was followed, then identification of the aircraft for which each set of markings is intended
should be added to the stand identification.
Note.— Example: 2A-B747, 2B-F28.
5.2.13.6 Recommendation.— Lead-in, turning and lead-out lines should normally be continuous in length and have a
width of not less than 15 cm. Where one or more sets of stand markings are superimposed on a stand marking, the lines
should be continuous for the most demanding aircraft and broken for other aircraft.
5.2.13.7 Recommendation.— 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.
5.2.13.8 Recommendation.— Where it is intended that an aircraft proceed in one direction only, arrows pointing in
the direction to be followed should be added as part of the lead-in and lead-out lines.
5.2.13.9 Recommendation.— A turn bar should be located at right angles to the lead-in line, abeam the left pilot
position at the point of initiation of any intended turn. It should have a length and width of not less than 6 m and 15 cm,
respectively, and include an arrowhead to indicate the direction of turn.
Note.— The distances to be maintained between the turn bar and the lead-in line may vary according to different aircraft
types, taking into account the pilot’s field of view.
5.2.13.10 Recommendation.— If more than one turn bar and/or stop line is required, they should be coded.
5.2.13.11 Recommendation.— An alignment bar should be placed so as to be coincident with the extended centre line
of the aircraft in the specified parking position and visible to the pilot during the final part of the parking manoeuvre. It
should have a width of not less than 15 cm.
5.2.13.12 Recommendation.— A stop line should be located at right angles to the alignment bar, abeam the left pilot
position at the intended point of stop. It should have a length and width of not less than 6 m and 15 cm, respectively.
Note.— The distances to be maintained between the stop line and the lead-in line may vary according to different
aircraft types, taking into account the pilot’s field of view.
5.2.14 Apron safety lines
Note.— Guidance on apron safety lines is contained in the Aerodrome Design Manual (Doc 9157), Part 4.
Application
5.2.14.1 Recommendation.— Apron safety lines should be provided on a paved apron as required by the parking
configurations and ground facilities.
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Location
5.2.14.2 Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other
aircraft servicing equipment, etc., to provide safe separation from aircraft.
Characteristics
5.2.14.3 Recommendation.— Apron safety lines should include such elements as wing tip clearance lines and service
road boundary lines as required by the parking configurations and ground facilities.
5.2.14.4 Recommendation.— An apron safety line should be continuous in length and at least 10 cm in width.
5.2.15 Road-holding position marking
Application
5.2.15.1 A road-holding position marking shall be provided at all road entrances to a runway.
Location
5.2.15.2 The road-holding position marking shall be located across the road at the holding position.
Characteristics
5.2.15.3 The road-holding position marking shall be in accordance with the local road traffic regulations.
5.2.16 Mandatory instruction marking
Note.— Guidance on mandatory instruction marking is given in the Aerodrome Design Manual (Doc 9157), Part 4.
Application
5.2.16.1 Where it is impracticable to install a mandatory instruction sign in accordance with 5.4.2.1, a mandatory
instruction marking shall be provided on the surface of the pavement.
5.2.16.2 Recommendation.— Where operationally required, such as on taxiways exceeding 60 m in width, or to assist
in the prevention of a runway incursion, a mandatory instruction sign should be supplemented by a mandatory instruction
marking.
Location
5.2.16.3 The mandatory instruction marking on taxiways where the code letter is A, B, C or D shall be located across
the taxiway equally placed about the taxiway centre line and on the holding side of the runway-holding position marking as
shown in Figure 5-10 (A). The distance between the nearest edge of the marking and the runway-holding position marking or
the taxiway centre line marking shall be not less than 1 m.
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Chapter 5 Annex 14 — Aerodromes
1 m mnm
1 m mnm
1 m mnm
1m
A – Taxiways of code letters A, B, C or D B – Taxiways of code letters E or F
Figure 5-10. Mandatory instruction marking
5.2.16.4 The mandatory instruction marking on taxiways where the code letter is E or F shall be located on both sides
of the taxiway centre line marking and on the holding side of the runway-holding position marking as shown in
Figure 5-10 (B). The distance between the nearest edge of the marking and the runway-holding position marking or the
taxiway centre line marking shall be not less than 1 m.
5.2.16.5 Recommendation.— Except where operationally required, a mandatory instruction marking should not be
located on a runway.
Characteristics
5.2.16.6 A mandatory instruction marking shall consist of an inscription in white on a red background. Except for a
NO ENTRY marking, the inscription shall provide information identical to that of the associated mandatory instruction sign.
5.2.16.7 A NO ENTRY marking shall consist of an inscription in white reading NO ENTRY on a red background.
5.2.16.8 Where there is insufficient contrast between the marking and the pavement surface, the mandatory instruction
marking shall include an appropriate border, preferably white or black.
5.2.16.9 Recommendation.— The character height should be 4 m for inscriptions where the code letter is C, D, E or
F, and 2 m where the code letter is A or B. The inscriptions should be in the form and proportions shown in Appendix 3.
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5.2.16.10 Recommendation.— The background should be rectangular and extend a minimum of 0.5 m laterally and
vertically beyond the extremities of the inscription.
5.2.17 Information marking
Note.— Guidance on information marking is contained in the Aerodrome Design Manual (Doc 9157), Part 4.
Application
5.2.17.1 Where an information sign would normally be installed and is impractical to install, as determined by the
appropriate authority, an information marking shall be displayed on the surface of the pavement.
5.2.17.2 Recommendation.— Where operationally required an information sign should be supplemented by an
information marking.
5.2.17.3 Recommendation.— An information (location/direction) marking should be displayed prior to and following
complex taxiway intersections and where operational experience has indicated the addition of a taxiway location marking
could assist flight crew ground navigation.
5.2.17.4 Recommendation.— An information (location) marking should be displayed on the pavement surface at
regular intervals along taxiways of great length.
Location
5.2.17.5 Recommendation.— The information marking should be displayed across the surface of the taxiway or
apron where necessary and positioned so as to be legible from the cockpit of an approaching aircraft.
Characteristics
5.2.17.6 An information marking shall consist of:
a) an inscription in yellow upon a black background, when it replaces or supplements a location sign; and
b) an inscription in black upon a yellow background, when it replaces or supplements a direction or destination sign.
5.2.17.7 Where there is insufficient contrast between the marking background and the pavement surface, the marking
shall include:
a) a black border where the inscriptions are in black; and
b) a yellow border where the inscriptions are in yellow.
5.2.17.8 Recommendation.— The character height should be 4 m. The inscriptions should be in the form and
proportions shown in Appendix 3.
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Chapter 5 Annex 14 — Aerodromes
5.3 Lights
5.3.1 General
Lights which may endanger the safety of aircraft
5.3.1.1 A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be
extinguished, screened or otherwise modified so as to eliminate the source of danger.
Laser emissions which may endanger the safety of aircraft
5.3.1.2 Recommendation.— To protect the safety of aircraft against the hazardous effects of laser emitters, the
following protected zones should be established around aerodromes:
— a laser-beam free flight zone (LFFZ)
— a laser-beam critical flight zone (LCFZ)
— a laser-beam sensitive flight zone (LSFZ).
Note 1.— Figures 5-11, 5-12 and 5-13 may be used to determine the exposure levels and distances that adequately
protect flight operations.
Note 2.— The restrictions on the use of laser beams in the three protected flight zones, LFFZ, LCFZ and LSFZ, refer to
visible laser beams only. Laser emitters operated by the authorities in a manner compatible with flight safety are excluded. In
all navigable airspace, the irradiance level of any laser beam, visible or invisible, is expected to be less than or equal to the
maximum permissible exposure (MPE) unless such emission has been notified to the authority and permission obtained.
Note 3.— The protected flight zones are established in order to mitigate the risk of operating laser emitters in the vicinity
of aerodromes.
Note 4.— Further guidance on how to protect flight operations from the hazardous effects of laser emitters is contained
in the Manual on Laser Emitters and Flight Safety (Doc 9815).
Note 5.— See also Annex 11 — Air Traffic Services, Chapter 2.
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Laser-beam
sensitive
flight zone
Laser-beam
critical
flight zone
18 500 m
Aerodrome
reference
point
Laser-beam To be determined by
local aerodrome
free flight operations
zone
Note.— The dimensions indicated are given as guidance only.
Figure 5-11. Protected flight zones
9 300 m
3 700 m 3 700 m
9 300 m 1 500 m
3 700 m
3 700 m
3 700 m
5 600 m
Note.— The dimensions indicated are given as guidance only.
Figure 5-12. Multiple runway laser-beam free flight zone
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Chapter 5 Annex 14 — Aerodromes
PROTECTED FLIGHT ZONES
Elevation
local aerodrome operations
local aerodrome operations
To be determined by
To be determined by
Laser-beam sensitive flight zone
100 W/cm2
2 400 m AGL
2 400 m AGL
Laser-beam critical flight zone
5 W/cm2
600 m
600 m
AGL
AGL
Laser-beam free flight zone
50 nW/cm2
To be 5 600 m 3 700 m To be
determined determined
18 500 m 18 500 m
Aerodrome reference point (ARP)
Figure 5-13. Protected flight zones with indication of maximum
irradiance levels for visible laser beams
Lights which may cause confusion
5.3.1.3 Recommendation.— 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 areas described hereunder:
a) Instrument runway — code number 4:
within the areas before the threshold and beyond the end of the runway extending at least 4 500 m in length from the
threshold and runway end and 750 m either side of the extended runway centre line in width.
b) Instrument runway — code number 2 or 3:
as in a), except that the length should be at least 3 000 m.
c) Instrument runway — code number 1;
and non-instrument runway:
within the approach area.
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Aeronautical ground lights which may cause confusion to mariners
Note.— In the case of aeronautical ground lights near navigable waters, consideration needs to be given to ensuring that
the lights do not cause confusion to mariners.
Light fixtures and supporting structures
Note.— See 9.9 for information regarding siting of equipment and installations on operational areas, and the Aerodrome
Design Manual (Doc 9157), Part 6, for guidance on frangibility of light fixtures and supporting structures.
Elevated approach lights
5.3.1.4 Elevated approach lights and their supporting structures shall be frangible except that, in that portion of the
approach lighting system beyond 300 m from the threshold:
a) where the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top
12 m only; and
b) where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends
above the surrounding objects shall be frangible.
5.3.1.5 When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be
suitably marked.
Elevated lights
5.3.1.6 Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be sufficiently low to
preserve clearance for propellers and for the engine pods of jet aircraft.
Surface lights
5.3.1.7 Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so designed and fitted as
to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves.
5.3.1.8 Recommendation.— The temperature produced by conduction or radiation at the interface between an
installed inset light and an aircraft tire should not exceed 160°C during a 10-minute period of exposure.
Note.— Guidance on measuring the temperature of inset lights is given in the Aerodrome Design Manual (Doc 9157),
Part 4.
Light intensity and control
Note.— In dusk or poor visibility conditions by day, lighting can be more effective than marking. For lights to be
effective in such conditions or in poor visibility by night, they must be of adequate intensity. To obtain the required intensity,
it will usually be necessary to make the light directional, in which case the arcs over which the light shows will have to be
adequate and so orientated as to meet the operational requirements. The runway lighting system will have to be considered
as a whole, to ensure that the relative light intensities are suitably matched to the same end. (See Attachment A, Section 16,
and the Aerodrome Design Manual (Doc 9157), Part 4).
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Chapter 5 Annex 14 — Aerodromes
5.3.1.9 The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in
which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when
provided.
Note.— While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good
practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing
during approach.
5.3.1.10 Where a high-intensity lighting system is provided, a suitable intensity control shall be incorporated to allow
for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods
shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities:
— approach lighting system;
— runway edge lights;
— runway threshold lights;
— runway end lights;
— runway centre line lights;
— runway touchdown zone lights; and
— taxiway centre line lights.
5.3.1.11 On the perimeter of and within the ellipse defining the main beam in Appendix 2, Figures A2-1 to A2-10, the
maximum light intensity value shall not be greater than three times the minimum light intensity value measured in
accordance with Appendix 2, collective notes for Figures A2-1 to A2-11 and A2-26, Note 2.
5.3.1.12 On the perimeter of and within the rectangle defining the main beam in Appendix 2, Figures A2-12 to A2-20,
the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in
accordance with Appendix 2, collective notes for Figures A2-12 to A2-21, Note 2.
5.3.2 Emergency lighting
Application
5.3.2.1 Recommendation.— At an aerodrome provided with runway lighting and without a secondary power supply,
sufficient emergency lights should be conveniently available for installation on at least the primary runway in the event of
failure of the normal lighting system.
Note.— Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas.
Location
5.3.2.2 Recommendation.— When installed on a runway the emergency lights should, as a minimum, conform to the
configuration required for a non-instrument runway.
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Characteristics
5.3.2.3 Recommendation.— The colour of the emergency lights should conform to the colour requirements for
runway lighting, except that, where the provision of coloured lights at the threshold and the runway end is not practicable,
all lights may be variable white or as close to variable white as practicable.
5.3.3 Aeronautical beacons
Application
5.3.3.1 Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each
aerodrome intended for use at night.
5.3.3.2 The operational requirement shall be determined having regard to the requirements of the air traffic using the
aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and
non-visual aids useful in locating the aerodrome.
Aerodrome beacon
5.3.3.3 An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the
following conditions exist:
a) aircraft navigate predominantly by visual means;
b) reduced visibilities are frequent; or
c) it is difficult to locate the aerodrome from the air due to surrounding lights or terrain.
Location
5.3.3.4 The aerodrome beacon shall be located on or adjacent to the aerodrome in an area of low ambient background
lighting.
5.3.3.5 Recommendation.— The location of the beacon should be such that the beacon is not shielded by objects in
significant directions and does not dazzle a pilot approaching to land.
Characteristics
5.3.3.6 The aerodrome beacon shall show either coloured flashes alternating with white flashes, or white flashes only.
The frequency of total flashes shall be from 20 to 30 per minute. Where used, the coloured flashes emitted by beacons at land
aerodromes shall be green, and coloured flashes emitted by beacons at water aerodromes shall be yellow. In the case of a
combined water and land aerodrome, coloured flashes, if used, shall have the colour characteristics of whichever section of
the aerodrome is designated as the principal facility.
5.3.3.7 The light from the beacon shall show at all angles of azimuth. The vertical light distribution shall extend
upwards from an elevation of not more than 1° to an elevation determined by the appropriate authority to be sufficient to
provide guidance at the maximum elevation at which the beacon is intended to be used, and the effective intensity of the flash
shall be not less than 2 000 cd.
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Chapter 5 Annex 14 — Aerodromes
Note.— At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the
flash may be required to be increased by a factor up to a value of 10.
Identification beacon
Application
5.3.3.8 An identification beacon shall be provided at an aerodrome which is intended for use at night and cannot be
easily identified from the air by other means.
Location
5.3.3.9 The identification beacon shall be located on the aerodrome in an area of low ambient background lighting.
5.3.3.10 Recommendation.— The location of the beacon should be such that the beacon is not shielded by objects in
significant directions and does not dazzle a pilot approaching to land.
Characteristics
5.3.3.11 An identification beacon at a land aerodrome shall show at all angles of azimuth. The vertical light
distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the appropriate
authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used, and the
effective intensity of the flash shall be not less than 2 000 cd.
Note.— At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the
flash may be required to be increased by a factor up to a value of 10.
5.3.3.12 An identification beacon shall show flashing-green at a land aerodrome and flashing-yellow at a water
aerodrome.
5.3.3.13 The identification characters shall be transmitted in the International Morse Code.
5.3.3.14 Recommendation.— The speed of transmission should be between six and eight words per minute, the
corresponding range of duration of the Morse dots being from 0.15 to 0.2 seconds per dot.
5.3.4 Approach lighting systems
Application
5.3.4.1 Application
A.— Non-instrument runway
Recommendation.— Where physically practicable, a simple approach lighting system as specified in 5.3.4.2 to 5.3.4.9
should be provided to serve a non-instrument runway where the code number is 3 or 4 and intended for use at night, except
when the runway is used only in conditions of good visibility and sufficient guidance is provided by other visual aids.
Note.— A simple approach lighting system can also provide visual guidance by day.
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B.— Non-precision approach runway
Where physically practicable, a simple approach lighting system as specified in 5.3.4.2 to 5.3.4.9 shall be provided to
serve a non-precision approach runway, except when the runway is used only in conditions of good visibility or sufficient
guidance is provided by other visual aids.
Note.— It is advisable to give consideration to the installation of a precision approach category I lighting system or to
the addition of a runway lead-in lighting system.
C.— Precision approach runway category I
Where physically practicable, a precision approach category I lighting system as specified in 5.3.4.10 to 5.3.4.21 shall be
provided to serve a precision approach runway category I.
D.— Precision approach runway categories II and III
A precision approach category II and III lighting system as specified in 5.3.4.22 to 5.3.4.39 shall be provided to serve a
precision approach runway category II or III.
Simple approach lighting system
Location
5.3.4.2 A simple approach lighting system shall consist of a row of lights on the extended centre line of the runway
extending, whenever possible, over a distance of not less than 420 m from the threshold with a row of lights forming a
crossbar 18 m or 30 m in length at a distance of 300 m from the threshold.
5.3.4.3 The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to,
and bisected by, the line of the centre line lights. The lights of the crossbar shall be spaced so as to produce a linear effect,
except that, when a crossbar of 30 m is used, gaps may be left on each side of the centre line. These gaps shall be kept to a
minimum to meet local requirements and each shall not exceed 6 m.
Note 1.— Spacings for the crossbar lights between 1 m and 4 m are in use. Gaps on each side of the centre line may
improve directional guidance when approaches are made with a lateral error, and facilitate the movement of rescue and
firefighting vehicles.
Note 2.— See Attachment A, Section 12, for guidance on installation tolerances.
5.3.4.4 The lights forming the centre line shall be placed at longitudinal intervals of 60 m, except that, when it is
desired to improve the guidance, an interval of 30 m may be used. The innermost light shall be located either 60 m or 30 m
from the threshold, depending on the longitudinal interval selected for the centre line lights.
5.3.4.5 Recommendation.— If it is not physically possible to provide a centre line extending for a distance of 420 m
from the threshold, it should be extended to 300 m so as to include the crossbar. If this is not possible, the centre line lights
should be extended as far as practicable, and each centre line light should then consist of a barrette at least 3 m in length.
Subject to the approach system having a crossbar at 300 m from the threshold, an additional crossbar may be provided at
150 m from the threshold.
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Chapter 5 Annex 14 — Aerodromes
5.3.4.6 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:
a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a
distance of 60 m from the centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities)
shall be screened from an approaching aircraft.
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and
lighted accordingly.
Characteristics
5.3.4.7 The lights of a simple approach lighting system shall be fixed lights and the colour of the lights shall be such as
to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting if
present. Each centre line light shall consist of either:
a) a single source; or
b) a barrette at least 3 m in length.
Note 1.— When the barrette as in b) is composed of lights approximating to point sources, a spacing of 1.5 m between
adjacent lights in the barrette has been found satisfactory.
Note 2.— It may be advisable to use barrettes 4 m in length if it is anticipated that the simple approach lighting system
will be developed into a precision approach lighting system.
Note 3.— At locations where identification of the simple approach lighting system is difficult at night due to surrounding
lights, sequence flashing lights installed in the outer portion of the system may resolve this problem.
5.3.4.8 Recommendation.— Where provided for a non-instrument runway, the lights should show at all angles in
azimuth necessary to a pilot on base leg and final approach. The intensity of the lights should be adequate for all conditions
of visibility and ambient light for which the system has been provided.
5.3.4.9 Recommendation.— Where provided for a non-precision approach runway, the lights should show at all
angles in azimuth necessary to the pilot of an aircraft which on final approach does not deviate by an abnormal amount from
the path defined by the non-visual aid. The lights should be designed to provide guidance during both day and night in the
most adverse conditions of visibility and ambient light for which it is intended that the system should remain usable.
Precision approach category I lighting system
Location
5.3.4.10 A precision approach category I lighting system shall consist of a row of lights on the extended centre line of
the runway extending, wherever possible, over a distance of 900 m from the runway threshold with a row of lights forming a
crossbar 30 m in length at a distance of 300 m from the runway threshold.
Note.— The installation of an approach lighting system of less than 900 m in length may result in operational limitations
on the use of the runway. See Attachment A, Section 12.
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5.3.4.11 The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to,
and bisected by, the line of the centre line lights. The lights of the crossbar shall be spaced so as to produce a linear effect,
except that gaps may be left on each side of the centre line. These gaps shall be kept to a minimum to meet local requirements
and each shall not exceed 6 m.
Note 1.— Spacings for the crossbar lights between 1 m and 4 m are in use. Gaps on each side of the centre line may
improve directional guidance when approaches are made with a lateral error, and facilitate the movement of rescue and
firefighting vehicles.
Note 2.— See Attachment A, Section 12, for guidance on installation tolerances.
5.3.4.12 The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost light
located 30 m from the threshold.
5.3.4.13 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided
that:
a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a
distance of 60 m from the centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities)
shall be screened from an approaching aircraft.
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and
lighted accordingly.
Characteristics
5.3.4.14 The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights
showing variable white. Each centre line light position shall consist of either:
a) a single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of the centre
line and three light sources in the outer 300 m of the centre line to provide distance information; or
b) a barrette.
5.3.4.15 Where the serviceability level of the approach lights specified as a maintenance objective in 10.5.10 can be
demonstrated, each centre line light position may consist of either:
a) a single light source; or
b) a barrette.
5.3.4.16 The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point
sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.
5.3.4.17 Recommendation.— If the centre line consists of barrettes as described in 5.3.4.14 b) or 5.3.4.15 b), each
barrette should be supplemented by a flashing light, except where such lighting is considered unnecessary taking into
account the characteristics of the system and the nature of the meteorological conditions.
5.3.4.18 Each flashing light as described in 5.3.4.17 shall be flashed twice a second in sequence, beginning with the
outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit
shall be such that these lights can be operated independently of the other lights of the approach lighting system.
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Chapter 5 Annex 14 — Aerodromes
5.3.4.19 If the centre line consists of lights as described in 5.3.4.14 a) or 5.3.4.15 a), additional crossbars of lights to
the crossbar provided at 300 m from the threshold shall be provided at 150 m, 450 m, 600 m and 750 m from the threshold.
The lights forming each crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected
by, the line of the centre line lights. The lights shall be spaced so as to produce a linear effect, except that gaps may be left on
each side of the centre line. These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m.
Note.— See Attachment A, Section 12, for detailed configuration.
5.3.4.20 Where the additional crossbars described in 5.3.4.19 are incorporated in the system, the outer ends of the
crossbars shall lie on two straight lines that either are parallel to the line of the centre line lights or converge to meet the
runway centre line 300 m from threshold.
5.3.4.21 The lights shall be in accordance with the specifications of Appendix 2, Figure A2-1.
Note.— The flight path envelopes used in the design of these lights are given in Attachment A, Figure A-6.
Precision approach category II and III lighting system
Location
5.3.4.22 The approach lighting system shall consist of a row of lights on the extended centre line of the runway,
extending, wherever possible, over a distance of 900 m from the runway threshold. In addition, the system shall have two
side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold,
all as shown in Figure 5-14. Where the serviceability level of the approach lights specified as maintenance objectives in
10.5.7 can be demonstrated, the system may have two side rows of lights, extending 240 m from the threshold, and two
crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-15.
Note.— The length of 900 m is based on providing guidance for operations under category I, II and III conditions.
Reduced lengths may support category II and III operations but may impose limitations on category I operations. See
Attachment A, Section 12.
5.3.4.23 The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost lights
located 30 m from the threshold.
5.3.4.24 The lights forming the side rows shall be placed on each side of the centre line, at a longitudinal spacing equal
to that of the centre line lights and with the first light located 30 m from the threshold. Where the serviceability level of the
approach lights specified as maintenance objectives in 10.5.7 can be demonstrated, lights forming the side rows may be
placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light located 60 m from the threshold.
The lateral spacing (or gauge) between the innermost lights of the side rows shall be not less than 18 m nor more than 22.5 m,
and preferably 18 m, but in any event shall be equal to that of the touchdown zone lights.
5.3.4.25 The crossbar provided at 150 m from the threshold shall fill in the gaps between the centre line and side row
lights.
5.3.4.26 The crossbar provided at 300 m from the threshold shall extend on both sides of the centre line lights to a
distance of 15 m from the centre line.
5.3.4.27 If the centre line beyond a distance of 300 m from the threshold consists of lights as described in 5.3.4.31 b) or
5.3.4.32 b), additional crossbars of lights shall be provided at 450 m, 600 m and 750 m from the threshold.
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Annex 14 — Aerodromes Volume I
18 m – 22.5 m
18 m preferable
3.0 m – 4.5 m 30 m or 60 m
15 m
Runway edge light
Runway centre line light
Runway touchdown zone light (TDZ)
60 m max
Threshold
Threshold lights
spacing 3.0 m max
Centre line barrette
Side row barrette
150 m
Equal to that of ‘TDZ’
4 m mnm
Crossbar
300 m
30 m
Crossbar
30 m
Figure 5-14. Inner 300 m approach and runway lighting for
precision approach runways, categories II and III
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Chapter 5 Annex 14 — Aerodromes
18 m – 22.5 m
18 m preferable
30 m or 60 m
3.0 m – 4.5 m
30 m 15 m in visibilities below
350 m RVR
Runway edge light
Runway touchdown zone light (TDZ)
Runway centre line light
60 m max
Threshold
Threshold lights
spacing 3.0 m max
4 m mnm
Side row barrette
150 m
Equal to that of ‘TDZ’
Crossbar
300 m
Either single light source or,
60 m where the centre line beyond
300 m from the threshold consists
of barrettes, centre line barrette
Centre line barrette
Crossbar
30 m
Figure 5-15. Inner 300 m approach and runway lighting for precision approach runways,
categories II and III, where the serviceability levels of the lights specified as
maintenance objectives in Chapter 10 can be demonstrated
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5.3.4.28 Where the additional crossbars described in 5.3.4.27 are incorporated in the system, the outer ends of these
crossbars shall lie on two straight lines that either are parallel to the centre line or converge to meet the runway centre line
300 m from the threshold.
5.3.4.29 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided
that:
a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a
distance of 60 m from the centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities)
shall be screened from an approaching aircraft.
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and
lighted accordingly.
Characteristics
5.3.4.30 The centre line of a precision approach category II and III lighting system for the first 300 m from the
threshold shall consist of barrettes showing variable white, except that, where the threshold is displaced 300 m or more, the
centre line may consist of single light sources showing variable white. Where the serviceability level of the approach lights
specified as maintenance objectives in 10.5.7 can be demonstrated, the centre line of a precision approach category II and III
lighting system for the first 300 m from the threshold may consist of either:
a) barrettes, where the centre line beyond 300 m from the threshold consists of barrettes as described in 5.3.4.32 a); or
b) alternate single light sources and barrettes, where the centre line beyond 300 m from the threshold consists of single
light sources as described in 5.3.4.32 b), with the innermost single light source located 30 m and the innermost
barrette located 60 m from the threshold; or
c) single light sources where the threshold is displaced 300 m or more;
all of which shall show variable white.
5.3.4.31 Beyond 300 m from the threshold each centre line light position shall consist of either:
a) a barrette as used on the inner 300 m; or
b) two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line;
all of which shall show variable white.
5.3.4.32 Where the serviceability level of the approach lights specified as maintenance objectives in 10.5.7 can be
demonstrated, beyond 300 m from the threshold each centre line light position may consist of either:
a) a barrette; or
b) a single light source;
all of which shall show variable white.
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Chapter 5 Annex 14 — Aerodromes
5.3.4.33 The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point
sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.
5.3.4.34 Recommendation.— If the centre line beyond 300 m from the threshold consists of barrettes as described in
5.3.4.31 a) or 5.3.4.32 a), each barrette beyond 300 m should be supplemented by a flashing light, except where such lighting
is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological
conditions.
5.3.4.35 Each flashing light as described in 5.3.4.34 shall be flashed twice a second in sequence, beginning with the
outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit
shall be such that these lights can be operated independently of the other lights of the approach lighting system.
5.3.4.36 The side row shall consist of barrettes showing red. The length of a side row barrette and the spacing of its
lights shall be equal to those of the touchdown zone light barrettes.
5.3.4.37 The lights forming the crossbars shall be fixed lights showing variable white. The lights shall be uniformly
spaced at intervals of not more than 2.7 m.
5.3.4.38 The intensity of the red lights shall be compatible with the intensity of the white lights.
5.3.4.39 The lights shall be in accordance with the specifications of Appendix 2, Figures A2-1 and A2-2.
Note.— The flight path envelopes used in the design of these lights are given in Attachment A, Figure A-6.
5.3.5 Visual approach slope indicator systems
Application
5.3.5.1 A visual approach slope indicator system shall be provided to serve the approach to a runway whether or not
the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist:
a) the runway is used by turbojet or other aeroplanes with similar approach guidance requirements;
b) the pilot of any type of aeroplane may have difficulty in judging the approach due to:
1) inadequate visual guidance such as is experienced during an approach over water or featureless terrain by day or
in the absence of sufficient extraneous lights in the approach area by night; or
2) misleading information such as is produced by deceptive surrounding terrain or runway slopes;
c) the presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal
approach path, particularly if there are no non-visual or other visual aids to give warning of such objects;
d) physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting
or overrunning the runway; and
e) terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence
during approach.
Note.— Guidance on the priority of installation of visual approach slope indicator systems is contained in Attachment A,
Section 13.
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Annex 14 — Aerodromes Volume I
(A) (B) (C) (D)
T-VASIS AT-VASIS PAPI APAPI
Figure 5-16. Visual approach slope indicator systems
5.3.5.2 The standard visual approach slope indicator systems shall consist of the following:
a) T-VASIS and AT-VASIS conforming to the specifications contained in 5.3.5.7 to 5.3.5.23 inclusive;
b) PAPI and APAPI systems conforming to the specifications contained in 5.3.5.24 to 5.3.5.41 inclusive;
as shown in Figure 5-16.
5.3.5.3 PAPI, T-VASIS or AT-VASIS shall be provided where the code number is 3 or 4 when one or more of the
conditions specified in 5.3.5.1 exist.
5.3.5.4 Recommendation.— As of 1 January 2020, the use of T-VASIS and AT-VASIS as standard visual approach
slope indicator systems should be discontinued.
5.3.5.5 PAPI or APAPI shall be provided where the code number is 1 or 2 when one or more of the conditions
specified in 5.3.5.1 exist.
5.3.5.6 Recommendation.— Where a runway threshold is temporarily displaced from the normal position and one or
more of the conditions specified in 5.3.5.1 exist, a PAPI should be provided except that where the code number is 1 or 2 an
APAPI may be provided.
T-VASIS and AT-VASIS
Description
5.3.5.7 The T-VASIS shall consist of twenty light units symmetrically disposed about the runway centre line in the
form of two wing bars of four light units each, with bisecting longitudinal lines of six lights, as shown in Figure 5-17.
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Chapter 5 Annex 14 — Aerodromes
5.3.5.8 The AT-VASIS shall consist of ten light units arranged on one side of the runway in the form of a single wing
bar of four light units with a bisecting longitudinal line of six lights.
5.3.5.9 The light units shall be constructed and arranged in such a manner that the pilot of an aeroplane during an
approach will:
a) when above the approach slope, see the wing bar(s) white, and one, two or three fly-down lights, the more fly-down
lights being visible the higher the pilot is above the approach slope;
b) when on the approach slope, see the wing bar(s) white; and
c) when below the approach slope, see the wing bar(s) and one, two or three fly-up lights white, the more fly-up lights
being visible the lower the pilot is below the approach slope; and when well below the approach slope, see the wing
bar(s) and the three fly-up lights red.
When on or above the approach slope, no light shall be visible from the fly-up light units; when on or below the approach
slope, no light shall be visible from the fly-down light units.
Siting
5.3.5.10 The light units shall be located as shown in Figure 5-17, subject to the installation tolerances given therein.
Note.— The siting of T-VASIS will provide, for a 3° slope and a nominal eye height over the threshold of 15 m (see
5.3.5.7 and 5.3.5.20), a pilot’s eye height over threshold of 13 m to 17 m when only the wing bar lights are visible. If
increased eye height at the threshold is required (to provide adequate wheel clearance), then the approaches may be flown
with one or more fly-down lights visible. The pilot’s eye height over the threshold is then of the following order:
Wing bar lights and one fly-down light visible 17 m to 22 m
Wing bar lights and two fly-down lights visible 22 m to 28 m
Wing bar lights and three fly-down lights visible 28 m to 54 m.
Characteristics of the light units
5.3.5.11 The systems shall be suitable for both day and night operations.
5.3.5.12 The light distribution of the beam of each light unit shall be of fan shape showing over a wide arc in azimuth
in the approach direction. The wing bar light units shall produce a beam of white light from 1°54 vertical angle up to 6°
vertical angle and a beam of red light from 0° to 1°54 vertical angle. The fly-down light units shall produce a white beam
extending from an elevation of 6° down to approximately the approach slope, where it shall have a sharp cut-off. The fly-up
light units shall produce a white beam from approximately the approach slope down to 1°54 vertical angle and a red beam
below a 1°54 vertical angle. The angle of the top of the red beam in the wing bar units and fly-up units may be increased to
comply with 5.3.5.22.
5.3.5.13 The light intensity distribution of the fly-down, wing bar and fly-up light units shall be as shown in
Appendix 2, Figure A2-22.
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INSTALLATION TOLERANCES
The appropriate authority may:
90 m
FLY-DOWN UNITS
a) vary the nominal eye height over the threshold of the
on-slope signal between the limits of 12 m and 16 m,
except in cases where a standard ILS glide path and/or
MLS minimum glide path is available; the height over
threshold should be varied to avoid any conflict
between the visual approach slope indications and the
usable portion of the ILS glide path and/or MLS
90 m
minimum glide path indications;
b) vary the longitudinal distance between individual light
units or the overall length of the system by not more
than 10 per cent;
30 m
c) vary the lateral displacement of the system from the
45 m
24 m runway edge by not more than ±3 m;
RUNWAY
WING Note.— The system must be symmetrically displaced
BAR about the runway centre line.
45 m
12 m
6m
6m
d) where there is a longitudinal slope of the ground,
adjust the longitudinal distance of a light unit to
compensate for its difference in level from that of the
threshold; and
e) where there is a transverse slope in the ground, adjust
90 m
the longitudinal distance of two light units or two wing
bars to compensate for the difference in level between
FLY-UP UNITS
them as necessary to meet the requirements of 5.3.5.17.
280 m
The distance between the wing bar and the threshold is
based on an approach slope of 3° to a level runway with a
nominal eye height over the threshold of 15 m. In practice,
the threshold to wing bar distance is determined by:
90 m
a) the selected approach slope;
b) the longitudinal slope of the runway; and
c) the selected nominal eye height over the threshold.
THRESHOLD
Figure 5-17. Siting of light units for T-VASIS
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Chapter 5 Annex 14 — Aerodromes
5.3.5.14 The colour transition from red to white in the vertical plane shall be such as to appear to an observer, at a
distance of not less than 300 m, to occur over a vertical angle of not more than 15.
5.3.5.15 At full intensity the red light shall have a Y coordinate not exceeding 0.320.
5.3.5.16 A suitable intensity control shall be provided to allow adjustments to meet the prevailing conditions and to
avoid dazzling the pilot during approach and landing.
5.3.5.17 The light units forming the wing bars, or the light units forming a fly-down or a fly-up matched pair, shall be
mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units shall
be mounted as low as possible and shall be frangible.
5.3.5.18 The light units shall be so designed that deposits of condensation, dirt, etc., on optically transmitting or
reflecting surfaces shall interfere to the least possible extent with the light signals and shall in no way affect the elevation of
the beams or the contrast between the red and white signals. The construction of the light units shall be such as to minimize
the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be
encountered.
Approach slope and elevation setting of light beams
5.3.5.19 The approach slope shall be appropriate for use by the aeroplanes using the approach.
5.3.5.20 When the runway on which a T-VASIS is provided is equipped with an ILS and/or MLS, the siting and
elevations of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of
the ILS and/or the minimum glide path of the MLS, as appropriate.
5.3.5.21 The elevation of the beams of the wing bar light units on both sides of the runway shall be the same. The
elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the bottom of the beam of the fly-
down light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope. The cut-off angle of the
top of the beams of successive fly-up light units shall decrease by 5 of arc in angle of elevation at each successive unit away
from the wing bar. The cut-in angle of the bottom of the beam of the fly-down light units shall increase by 7 of arc at each
successive unit away from the wing bar (see Figure 5-18).
5.3.5.22 The elevation setting of the top of the red light beams of the wing bar and fly-up light units shall be such that,
during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up light units are visible would clear all
objects in the approach area by a safe margin if any such light did not appear red.
5.3.5.23 The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle
protection surface of the system, but within the lateral limits of its light beam, is found to extend above the plane of the
obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations.
The extent of the restriction shall be such that the object remains outside the confines of the light beam.
Note.— See 5.3.5.42 to 5.3.5.46 concerning the related obstacle protection surface.
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pe
Slo
ro ach LE
I TE A pp IS IB
IT E WH LE TV
WH NO I T E
I TE LE IS IB WH
WH LE I SI B TV TE I TE I TE
IS IB NO
TV NO W HI WH WH
TV LE RE D
NO LE IB
V IS I B T VIS
RE D RED N O
T RED NO
°+ 14 °+ 7 ° ° 1° 54 ° 1° 54 °– 5 1° 54 ° – 10 1° 54
THRESHOLD
FLY-DOWN LIGHT UNITS WING BAR FLY-UP LIGHT UNITS
LIGHT UNITS
Figure 5-18. Light beams and elevation settings of T-VASIS and AT-VASIS
PAPI and APAPI
Description
5.3.5.24 The PAPI system shall consist of a wing bar of four sharp transition multi-lamp (or paired single lamp) units
equally spaced. The system shall be located on the left side of the runway unless it is physically impracticable to do so.
Note.— Where a runway is used by aircraft requiring visual roll guidance which is not provided by other external means,
then a second wing bar may be provided on the opposite side of the runway.
5.3.5.25 The APAPI system shall consist of a wing bar of two sharp transition multi-lamp (or paired single lamp) units.
The system shall be located on the left side of the runway unless it is physically impracticable to do so.
Note.— Where a runway is used by aircraft requiring visual roll guidance which is not provided by other external means,
then a second wing bar may be provided on the opposite side of the runway.
5.3.5.26 The wing bar of a PAPI shall be constructed and arranged in such a manner that a pilot making an approach
will:
a) when on or close to the approach slope, see the two units nearest the runway as red and the two units farthest from
the runway as white;
b) 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
c) 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 the units as red.
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5.3.5.27 The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach
will:
a) when on or close to the approach slope, see the unit nearer the runway as red and the unit farther from the runway as
white;
b) when above the approach slope, see both the units as white; and
c) when below the approach slope, see both the units as red.
Siting
5.3.5.28 The light units shall be located as in the basic configuration illustrated in Figure 5-19, subject to the
installation tolerances given therein. The units forming a wing bar shall be mounted so as to appear to the pilot of an
approaching aeroplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be
frangible.
Characteristics of the light units
5.3.5.29 The system shall be suitable for both day and night operations.
5.3.5.30 The colour transition from red to white in the vertical plane shall be such as to appear to an observer, at a
distance of not less than 300 m, to occur within a vertical angle of not more than 3.
5.3.5.31 At full intensity the red light shall have a Y coordinate not exceeding 0.320.
5.3.5.32 The light intensity distribution of the light units shall be as shown in Appendix 2, Figure A2-23.
Note.— See the Aerodrome Design Manual (Doc 9157), Part 4, for additional guidance on the characteristics of light
units.
5.3.5.33 Suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to
avoid dazzling the pilot during approach and landing.
5.3.5.34 Each light unit shall be capable of adjustment in elevation so that the lower limit of the white part of the beam
may be fixed at any desired angle of elevation between 1°30 and at least 4°30 above the horizontal.
5.3.5.35 The light units shall be so designed that deposits of condensation, snow, ice, dirt, etc., on optically
transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall not affect the
contrast between the red and white signals and the elevation of the transition sector.
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Threshold
Threshold
Runway Runway
15 m D1 10 m D1
(±1m) ( ±1m) B
D 6m A
9m ( ±1m)
( ±1m)
C
9m
( ±1m)
B
9m
( ±1m)
A
Typical PAPI wing bar Typical APAPI wing bar
INSTALLATION TOLERANCES
a) Where a PAPI or APAPI is installed on a runway not c) If a wheel clearance, greater than that specified in a) above
equipped with an ILS or MLS, the distance D1 shall be is required for specific aircraft, this can be achieved by
calculated to ensure that the lowest height at which a pilot increasing D1.
will see a correct approach path indication (Figure 5-20,
angle B for a PAPI and angle A for an APAPI) provides the d) Distance D1 shall be adjusted to compensate for differences
wheel clearance over the threshold specified in Table 5-2 for in elevation between the lens centres of the light units and
the most demanding amongst aeroplanes regularly using the the threshold.
runway.
e) To ensure that units are mounted as low as possible and to
b) Where a PAPI or APAPI is installed on a runway equipped allow for any transverse slope, small height adjustments of
with an ILS and/or MLS, the distance D1 shall be calculated up to 5 cm between units are acceptable. A lateral gradient
to provide the optimum compatibility between the visual and not greater than 1.25 per cent can be accepted provided it
non-visual aids for the range of eye-to-antenna heights of is uniformly applied across the units.
the aeroplanes regularly using the runway. The distance
shall be equal to that between the threshold and the effective f) A spacing of 6 m (±1 m) between PAPI units should be used
origin of the ILS glide path or MLS minimum glide path, as on code numbers 1 and 2. In such an event, the inner PAPI
appropriate, plus a correction factor for the variation of eye- unit shall be located not less than 10 m (±1 m) from the
to-antenna heights of the aeroplanes concerned. The runway edge.
correction factor is obtained by multiplying the average eye-
to-antenna height of those aeroplanes by the cotangent of Note.— Reducing the spacing between light units results in
the approach angle. However, the distance shall be such that a reduction in usable range of the system.
in no case will the wheel clearance over the threshold be
lower than that specified in column (3) of Table 5-2. g) The lateral spacing between APAPI units may be increased
to 9 m (±1 m) if greater range is required or later
Note.— See Section 5.2.5 for specifications on aiming point conversion to a full PAPI is anticipated. In the latter case,
marking. Guidance on the harmonization of PAPI, ILS and/or the inner APAPI unit shall be located 15 m (±1 m) from the
MLS signals is contained in the Aerodrome Design Manual runway edge.
(Doc 9157), Part 4.
Figure 5-19. Siting of PAPI and APAPI
8/11/18 5-46
Chapter 5 Annex 14 — Aerodromes
0
E 3°3
IT
WH ED
R
°10
ITE 3 + C
WH B
RED e = 2
h slop °5 0
p p roac HITE 2
I a W
PAP RED
D
C WHITE 2°30
RED
B
A
PAPI WING BAR THRESHOLD
The height of the pilot’s eye above the aircraft’s ILS glide path/MLS antenna varies with the type of
aeroplane and approach attitude. Harmonization of the PAPI signal and ILS glide path and/or MLS
minimum glide path to a point closer to the threshold may be achieved by increasing the on-course
sector from 20 to 30. The setting angles for a 3° glide slope would then be 2°25 , 2°45, 3°15 and
3°35.
A — 3° PAPI ILLUSTRATED
3°15
ITE
WH
RE
D A+B
pe = 2
c h slo
proa
PI ap
APA 2°45
E
WHIT
B RED
A
APAPI WING BAR THRESHOLD
B — 3° APAPI ILLUSTRATED
Figure 5-20. Light beams and angle of elevation setting of PAPI and APAPI
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Annex 14 — Aerodromes Volume I
Table 5-2. Wheel clearance over threshold for PAPI and APAPI
Eye-to-wheel height of aeroplane Desired wheel clearance Minimum wheel clearance
in the approach configurationa (metres)b,c (metres)d
(1) (2) (3)
up to but not including 3 m 6 3e
3 m up to but not including 5 m 9 4
5 m up to but not including 8 m 9 5
8 m up to but not including 14 m 9 6
a. In selecting the eye-to-wheel height group, only aeroplanes meant to use the system on a regular basis shall be considered. The
most demanding amongst such aeroplanes shall determine the eye-to-wheel height group.
b. Where practicable the desired wheel clearances shown in column (2) shall be provided.
c. The wheel clearances in column (2) may be reduced to no less than those in column (3) where an aeronautical study indicates
that such reduced wheel clearances are acceptable.
d. When a reduced wheel clearance is provided at a displaced threshold it shall be ensured that the corresponding desired wheel
clearance specified in column (2) will be available when an aeroplane at the top end of the eye-to-wheel height group chosen
overflies the extremity of the runway.
e. This wheel clearance may be reduced to 1.5 m on runways used mainly by light-weight non-turbojet aeroplanes.
Approach slope and elevation setting of light units
5.3.5.36 The approach slope as defined in Figure 5-20 shall be appropriate for use by the aeroplanes using the approach.
5.3.5.37 When the runway is equipped with an ILS and/or MLS, the siting and the angle of elevation of the light units
shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the
minimum glide path of the MLS, as appropriate.
5.3.5.38 The angle of elevation settings of the light units in a PAPI wing bar shall be such that, during an approach, the
pilot of an aeroplane observing a signal of one white and three reds will clear all objects in the approach area by a safe
margin (see Table 5-2).
5.3.5.39 The angle of elevation settings of the light units in an APAPI wing bar shall be such that, during an approach,
the pilot of an aeroplane observing the lowest onslope signal, i.e. one white and one red, will clear all objects in the approach
area by a safe margin (see Table 5-2).
5.3.5.40 The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle
protection surface of the PAPI or APAPI system, but within the lateral limits of its light beam, is found to extend above the
plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of
operations. The extent of the restriction shall be such that the object remains outside the confines of the light beam.
Note.— See 5.3.5.42 to 5.3.5.46 concerning the related obstacle protection surface.
5.3.5.41 Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units shall
be set at the same angle so that the signals of each wing bar change symmetrically at the same time.
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Chapter 5 Annex 14 — Aerodromes
Obstacle protection surface
Note.— The following specifications apply to T-VASIS, AT-VASIS, PAPI and APAPI.
5.3.5.42 An obstacle protection surface shall be established when it is intended to provide a visual approach slope
indicator system.
5.3.5.43 The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope, shall
correspond to those specified in the relevant column of Table 5-3 and in Figure 5-21.
5.3.5.44 New objects or extensions of existing objects shall 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.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
5.3.5.45 Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the
appropriate authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that
the object would not adversely affect the safety of operations of aeroplanes.
Table 5-3. Dimensions and slopes of the obstacle protection surface
Runway type/code number
Non-instrument Instrument
Code number Code number
Surface dimensions 1 2 3 4 1 2 3 4
Length of inner edge 60 m 80 ma 150 m 150 m 150 m 150 m 300 m 300 m
Distance from the visual D1+30 m D1+60 m D1+60 m D1+60 m D1+60 m D1+60 m D1+60 m D1+60 m
approach slope indicator
systeme
Divergence (each side) 10% 10% 10% 10% 15% 15% 15% 15%
Total length 7 500 m 7 500 mb 15 000 m 15 000 m 7 500 m 7 500 mb 15 000 m 15 000 m
Slope
a) T-VASIS and
AT-VASIS –c 1.9° 1.9° 1.9° – 1.9° 1.9° 1.9°
b) PAPId – A–0.57° A–0.57° A–0.57° A–0.57° A–0.57° A–0.57° A–0.57°
c) APAPId A–0.9° A–0.9° – – A–0.9° A–0.9° – –
a. This length is to be increased to 150 m for a T-VASIS or AT-VASIS.
b. This length is to be increased to 15 000 m for a T-VASIS or AT-VASIS.
c. No slope has been specified if a system is unlikely to be used on runway type/code number indicated.
d. Angles as indicated in Figure 5-20.
e. D1 is the distance of the visual approach slope indicator system from threshold prior to any displacement to remedy object penetration of the OPS (refer
Figure 5-19). The start of the OPS is fixed to the visual approach slope indicator system location, such that displacement of the PAPI results in an equal
displacement of the start of the OPS. See 5.3.5.46 e).
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Annex 14 — Aerodromes Volume I
A A
Divergence
Obstacle protection surface
26
(dimensions per Table 5-3)
PAPI
fa ce
n s ur
p r o tec ti o
Ob s ta
cle 5-3 )
PAPI Threshold p e r Ta ble
e
( sl op
refer
Figure 5-19 OPS inner edge
refer
Table 5-3
Section A-A
Figure 5-21. Obstacle protection surface for visual approach slope indicator systems
5.3.5.46 Where an aeronautical study indicates that an existing object extending above an obstacle protection surface
(OPS) could adversely affect the safety of operations of aeroplanes, one or more of the following measures shall be taken:
a) remove the object;
b) suitably raise the approach slope of the system;
c) reduce the azimuth spread of the system so that the object is outside the confines of the beam;
d) displace the axis of the system and its associated obstacle protection surface by no more than 5°; and
e) suitably displace the system upwind of the threshold such that the object no longer penetrates the OPS.
Note 1.— Guidance on this issue is contained in the Aerodrome Design Manual (Doc 9157), Part 4.
Note 2.— The displacement of the system upwind of the threshold reduces the operational landing distance.
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Chapter 5 Annex 14 — Aerodromes
5.3.6 Circling guidance lights
Application
5.3.6.1 Recommendation.— Circling guidance lights should be provided when existing approach and runway lighting
systems do not satisfactorily permit identification of the runway and/or approach area to a circling aircraft in the conditions
for which it is intended the runway be used for circling approaches.
Location
5.3.6.2 Recommendation.— The location and number of circling guidance lights should be adequate to enable a pilot,
as appropriate, to:
a) join the downwind leg or align and adjust the aircraft’s track to the runway at a required distance from it and to
distinguish the threshold in passing; and
b) keep in sight the runway threshold and/or other features which will make it possible to judge the turn on to base leg
and final approach, taking into account the guidance provided by other visual aids.
5.3.6.3 Recommendation.— Circling guidance lights should consist of:
a) lights indicating the extended centre line of the runway and/or parts of any approach lighting system; or
b) lights indicating the position of the runway threshold; or
c) lights indicating the direction or location of the runway;
or a combination of such lights as is appropriate to the runway under consideration.
Note.— Guidance on installation of circling guidance lights is given in the Aerodrome Design Manual (Doc 9157),
Part 4.
Characteristics
5.3.6.4 Recommendation.— Circling guidance lights should be fixed or flashing lights of an intensity and beam
spread adequate for the conditions of visibility and ambient light in which it is intended to make visual circling approaches.
The flashing lights should be white, and the steady lights either white or gaseous discharge lights.
5.3.6.5 Recommendation.— The lights should be designed and be installed in such a manner that they will not dazzle
or confuse a pilot when approaching to land, taking off or taxiing.
5.3.7 Runway lead-in lighting systems
Application
5.3.7.1 Recommendation.— A runway lead-in lighting system should be provided where it is desired to provide visual
guidance along a specific approach path, for reasons such as avoiding hazardous terrain or for purposes of noise abatement.
Note.— Guidance on providing lead-in lighting systems is given in the Aerodrome Design Manual (Doc 9157), Part 4.
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Location
5.3.7.2 Recommendation.— A runway lead-in lighting system should consist of groups of lights positioned so as to
define the desired approach path and so that one group may be sighted from the preceding group. The interval between
adjacent groups should not exceed approximately 1 600 m.
Note.— Runway lead-in lighting systems may be curved, straight or a combination thereof.
5.3.7.3 Recommendation.— A runway lead-in lighting system should extend from a point as determined by the
appropriate authority, up to a point where the approach lighting system, if provided, or the runway or the runway lighting
system is in view.
Characteristics
5.3.7.4 Recommendation.— Each group of lights of a runway lead-in lighting system should consist of at least three
flashing lights in a linear or cluster configuration. The system may be augmented by steady burning lights where such lights
would assist in identifying the system.
5.3.7.5 Recommendation.— The flashing lights and the steady burning lights should be white.
5.3.7.6 Recommendation.— Where practicable, the flashing lights in each group should flash in sequence towards
the runway.
5.3.8 Runway threshold identification lights
Application
5.3.8.1 Recommendation.— Runway threshold identification lights should be installed:
a) at the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it
is not practicable to provide other approach lighting aids; and
b) where a runway threshold is permanently displaced from the runway extremity or temporarily displaced from the
normal position and additional threshold conspicuity is necessary.
Location
5.3.8.2 Runway threshold identification lights shall be located symmetrically about the runway centre line, in line with
the threshold and approximately 10 m outside each line of runway edge lights.
Characteristics
5.3.8.3 Recommendation.— Runway threshold identification lights should be flashing white lights with a flash
frequency between 60 and 120 per minute.
5.3.8.4 The lights shall be visible only in the direction of approach to the runway.
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Chapter 5 Annex 14 — Aerodromes
5.3.9 Runway edge lights
Application
5.3.9.1 Runway edge lights shall be provided for a runway intended for use at night or for a precision approach runway
intended for use by day or night.
5.3.9.2 Recommendation.— Runway edge lights should be provided on a runway intended for take-off with an
operating minimum below an RVR of the order of 800 m by day.
Location
5.3.9.3 Runway edge lights shall be placed along the full length of the runway and shall be in two parallel rows
equidistant from the centre line.
5.3.9.4 Runway edge lights shall 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 3 m.
5.3.9.5 Recommendation.— Where the width of the area which could be declared as runway exceeds 60 m, the
distance between the rows of lights should be determined taking into account the nature of the operations, the light
distribution characteristics of the runway edge lights, and other visual aids serving the runway.
5.3.9.6 The lights shall be uniformly spaced in rows at intervals of not more than 60 m for an instrument runway, and
at intervals of not more than 100 m for a non-instrument runway. The lights on opposite sides of the runway axis shall 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.
Characteristics
5.3.9.7 Runway edge lights shall be fixed lights showing variable white, except that:
a) in the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall
show red in the approach direction; and
b) a section of the lights 600 m or one-third of the runway length, whichever is the less, at the remote end of the
runway from the end at which the take-off run is started, may show yellow.
5.3.9.8 The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or
taking off in either direction. When the runway edge lights are intended to provide circling guidance, they shall show at all
angles in azimuth (see 5.3.6.1).
5.3.9.9 In all angles of azimuth required in 5.3.9.8, runway edge lights shall show at angles up to 15° above the
horizontal with an intensity adequate for the conditions of visibility and ambient light in which use of the runway for take-off
or landing is intended. In any case, the intensity shall be at least 50 cd except that at an aerodrome without extraneous
lighting, the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot.
5.3.9.10 Runway edge lights on a precision approach runway shall be in accordance with the specifications of
Appendix 2, Figure A2-9 or A2-10.
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5.3.10 Runway threshold and wing bar lights
(see Figure 5-22)
Application of runway threshold lights
5.3.10.1 Runway threshold lights shall be provided for a runway equipped with runway edge lights, except on a non-
instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided.
Location of runway threshold lights
5.3.10.2 When a threshold is at the extremity of a runway, the threshold lights shall be placed in a row at right angles to
the runway axis as near to the extremity of the runway as possible and, in any case, not more than 3 m outside the extremity.
5.3.10.3 When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right
angles to the runway axis at the displaced threshold.
5.3.10.4 Threshold lighting shall consist of:
a) on a non-instrument or non-precision approach runway, at least six lights;
b) on a precision approach runway category I, at least the number of lights that would be required if the lights were
uniformly spaced at intervals of 3 m between the rows of runway edge lights; and
c) on a precision approach runway category II or III, lights uniformly spaced between the rows of runway edge lights
at intervals of not more than 3 m.
5.3.10.5 Recommendation.— The lights prescribed in 5.3.10.4 a) and b) should be either:
a) equally spaced between the rows of runway edge lights; or
b) symmetrically disposed about the runway centre line in two groups, with the lights uniformly spaced in each group
and with a gap between the groups equal to the gauge of the touchdown zone marking or lighting, where such is
provided, or otherwise not more than half the distance between the rows of runway edge lights.
Application of wing bar lights
5.3.10.6 Recommendation.— Wing bar lights should be provided on a precision approach runway when additional
conspicuity is considered desirable.
5.3.10.7 Wing bar lights shall be provided on a non-instrument or non-precision approach runway where the threshold
is displaced and runway threshold lights are required, but are not provided.
Location of wing bar lights
5.3.10.8 Wing bar lights shall be symmetrically disposed about the runway centre line at the threshold in two groups,
i.e. wing bars. Each wing bar shall be formed by at least five lights extending at least 10 m 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.
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Chapter 5 Annex 14 — Aerodromes
RUNWAY TYPE
CONDITION LIGHTS NON-INSTRUMENT AND NON-PRECISION PRECISION APPROACH RUNWAYS PRECISION APPROACH RUNWAYS
PRECISION APPROACH RUNWAYS
APPROACH RUNWAYS CATEGORY I CATEGORY II CATEGORY III
RUNWAY
THRESHOLD THRESHOLD
AT AND RUNWAY
RUNWAY END
EXTREMITY LIGHTS
( ) ( ) ( ) ) ( ( ) ( ) ( ) ( )
[5.3.10.2, 5.3.10.4 a), 5.3.10.5, 5.3.11.2, 5.3.11.3] [5.3.10.2, 5.3.10.4 b), 5.3.10.5, 5.3.10.8, 5.3.11.2, 5.3.11.3] [5.3.10.2, 5.3.10.4 c), 5.3.10.8, 5.3.11.2, 5.3.11.3] [5.3.10.2, 5.3.10.4 c), 5.3.10.8, 5.3.11.2, 5.3.11.3]
( ) ( ) ( ) ( ) ( ) ( ) ( ) ( )
THRESHOLD
DISPLACED RUNWAY
FROM THRESHOLD
RUNWAY LIGHTS
EXTREMITY
[5.3.10.3, 5.3.10.4 b), 5.3.10.5, 5.3.10.8] [5.3.10.3, 5.3.10.4 c), 5.3.10.8] [5.3.10.3, 5.3.10.4 c), 5.3.10.8]
[5.3.10.3, 5.3.10.4 a), 5.3.10.5, 5.3.10.8]
RUNWAY
END
LIGHTS
[5.3.11.2, 5.3.11.3]
[5.3.11.2, 5.3.11.3]
LEGEND
UNIDIRECTIONAL LIGHT Note.— The minimum number of lights are shown Figure 5-22. Arrangement of runway threshold
BIDIRECTIONAL LIGHT for a runway 45 m wide with runway edge lights and runway end lights
installed at the edge.
( ) CONDITIONAL RECOMMENDATION
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Characteristics of runway threshold and wing bar lights
5.3.10.9 Runway threshold and wing bar lights shall be fixed unidirectional lights showing green in the direction of
approach to the runway. The intensity and beam spread of the lights shall be adequate for the conditions of visibility and
ambient light in which use of the runway is intended.
5.3.10.10 Runway threshold lights on a precision approach runway shall be in accordance with the specifications of
Appendix 2, Figure A2-3.
5.3.10.11 Threshold wing bar lights on a precision approach runway shall be in accordance with the specifications of
Appendix 2, Figure A2-4.
5.3.11 Runway end lights
(see Figure 5-22)
Application
5.3.11.1 Runway end lights shall be provided for a runway equipped with runway edge lights.
Note.— When the threshold is at the runway extremity, fittings serving as threshold lights may be used as runway end
lights.
Location
5.3.11.2 Runway end lights shall be placed on a line at right angles to the runway axis as near to the end of the runway
as possible and, in any case, not more than 3 m outside the end.
5.3.11.3 Recommendation.— Runway end lighting should consist of at least six lights. The lights should be either:
a) equally spaced between the rows of runway edge lights; or
b) symmetrically disposed about the runway centre line in two groups with the lights uniformly spaced in each group
and with a gap between the groups of not more than half the distance between the rows of runway edge lights.
For a precision approach runway category III, the spacing between runway end lights, except between the two innermost
lights if a gap is used, should not exceed 6 m.
Characteristics
5.3.11.4 Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway. The
intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the
runway is intended.
5.3.11.5 Runway end lights on a precision approach runway shall be in accordance with the specifications of
Appendix 2, Figure A2-8.
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Chapter 5 Annex 14 — Aerodromes
5.3.12 Runway centre line lights
Application
5.3.12.1 Runway centre line lights shall be provided on a precision approach runway category II or III.
5.3.12.2 Recommendation.— Runway centre line lights should be provided on a precision approach runway
category I, particularly when the runway is used by aircraft with high landing speeds or where the width between the runway
edge lights is greater than 50 m.
5.3.12.3 Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating
minimum below an RVR of the order of 400 m.
5.3.12.4 Recommendation.— Runway centre line lights should be provided on a runway intended to be used for take-
off with an operating minimum of an RVR of the order of 400 m or higher when used by aeroplanes with a very high take-off
speed, particularly where the width between the runway edge lights is greater than 50 m.
Location
5.3.12.5 Runway centre line lights shall be located along the centre line of the runway, except that the lights may be
uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them
along the centre line. The lights shall be located from the threshold to the end at longitudinal spacing of approximately 15 m.
Where the serviceability level of the runway centre line lights specified as maintenance objectives in 10.5.7 or 10.5.11, as
appropriate, can be demonstrated and the runway is intended for use in runway visual range conditions of 350 m or greater,
the longitudinal spacing may be approximately 30 m.
Note.— Existing centre line lighting where lights are spaced at 7.5 m need not be replaced.
5.3.12.6 Recommendation.— Centre line guidance for take-off from the beginning of a runway to a displaced
threshold should be provided by:
a) an approach lighting system if its characteristics and intensity settings afford the guidance required during take-off
and it does not dazzle the pilot of an aircraft taking off; or
b) runway centre line lights; or
c) barrettes of at least 3 m in length and spaced at uniform intervals of 30 m, as shown in Figure 5-23, designed so
that their photometric characteristics and intensity setting afford the guidance required during take-off without
dazzling the pilot of an aircraft taking off.
Where necessary, provision should be made to extinguish those centre line lights specified in b) or reset the intensity of the
approach lighting system or barrettes when the runway is being used for landing. In no case should only the single source
runway centre line lights show from the beginning of the runway to a displaced threshold when the runway is being used for
landing.
Characteristics
5.3.12.7 Runway centre line lights shall be fixed lights showing variable white from the threshold to the point 900 m
from the runway end; alternate red and variable white from 900 m to 300 m from the runway end; and red from 300 m to the
runway end, except that for runways less than 1 800 m in length, the alternate red and variable white lights shall extend from
the midpoint of the runway usable for landing to 300 m from the runway end.
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8/11/18
Left Right
displaced Alternate red and displaced
threshold white runway centre threshold
Red runway White runway line lights Red runway centre
edge lights edge lights line lights
Annex 14 — Aerodromes
Crossbar Centre line 300 m
lights lights Green threshold lights
& wing bar lights 900 m
White runway centre Red runway
of approach lighting system end lights
line lights
a) Lights visible to an aeroplane moving from left to right
Left Right
5-58
displaced displaced
threshold White runway centre threshold
White runway Red runway
line lights edge lights
edge lights
for runway with displaced thresholds
Figure 5-23. Example of approach and runway lighting
Red runway Red runway centre Alternate red and Green threshold lights
end lights line lights white runway centre
line lights Runway centre
line barrettes
b) Lights visible to an aeroplane moving from right to left
Example shows lighting on a runway having displaced thresholds at each end and
a precision approach category I lighting system serving the left displaced threshold
Volume I
Chapter 5 Annex 14 — Aerodromes
Note.— Care is required in the design of the electrical system to ensure that failure of part of the electrical system will
not result in a false indication of the runway distance remaining.
5.3.12.8 Runway centre line lights shall be in accordance with the specifications of Appendix 2, Figure A2-6 or A2-7.
5.3.13 Runway touchdown zone lights
Application
5.3.13.1 Touchdown zone (TDZ) lights shall be provided in the touchdown zone of a precision approach runway
category II or III.
Location
5.3.13.2 Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m, except that, on
runways less than 1 800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the
runway. The pattern shall be formed by pairs of barrettes symmetrically located about the runway centre line. The lateral
spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown
zone marking. The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m.
Note.— To allow for operations at lower visibility minima, it may be advisable to use a 30 m longitudinal spacing
between barrettes.
Characteristics
5.3.13.3 A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5 m.
5.3.13.4 Recommendation.— A barrette should be not less than 3 m nor more than 4.5 m in length.
5.3.13.5 Touchdown zone lights shall be fixed unidirectional lights showing variable white.
5.3.13.6 Touchdown zone lights shall be in accordance with the specifications of Appendix 2, Figure A2-5.
5.3.14 Simple touchdown zone lights
Note.— The purpose of simple touchdown zone lights is to provide pilots with enhanced situational awareness in all
visibility conditions and to help enable pilots to decide whether to commence a go-around if the aircraft has not landed by a
certain point on the runway. It is essential that pilots operating at aerodromes with simple touchdown zone lights be familiar
with the purpose of these lights.
Application
5.3.14.1 Recommendation.— Except where TDZ lights are provided in accordance with paragraph 5.3.13, at an
aerodrome where the approach angle is greater than 3.5 degrees and/or the Landing Distance Available combined with
other factors increases the risk of an overrun, simple touchdown zone lights should be provided.
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Location
5.3.14.2 Simple touchdown zone lights shall be a pair of lights located on each side of the runway centre line 0.3 m
beyond the upwind edge of the final touchdown zone marking. The lateral spacing between the inner lights of the two pairs of
lights shall be equal to the lateral spacing selected for the touchdown zone marking. The spacing between the lights of the
same pair shall not be more than 1.5 m or half the width of the touchdown zone marking, whichever is greater. (See
Figure 5-24.)
5.3.14.3 Recommendation.— Where provided on a runway without TDZ markings, simple touchdown zone lights
should be installed in such a position that provides the equivalent TDZ information.
Characteristics
5.3.14.4 Simple touchdown zone lights shall be fixed unidirectional lights showing variable white, aligned so as to be
visible to the pilot of a landing aeroplane in the direction of approach to the runway.
5.3.14.5 Simple touchdown zone lights shall be in accordance with the specifications in Appendix 2, Figure A2-5.
Note.— As a good operating practice, simple touchdown zone lights are supplied with power on a separate circuit to
other runway lighting so that they may be used when other lighting is switched off.
Direction of landing Aiming point Touchdown zone
marking marking See Detail A
A A
Detail A Runway
centre line 0.3 m
Touchdown Touchdown
zone zone
marking marking
Note.— Dimension A is 1.5 m or half the width of the touchdown zone marking, whichever is greater.
Figure 5-24. Simple touchdown zone lighting
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5.3.15 Rapid exit taxiway indicator lights
Note.— The purpose of rapid exit taxiway indicator lights (RETILs) is to provide pilots with distance-to-go information
to the nearest rapid exit taxiway on the runway, to enhance situational awareness in low visibility conditions and enable
pilots to apply braking action for more efficient roll-out and runway exit speeds. It is essential that pilots operating at
aerodromes with runway(s) displaying rapid exit taxiway indicator lights be familiar with the purpose of these lights.
Application
5.3.15.1 Recommendation.— Rapid exit taxiway indicator lights should be provided on a runway intended for use in
runway visual range conditions less than a value of 350 m and/or where the traffic density is heavy.
Note.— See Attachment A, Section 15.
5.3.15.2 Rapid exit taxiway indicator lights shall not be displayed in the event of any lamp failure or other failure that
prevents the display of the light pattern depicted in Figure 5-25, in full.
Location
5.3.15.3 A set of rapid exit taxiway indicator lights shall be located on the runway on the same side of the runway
centre line as the associated rapid exit taxiway, in the configuration shown in Figure 5-25. In each set, the lights shall be
located 2 m apart and the light nearest to the runway centre line shall be displaced 2 m from the runway centre line.
5.3.15.4 Where more than one rapid exit taxiway exists on a runway, the set of rapid exit taxiway indicator lights for
each exit shall not overlap when displayed.
Point of
tangency
100 m 100 m 100 m
60 m
RETILs
2m
2 m lateral
spacing 2m
2m
Runway centre line
Figure 5-25. Rapid exit taxiway indicator lights (RETILS)
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Characteristics
5.3.15.5 Rapid exit taxiway indicator lights shall be fixed unidirectional yellow lights, aligned so as to be visible to the
pilot of a landing aeroplane in the direction of approach to the runway.
5.3.15.6 Rapid exit taxiway indicator lights shall be in accordance with the specifications in Appendix 2, Figure A2-6
or Figure A2-7, as appropriate.
5.3.15.7 Recommendation.— Rapid exit taxiway indicator lights should be supplied with power on a separate circuit
to other runway lighting so that they may be used when other lighting is switched off.
5.3.16 Stopway lights
Application
5.3.16.1 Stopway lights shall be provided for a stopway intended for use at night.
Location
5.3.16.2 Stopway lights shall be placed along the full length of the stopway and shall be in two parallel rows that are
equidistant from the centre line and coincident with the rows of the runway edge lights. Stopway lights shall also be provided
across the end of a stopway on a line at right angles to the stopway axis as near to the end of the stopway as possible and, in
any case, not more than 3 m outside the end.
Characteristics
5.3.16.3 Stopway lights shall be fixed unidirectional lights showing red in the direction of the runway.
5.3.17 Taxiway centre line lights
Application
5.3.17.1 Taxiway centre line lights shall be provided on an exit taxiway, taxiway, de-icing/anti-icing facility and apron
intended for use in runway visual range conditions less than a value of 350 m in such a manner as to provide continuous
guidance between the runway centre line and aircraft stands, except that these lights need not be provided where the traffic
density is light and taxiway edge lights and centre line marking provide adequate guidance.
5.3.17.2 Recommendation.— Taxiway centre line lights should be provided on a taxiway intended for use at night in
runway visual range conditions of 350 m or greater, and particularly on complex taxiway intersections and exit taxiways,
except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking
provide adequate guidance.
Note.— Where there may be a need to delineate the edges of a taxiway, e.g. on a rapid exit taxiway, narrow taxiway or
in snow conditions, this may be done with taxiway edge lights or markers.
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5.3.17.3 Recommendation.— Taxiway centre line lights should be provided on an exit taxiway, taxiway, de-icing/
anti-icing facility and apron in all visibility conditions where specified as components of an advanced surface movement
guidance and control system in such a manner as to provide continuous guidance between the runway centre line and
aircraft stands.
5.3.17.4 Taxiway centre line lights shall be provided on a runway forming part of a standard taxi-route and intended
for taxiing in runway visual range conditions less than a value of 350 m, except that these lights need not be provided where
the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.
Note.— See 8.2.3 for provisions concerning the interlocking of runway and taxiway lighting systems.
5.3.17.5 Recommendation.— Taxiway centre line lights should be provided in all visibility conditions on a runway
forming part of a standard taxi-route where specified as components of an advanced surface movement guidance and control
system.
Characteristics
5.3.17.6 Except as provided for in 5.3.17.8, taxiway centre line lights on a taxiway other than an exit taxiway and on a
runway forming part of a standard taxi-route shall be fixed lights showing green with beam dimensions such that the light is
visible only from aeroplanes on or in the vicinity of the taxiway.
5.3.17.7 Taxiway centre line lights on an exit taxiway shall be fixed lights. Alternate taxiway centre line lights shall
show green and yellow from their beginning near the runway centre line to the perimeter of the ILS/MLS critical/sensitive
area or the lower edge of the inner transitional surface, whichever is farthest from the runway; and thereafter all lights shall
show green (Figure 5-26). The first light in the exit centre line shall always show green, and the light nearest to the perimeter
shall always show yellow.
Note 1.— Care is necessary to limit the light distribution of green lights on or near a runway so as to avoid possible
confusion with threshold lights.
Note 2.— For yellow filter characteristics see Appendix 1, 2.2.
Note 3.— The size of the ILS/MLS critical/sensitive area depends on the characteristics of the associated ILS/MLS and
other factors. Guidance is provided in Annex 10, Volume I, Attachments C and G.
Note 4.— See 5.4.3 for specifications on runway vacated signs.
5.3.17.8 Recommendation.— Where it is necessary to denote the proximity to a runway, taxiway centre line lights
should be fixed lights showing alternating green and yellow from the perimeter of the ILS/MLS critical/sensitive area or the
lower edge of the inner transitional surface, whichever is farthest from the runway, to the runway and continue alternating
green and yellow until:
a) their end point near the runway centre line; or
b) in the case of the taxiway centre line lights crossing the runway, to the opposite perimeter of the ILS/MLS
critical/sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway.
Note 1.— Care is necessary to limit the light distribution of green lights on or near a runway so as to avoid possible
confusion with threshold lights.
Note 2.— The provisions of 5.3.17.8 can form part of effective runway incursion prevention measures.
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Taxiway intersection
7.5 m
max
“Other” exit taxiway
60 m max
30 m max
15 ax
m
m
Rapid
exit taxiway
Straight taxiway
LEGEND
Runway centre line light
and runway edge light
Taxiway edge light
Taxiway centre line light
60 m mnm
Exit taxiway centre line lights
Stop bar light
Stop bar light
(unidirectional)
Intermediate holding position light
(unidirectional)
Figure 5-26. Taxiway lighting
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5.3.17.9 Taxiway centre line lights shall be in accordance with the specifications of:
a) Appendix 2, Figure A2-12, A2-13, or A2-14, for taxiways intended for use in runway visual range conditions of less
than a value of 350 m; and
b) Appendix 2, Figure A2-15 or A2-16, for other taxiways.
5.3.17.10 Recommendation.— Where higher intensities are required, from an operational point of view, taxiway
centre line lights on rapid exit taxiways intended for use in runway visual range conditions less than a value of 350 m should
be in accordance with the specifications of Appendix 2, Figure A2-12. The number of levels of brilliancy settings for these
lights should be the same as that for the runway centre line lights.
5.3.17.11 Recommendation.— Where taxiway centre line lights are specified as components of an advanced surface
movement guidance and control system and where, from an operational point of view, higher intensities are required to
maintain ground movements at a certain speed in very low visibilities or in bright daytime conditions, taxiway centre line
lights should be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or A2-19.
Note.— High-intensity centre line lights should only be used in case of an absolute necessity and following a specific
study.
Location
5.3.17.12 Recommendation.— Taxiway centre line lights should normally be located on the taxiway centre line
marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.
Taxiway centre line lights on taxiways
Location
5.3.17.13 Recommendation.— Taxiway centre line lights on a straight section of a taxiway should be spaced at
longitudinal intervals of not more than 30 m, except that:
a) larger intervals not exceeding 60 m may be used where, because of the prevailing meteorological conditions,
adequate guidance is provided by such spacing;
b) intervals less than 30 m should be provided on short straight sections; and
c) on a taxiway intended for use in RVR conditions of less than a value of 350 m, the longitudinal spacing should not
exceed 15 m.
5.3.17.14 Recommendation.— Taxiway centre line lights on a taxiway 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.
5.3.17.15 Recommendation.— On a taxiway intended for use in RVR conditions of less than a value of 350 m, the
lights on a curve should not exceed a spacing of 15 m, and on a curve of less than 400 m radius the lights should be spaced at
intervals of not greater than 7.5 m. This spacing should extend for 60 m before and after the curve.
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Note 1.— Spacings on curves that have been found suitable for a taxiway intended for use in RVR conditions of 350 m or
greater are:
Curve radius Light spacing
up to 400 m 7.5 m
401 m to 899 m 15 m
900 m or greater 30 m.
Note 2.— See 3.9.5 and Figure 3-2.
Taxiway centre line lights on rapid exit taxiways
Location
5.3.17.16 Recommendation.— Taxiway centre line lights on a rapid exit taxiway should commence at a point at least
60 m before the beginning of the taxiway centre line curve and continue beyond the end of the curve to a point on the centre
line of the taxiway where an aeroplane can be expected to reach normal taxiing speed. The lights on that portion parallel to
the runway centre line should always be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-27.
5.3.17.17 Recommendation.— The lights should be spaced at longitudinal intervals of not more than 15 m, except
that, where runway centre line lights are not provided, a greater interval not exceeding 30 m may be used.
Taxiway centre line lights on other exit taxiways
Location
5.3.17.18 Recommendation.— Taxiway centre line lights on exit taxiways other than rapid exit taxiways should
commence at the point where the taxiway centre line marking begins to curve from the runway centre line, and follow the
curved taxiway centre line marking at least to the point where the marking leaves the runway. The first light should be at
least 60 cm from any row of runway centre line lights, as shown in Figure 5-27.
5.3.17.19 Recommendation.— The lights should be spaced at longitudinal intervals of not more than 7.5 m.
Taxiway centre line lights on runways
Location
5.3.17.20 Recommendation.— Taxiway centre line lights on a runway forming part of a standard taxi-route and
intended for taxiing in runway visual range conditions less than a value of 350 m should be spaced at longitudinal intervals
not exceeding 15 m.
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exit taxiway centre line light
exit taxiway centre line marking
90 cm
runway centre line marking
precision approach runway
category II or III
runway centre line
60 cm
90 cm
runway centre line light
60 cm
exit taxiway centre line marking
30 cm
exit taxiway centre line light
Tolerances for offset runway centre line lights and
taxiway centre line lights to maintain 60 cm separation.
Figure 5-27. Offset runway and taxiway centre line lights
5.3.18 Taxiway edge lights
Application
5.3.18.1 Taxiway edge lights shall be provided at the edges of a runway turn pad, holding bay, de-icing/anti-icing
facility, apron, etc., intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for
use at night, except that taxiway edge lights need not be provided where, considering the nature of the operations, adequate
guidance can be achieved by surface illumination or other means.
Note.— See 5.5.5 for taxiway edge markers.
5.3.18.2 Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for
taxiing at night where the runway is not provided with taxiway centre line lights.
Note.— See 8.2.3 for provisions concerning the interlocking of runway and taxiway lighting systems.
Location
5.3.18.3 Recommendation.— Taxiway edge lights on a straight section of a taxiway and on a runway forming part of
a standard taxi-route should be spaced at uniform longitudinal intervals of not more than 60 m. The lights on a curve should
be spaced at intervals less than 60 m so that a clear indication of the curve is provided.
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Note.— Guidance on the spacing of taxiway edge lights on curves is given in the Aerodrome Design Manual (Doc 9157),
Part 4.
5.3.18.4 Recommendation.— Taxiway edge lights on a holding bay, de-icing/anti-icing facility, apron, etc., should be
spaced at uniform longitudinal intervals of not more than 60 m.
5.3.18.5 Recommendation.— Taxiway edge lights on a runway turn pad should be spaced at uniform longitudinal
intervals of not more than 30 m.
5.3.18.6 Recommendation.— The lights should be located as near as practicable to the edges of the taxiway, runway
turn pad, holding bay, de-icing/anti-icing facility, apron or runway, etc., or outside the edges at a distance of not more than
3 m.
Characteristics
5.3.18.7 Taxiway edge lights shall be fixed lights showing blue. The lights shall show up to at least 75° above the
horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. At an intersection,
exit or curve the lights shall be shielded as far as practicable so that they cannot be seen in angles of azimuth in which they
may be confused with other lights.
5.3.18.8 The intensity of taxiway edge lights shall be at least 2 cd from 0° to 6° vertical, and 0.2 cd at any vertical
angles between 6° and 75°.
5.3.19 Runway turn pad lights
Application
5.3.19.1 Runway turn pad lights shall be provided for continuous guidance on a runway turn pad intended for use in
runway visual range conditions less than a value of 350 m, to enable an aeroplane to complete a 180-degree turn and align
with the runway centre line.
5.3.19.2 Recommendation.— Runway turn pad lights should be provided on a runway turn pad intended for use at
night.
Location
5.3.19.3 Recommendation.— Runway turn pad lights should normally be located on the runway turn pad marking,
except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.
5.3.19.4 Recommendation.— Runway turn pad lights on a straight section of the runway turn pad marking should be
spaced at longitudinal intervals of not more than 15 m.
5.3.19.5 Recommendation.— Runway turn pad lights on a curved section of the runway turn pad marking should not
exceed a spacing of 7.5 m.
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Characteristics
5.3.19.6 Runway turn pad lights shall be unidirectional fixed lights showing green with beam dimensions such that the
light is visible only from aeroplanes on or approaching the runway turn pad.
5.3.19.7 Runway turn pad lights shall be in accordance with the specifications of Appendix 2, Figure A2-13, A2-14 or
A2-15, as appropriate.
5.3.20 Stop bars
Application
Note 1.— A stop bar is intended to be controlled either manually or automatically by air traffic services.
Note 2.— Runway incursions may take place in all visibility or weather conditions. The provision of stop bars at runway-
holding positions and their use at night and in visibility conditions greater than 550 m runway visual range can form part of
effective runway incursion prevention measures.
5.3.20.1 A stop bar shall be provided at every runway-holding position serving a runway when it is intended that the
runway will be used in runway visual range conditions less than a value of 350 m, except where:
a) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the
runway; or
b) operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of:
1) aircraft on the manoeuvring area to one at a time; and
2) vehicles on the manoeuvring area to the essential minimum.
5.3.20.2 A stop bar shall be provided at every runway-holding position serving a runway when it is intended that the
runway will be used in runway visual range conditions of values between 350 m and 550 m, except where:
a) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the
runway; or
b) operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of:
1) aircraft on the manoeuvring area to one at a time; and
2) vehicles on the manoeuvring area to the essential minimum.
5.3.20.3 Where there is more than one stop bar associated with a taxiway/runway intersection, only one shall be
illuminated at any given time.
5.3.20.4 Recommendation.— A stop bar should be provided at an intermediate holding position when it is desired to
supplement markings with lights and to provide traffic control by visual means.
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Location
5.3.20.5 Stop bars shall be located across the taxiway at the point where it is desired that traffic stop. Where the
additional lights specified in 5.3.20.7 are provided, these lights shall be located not less than 3 m from the taxiway edge.
Characteristics
5.3.20.6 Stop bars shall consist of lights spaced at uniform intervals of no more than 3 m across the taxiway, showing
red in the intended direction(s) of approach to the intersection or runway-holding position.
Note.— Where necessary to enhance conspicuity of an existing stop bar, extra lights are installed uniformly.
5.3.20.7 Recommendation.— A pair of elevated lights should be added to each end of the stop bar where the in-
pavement stop bar lights might be obscured from a pilot’s view, for example, by snow or rain, or where a pilot may be
required to stop the aircraft in a position so close to the lights that they are blocked from view by the structure of the aircraft.
5.3.20.8 Stop bars installed at a runway-holding position shall be unidirectional and shall show red in the direction of
approach to the runway.
5.3.20.9 Where the additional lights specified in 5.3.20.7 are provided, these lights shall have the same characteristics
as the lights in the stop bar, but shall be visible to approaching aircraft up to the stop bar position.
5.3.20.10 The intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications in
Appendix 2, Figures A2-12 through A2-16, as appropriate.
5.3.20.11 Recommendation.— Where stop bars are specified as components of an advanced surface movement
guidance and control system and where, from an operational point of view, higher intensities are required to maintain
ground movements at a certain speed in very low visibilities or in bright daytime conditions, the intensity in red light and
beam spreads of stop bar lights should be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or A2-19.
Note.— High-intensity stop bars should only be used in case of an absolute necessity and following a specific study.
5.3.20.12 Recommendation.— Where a wide beam fixture is required, the intensity in red light and beam spreads of
stop bar lights should be in accordance with the specifications of Appendix 2, Figure A2-17 or A2-19.
5.3.20.13 The lighting circuit shall be designed so that:
a) stop bars located across entrance taxiways are selectively switchable;
b) stop bars located across taxiways intended to be used only as exit taxiways are switchable selectively or in groups;
c) when a stop bar is illuminated, any taxiway centre line lights installed beyond the stop bar shall be extinguished for
a distance of at least 90 m; and
d) stop bars are interlocked with the taxiway centre line lights so that when the centre line lights beyond the stop bar
are illuminated the stop bar is extinguished and vice versa.
Note.— Care is required in the design of the electrical system to ensure that all of the lights of a stop bar will not fail at
the same time. Guidance on this issue is given in the Aerodrome Design Manual (Doc 9157), Part 5.
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5.3.21 Intermediate holding position lights
Note.— See 5.2.11 for specifications on intermediate holding position marking.
Application
5.3.21.1 Except where a stop bar has been installed, intermediate holding position lights shall be provided at an
intermediate holding position intended for use in runway visual range conditions less than a value of 350 m.
5.3.21.2 Recommendation.— Intermediate holding position lights should be provided at an intermediate holding
position where there is no need for stop-and-go signals as provided by a stop bar.
Location
5.3.21.3 Intermediate holding position lights shall be located along the intermediate holding position marking at a
distance of 0.3 m prior to the marking.
Characteristics
5.3.21.4 Intermediate holding position lights shall consist of three fixed unidirectional lights showing yellow in the
direction of approach to the intermediate holding position with a light distribution similar to taxiway centre line lights if
provided. The lights shall be disposed symmetrically about and at right angle to the taxiway centre line, with individual lights
spaced 1.5 m apart.
5.3.22 De-icing/anti-icing facility exit lights
Application
5.3.22.1 Recommendation.— De-icing/anti-icing facility exit lights should be provided at the exit boundary of a
remote de-icing/anti-icing facility adjoining a taxiway.
Location
5.3.22.2 De-icing/anti-icing facility exit lights shall be located 0.3 m inward of the intermediate holding position
marking displayed at the exit boundary of a remote de-icing/anti-icing facility.
Characteristics
5.3.22.3 De-icing/anti-icing facility exit lights shall consist of in-pavement fixed unidirectional lights spaced at
intervals of 6 m showing yellow in the direction of the approach to the exit boundary with a light distribution similar to
taxiway centre line lights (see Figure 5-28).
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Taxiway
Minimum separation
distance (see 3.15.10 and
Table 3-1, column 11)
Intermediate holding
position marking
De-icing/anti-icing
facility exit light
Figure 5-28. Typical remote de-icing/anti-icing facility
5.3.23 Runway guard lights
Note.— The purpose of runway guard lights is to warn pilots, and drivers of vehicles when they are operating on
taxiways, that they are about to enter a runway. There are two standard configurations of runway guard lights as illustrated
in Figure 5-29.
Application
5.3.23.1 Runway guard lights, Configuration A, shall be provided at each taxiway/runway intersection associated with
a runway intended for use in:
a) runway visual range conditions less than a value of 550 m where a stop bar is not installed; and
b) runway visual range conditions of values between 550 m and 1 200 m where the traffic density is heavy.
5.3.23.2 Recommendation.— As part of runway incursion prevention measures, runway guard lights,
Configuration A or B, should be provided at each taxiway/runway intersection where runway incursion hot spots have been
identified, and used under all weather conditions during day and night.
5.3.23.3 Recommendation.— Configuration B runway guard lights should not be collocated with a stop bar.
Location
5.3.23.4 Runway guard lights, Configuration A, shall be located at each side of the taxiway at a distance from the
runway centre line not less than that specified for a take-off runway in Table 3-2.
5.3.23.5 Runway guard lights, Configuration B, shall be located across the taxiway at a distance from the runway
centre line not less than that specified for a take-off runway in Table 3-2.
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See 5.3.23.4
and 5.3.23.5
A pair of unidirectional, Unidirectional flashing
flashing yellow lights yellow lights spaced at
intervals of 3 m
Configuration A Configuration B
Figure 5-29. Runway guard lights
Characteristics
5.3.23.6 Runway guard lights, Configuration A, shall consist of two pairs of yellow lights.
5.3.23.7 Recommendation.— Where there is a need to enhance the contrast between the on and off state of runway
guard lights, Configuration A, intended for use during the day, a visor of sufficient size to prevent sunlight from entering the
lens without interfering with the function of the fixture should be located above each lamp.
Note.— Some other device or design, e.g. specially designed optics, may be used in lieu of the visor.
5.3.23.8 Runway guard lights, Configuration B, shall consist of yellow lights spaced at intervals of 3 m across the
taxiway.
5.3.23.9 The light beam shall be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxiing to the
holding position.
5.3.23.10 Recommendation.— The intensity in yellow light and beam spreads of lights of Configuration A should be
in accordance with the specifications in Appendix 2, Figure A2-24.
5.3.23.11 Recommendation.— Where runway guard lights are intended for use during the day, the intensity in yellow
light and beam spreads of lights of Configuration A should be in accordance with the specifications in Appendix 2,
Figure A2-25.
5.3.23.12 Recommendation.— Where runway guard lights are specified as components of an advanced surface
movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam
spreads of lights of Configuration A should be in accordance with the specifications in Appendix 2, Figure A2-25.
Note.— Higher light intensities may be required to maintain ground movement at a certain speed in low visibilities.
5.3.23.13 Recommendation.— The intensity in yellow light and beam spreads of lights of Configuration B should be
in accordance with the specifications in Appendix 2, Figure A2-12.
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5.3.23.14 Recommendation.— Where runway guard lights are intended for use during the day, the intensity in yellow
light and beam spreads of lights of Configuration B should be in accordance with the specifications in Appendix 2,
Figure A2-20.
5.3.23.15 Recommendation.— Where runway guard lights are specified as components of an advanced surface
movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam
spreads of lights of Configuration B should be in accordance with the specifications in Appendix 2, Figure A2-20.
5.3.23.16 The lights in each unit of Configuration A shall be illuminated alternately.
5.3.23.17 For Configuration B, adjacent lights shall be alternately illuminated and alternative lights shall be
illuminated in unison.
5.3.23.18 The lights shall be illuminated between 30 and 60 cycles per minute and the light suppression and
illumination periods shall be equal and opposite in each light.
Note.— The optimum flash rate is dependent on the rise and fall times of the lamps used. Runway guard lights,
Configuration A, installed on 6.6 ampere series circuits have been found to look best when operated at 45 to 50 flashes per
minute per lamp. Runway guard lights, Configuration B, installed on 6.6 ampere series circuits have been found to look best
when operated at 30 to 32 flashes per minute per lamp.
5.3.24 Apron floodlighting
(see also 5.3.17.1 and 5.3.18.1)
Application
5.3.24.1 Recommendation.— Apron floodlighting should be provided on an apron, on a de-icing/anti-icing facility
and on a designated isolated aircraft parking position intended to be used at night.
Note 1.— Where a de-icing/anti-icing facility is located in close proximity to the runway and permanent floodlighting
could be confusing to pilots, other means of illumination of the facility may be required.
Note 2.— The designation of an isolated aircraft parking position is specified in 3.14.
Note 3.— Guidance on apron floodlighting is given in the Aerodrome Design Manual (Doc 9157), Part 4.
Location
5.3.24.2 Recommendation.— Apron floodlights should be located so as to provide adequate illumination on all apron
service areas, with a minimum of glare to pilots of aircraft in flight and on the ground, aerodrome and apron controllers, and
personnel on the apron. The arrangement and aiming of floodlights should be such that an aircraft stand receives light from
two or more directions to minimize shadows.
Characteristics
5.3.24.3 The spectral distribution of apron floodlights shall be such that the colours used for aircraft marking connected
with routine servicing, and for surface and obstacle marking, can be correctly identified.
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5.3.24.4 Recommendation.— The average illuminance should be at least the following:
Aircraft stand:
— horizontal illuminance — 20 lux with a uniformity ratio (average to minimum) of not more than 4 to 1; and
— vertical illuminance — 20 lux at a height of 2 m above the apron in relevant directions.
Other apron areas:
— horizontal illuminance — 50 per cent of the average illuminance on the aircraft stands with a uniformity ratio
(average to minimum) of not more than 4 to 1.
5.3.25 Visual docking guidance system
Application
5.3.25.1 A visual docking guidance system shall be provided when it is intended to indicate, by a visual aid, the precise
positioning of an aircraft on an aircraft stand and other alternative means, such as marshallers, are not practicable.
Note.— The factors to be considered in evaluating the need for a visual docking guidance system are in particular: the
number and type(s) of aircraft using the aircraft stand, weather conditions, space available on the apron and the precision
required for manoeuvring into the parking position due to aircraft servicing installation, passenger loading bridges, etc. See
the Aerodrome Design Manual (Doc 9157), Part 4 — Visual Aids for guidance on the selection of suitable systems.
Characteristics
5.3.25.2 The system shall provide both azimuth and stopping guidance.
5.3.25.3 The azimuth guidance unit and the stopping position indicator shall be adequate for use in all weather,
visibility, background lighting and pavement conditions for which the system is intended, both by day and night, but shall not
dazzle the pilot.
Note.— Care is required in both the design and on-site installation of the system to ensure that reflection of sunlight, or
other light in the vicinity, does not degrade the clarity and conspicuity of the visual cues provided by the system.
5.3.25.4 The azimuth guidance unit and the stopping position indicator shall be of a design such that:
a) a clear indication of malfunction of either or both is available to the pilot; and
b) they can be turned off.
5.3.25.5 The azimuth guidance unit and the stopping position indicator shall be located in such a way that there is
continuity of guidance between the aircraft stand markings, the aircraft stand manoeuvring guidance lights, if present, and the
visual docking guidance system.
5.3.25.6 The accuracy of the system shall be adequate for the type of loading bridge and fixed aircraft servicing
installations with which it is to be used.
5.3.25.7 Recommendation.— The system should be usable by all types of aircraft for which the aircraft stand is
intended, preferably without selective operation.
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5.3.25.8 If selective operation is required to prepare the system for use by a particular type of aircraft, then the system
shall provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring
that the system has been set properly.
Azimuth guidance unit
Location
5.3.25.9 The azimuth guidance unit shall be located on or close to the extension of the stand centre line ahead of the
aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use at
least by the pilot occupying the left seat.
5.3.25.10 Recommendation.— The azimuth guidance unit should be aligned for use by the pilots occupying both the
left and right seats.
Characteristics
5.3.25.11 The azimuth guidance unit shall provide unambiguous left/right guidance which enables the pilot to acquire
and maintain the lead-in line without over-controlling.
5.3.25.12 When azimuth guidance is indicated by colour change, green shall be used to identify the centre line and red
for deviations from the centre line.
Stopping position indicator
Location
5.3.25.13 The stopping position indicator shall be located in conjunction with, or sufficiently close to, the azimuth
guidance unit so that a pilot can observe both the azimuth and stop signals without turning the head.
5.3.25.14 The stopping position indicator shall be usable at least by the pilot occupying the left seat.
5.3.25.15 Recommendation.— The stopping position indicator should be usable by the pilots occupying both the left
and right seats.
Characteristics
5.3.25.16 The stopping position information provided by the indicator for a particular aircraft type shall account for the
anticipated range of variations in pilot eye height and/or viewing angle.
5.3.25.17 The stopping position indicator shall show the stopping position for the aircraft for which guidance is being
provided and shall provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the
intended stopping position.
5.3.25.18 Recommendation.— The stopping position indicator should provide closing rate information over a
distance of at least 10 m.
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5.3.25.19 When stopping guidance is indicated by colour change, green shall be used to show that the aircraft can
proceed and red to show that the stop point has been reached ,except that for a short distance prior to the stop point a third
colour may be used to warn that the stopping point is close.
5.3.26 Advanced visual docking guidance system
Application
Note 1.— Advanced visual docking guidance systems (A-VDGS) include those systems that, in addition to basic and
passive azimuth and stop position information, provide pilots with active (usually sensor-based) guidance information, such
as aircraft type indication (in accordance with Doc 8643 — Aircraft Type Designators), distance-to-go information and
closing speed. Docking guidance information is usually provided on a single display unit.
Note 2.— An A-VDGS may provide docking guidance information in three stages: the acquisition of the aircraft by the
system, the azimuth alignment of the aircraft, and the stopping position information.
5.3.26.1 Recommendation.— An A-VDGS should be provided where it is operationally desirable to confirm the
correct aircraft type for which guidance is being provided and/or to indicate the stand centre line in use, where more than
one is provided for.
5.3.26.2 The A-VDGS shall be suitable for use by all types of aircraft for which the aircraft stand is intended.
5.3.26.3 The A-VDGS shall be used only in conditions in which its operational performance is specified.
Note 1.— The use of the A-VDGS in conditions such as weather, visibility and background lighting, both by day and
night, would need to be specified.
Note 2.— Care is required in both the design and on-site installation of the system to ensure that glare, reflection of
sunlight, or other light in the vicinity, does not degrade the clarity and conspicuity of the visual cues provided by the system.
5.3.26.4 The docking guidance information provided by an A-VDGS shall not conflict with that provided by a
conventional visual docking guidance system on an aircraft stand if both types are provided and are in operational use. A
method of indicating that the A-VDGS is not in operational use or is unserviceable shall be provided.
Location
5.3.26.5 The A-VDGS shall be located such that unobstructed and unambiguous guidance is provided to the person
responsible for, and persons assisting, the docking of the aircraft throughout the docking manoeuvre.
Note.— Usually the pilot-in-command is responsible for the docking of the aircraft. However, in some circumstances,
another person could be responsible and this person may be the driver of a vehicle that is towing the aircraft.
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Characteristics
5.3.26.6 The A-VDGS shall provide, at minimum, the following guidance information at the appropriate stage of the
docking manoeuvre:
a) an emergency stop indication;
b) the aircraft type and model for which the guidance is provided;
c) an indication of the lateral displacement of the aircraft relative to the stand centre line;
d) the direction of azimuth correction needed to correct a displacement from the stand centre line;
e) an indication of the distance to the stop position;
f) an indication when the aircraft has reached the correct stopping position; and
g) a warning indication if the aircraft goes beyond the appropriate stop position.
5.3.26.7 The A-VDGS shall be capable of providing docking guidance information for all aircraft taxi speeds
encountered during the docking manoeuvre.
Note.— See the Aerodrome Design Manual (Doc 9157), Part 4, for an indication of the maximum aircraft speeds relative
to distance to the stopping position.
5.3.26.8 The time taken from the determination of the lateral displacement to its display shall not result in a deviation
of the aircraft, when operated in normal conditions, from the stand centre line greater than 1 m.
5.3.26.9 Recommendation.— The information on displacement of the aircraft relative to the stand centre line and
distance to the stopping position, when displayed, should be provided with the accuracy specified in Table 5-4.
5.3.26.10 Symbols and graphics used to depict guidance information shall be intuitively representative of the type of
information provided.
Note.— The use of colour would need to be appropriate and need to follow signal convention, i.e. red, yellow and green
mean hazard, caution and normal/correct conditions, respectively. The effects of colour contrasts would also need to be
considered.
5.3.26.11 Information on the lateral displacement of the aircraft relative to the stand centre line shall be provided at
least 25 m prior to the stop position.
Note.— The indication of the distance of the aircraft from the stop position may be colour-coded and presented at a rate
and distance proportional to the actual closure rate and distance of the aircraft approaching the stop point.
5.3.26.12 Continuous closure distance and closure rate shall be provided from at least 15 m prior to the stop position.
5.3.26.13 Recommendation.— Where provided, closure distance displayed in numerals should be provided in metre
integers to the stop position and displayed to 1 decimal place at least 3 m prior to the stop position.
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Table 5-4. A-VDGS recommended displacement accuracy
Maximum deviation at Maximum deviation at Maximum deviation at Maximum deviation at
stop position 9 m from 15 m from 25 m from
Guidance information (stop area) stop position stop position stop position
Azimuth ±250 mm ±340 mm ±400 mm ±500 mm
Distance ±500 mm ±1 000 mm ±1 300 mm Not specified
5.3.26.14 Throughout the docking manoeuvre, an appropriate means shall be provided on the A-VDGS to indicate the
need to bring the aircraft to an immediate halt. In such an event, which includes a failure of the A-VDGS, no other
information shall be displayed.
5.3.26.15 Provision to initiate an immediate halt to the docking procedure shall be made available to personnel
responsible for the operational safety of the stand.
5.3.26.16 Recommendation.— The word “stop” in red characters should be displayed when an immediate cessation
of the docking manoeuvre is required.
5.3.27 Aircraft stand manoeuvring guidance lights
Application
5.3.27.1 Recommendation.— Aircraft stand manoeuvring guidance lights should be provided to facilitate the
positioning of an aircraft on an aircraft stand on a paved apron or on a de-icing/anti-icing facility intended for use in poor
visibility conditions, unless adequate guidance is provided by other means.
Location
5.3.27.2 Aircraft stand manoeuvring guidance lights shall be collocated with the aircraft stand markings.
Characteristics
5.3.27.3 Aircraft stand manoeuvring guidance lights, other than those indicating a stop position, shall be fixed yellow
lights, visible throughout the segments within which they are intended to provide guidance.
5.3.27.4 Recommendation.— The lights used to delineate lead-in, turning and lead-out lines should be spaced at
intervals of not more than 7.5 m on curves and 15 m on straight sections.
5.3.27.5 The lights indicating a stop position shall be fixed unidirectional lights showing red.
5.3.27.6 Recommendation.— The intensity of the lights should be adequate for the condition of visibility and ambient
light in which the use of the aircraft stand is intended.
5.3.27.7 Recommendation.— The lighting circuit should be designed so that the lights may be switched on to indicate
that an aircraft stand is to be used and switched off to indicate that it is not to be used.
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5.3.28 Road-holding position light
Application
5.3.28.1 A road-holding position light shall be provided at each road-holding position serving a runway when it is
intended that the runway will be used in runway visual range conditions less than a value of 350 m.
5.3.28.2 Recommendation.— A road-holding position light should be provided at each road-holding position serving
a runway when it is intended that the runway will be used in runway visual range conditions of values between 350 m and
550 m.
Location
5.3.28.3 A road-holding position light shall be located adjacent to the holding position marking 1.5 m (±0.5 m) from
one edge of the road, i.e. left or right as appropriate to the local traffic regulations.
Note.— See 9.9 for the mass and height limitations and frangibility requirements of navigation aids located on runway
strips.
Characteristics
5.3.28.4 The road-holding position light shall comprise:
a) a controllable red (stop)/green (go) traffic light; or
b) a flashing-red light.
Note.— It is intended that the lights specified in sub-paragraph a) be controlled by the air traffic services.
5.3.28.5 The road-holding position light beam shall be unidirectional and aligned so as to be visible to the driver of a
vehicle approaching the holding position.
5.3.28.6 The intensity of the light beam shall be adequate for the conditions of visibility and ambient light in which the
use of the holding position is intended, but shall not dazzle the driver.
Note.— The commonly used traffic lights are likely to meet the requirements in 5.3.28.5 and 5.3.28.6.
5.3.28.7 The flash frequency of the flashing-red light shall be between 30 and 60 flashes per minute.
5.3.29 No-entry bar
Note 1.— A no-entry bar is intended to be controlled manually by air traffic services.
Note 2.— Runway incursions may take place in all visibility or weather conditions. The provision of no-entry bars at
taxiway/runway intersections and their use at night and in all visibility conditions can form part of effective runway incursion
prevention measures.
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Application
5.3.29.1 Recommendation.— A no-entry bar should be provided across a taxiway which is intended to be used as an
exit only taxiway to assist in preventing inadvertent access of traffic to that taxiway.
Location
5.3.29.2 Recommendation.— A no-entry bar should be located across the taxiway at the end of an exit only taxiway
where it is desired to prevent traffic from entering the taxiway in the wrong direction.
Characteristics
5.3.29.3 Recommendation.— A no-entry bar should consist of unidirectional lights spaced at uniform intervals of no
more than 3 m showing red in the intended direction(s) of approach to the runway.
Note.— Where necessary to enhance conspicuity, extra lights are installed uniformly.
5.3.29.4 Recommendation.— A pair of elevated lights should be added to each end of the no-entry bar where the in-
pavement no entry bar lights might be obscured from a pilot’s view, for example, by snow or rain, or where a pilot may be
required to stop the aircraft in a position so close to the lights that they are blocked from view by the structure of the aircraft.
5.3.29.5 The intensity in red light and beam spreads of no-entry bar lights shall be in accordance with the specifications
in Appendix 2, Figures A2-12 through A2-16, as appropriate.
5.3.29.6 Recommendation.— Where no-entry bars are specified as components of an advanced surface movement
guidance and control system and where, from an operational point of view, higher intensities are required to maintain
ground movements at a certain speed in very low visibilities or in bright daytime conditions, the intensity in red light and
beam spreads of no-entry bar lights should be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or
A2-19.
Note.— High-intensity no-entry bars are typically used only in case of an absolute necessity and following a specific
study.
5.3.29.7 Recommendation.— Where a wide beam fixture is required, the intensity in red light and beam spreads of
no-entry bar lights should be in accordance with the specifications of Appendix 2, Figure A2-17 or A2-19.
5.3.29.8 The lighting circuit shall be designed so that:
a) no-entry bars are switchable selectively or in groups;
b) when a no-entry bar is illuminated, any taxiway centre line lights installed beyond the no-entry bar, when viewed
towards the runway, shall be extinguished for a distance of at least 90 m; and
c) when a no-entry bar is illuminated, any stop bar installed between the no-entry bar and the runway shall be
extinguished.
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5.3.30 Runway status lights
Introductory Note.— Runway status lights (RWSL) is a type of autonomous runway incursion warning system (ARIWS).
The two basic visual components of RWSL are runway entrance lights (RELs) and take-off hold lights (THLs). Either
component may be installed by itself, but the two components are designed to be complementary to each other.
Location
5.3.30.1 Where provided, RELs shall be offset 0.6 m from the taxiway centre line on the opposite side to the taxiway
centre line lights and begin 0.6 m before the runway-holding position extending to the edge of the runway. An additional
single light shall be placed on the runway 0.6 m from the runway centre line and aligned with the last two taxiway RELs.
Note.— Where two or more runway-holding positions are provided, the runway-holding position referred is that closest
to the runway.
5.3.30.2 RELs shall consist of at least five light units and shall be spaced at a minimum of 3.8 m and a maximum of
15.2 m longitudinally, depending upon the taxiway length involved, except for a single light installed near the runway centre
line.
5.3.30.3 Where provided, THLs shall be offset 1.8 m on each side of the runway centre line lights and extend, in pairs,
starting at a point 115 m from the beginning of the runway and, thereafter, every 30 m for at least 450 m.
Note.— Additional THLs may be similarly provided at the starting point of the take-off roll.
Characteristics
5.3.30.4 Where provided, RELs shall consist of a single line of fixed in pavement lights showing red in the direction of
aircraft approaching the runway.
5.3.30.5 RELs shall illuminate as an array at each taxiway/runway intersection where they are installed less than
two seconds after the system determines a warning is needed.
5.3.30.6 Intensity and beam spread of RELs shall be in accordance with the specifications of Appendix 2,
Figures A2-12 and A2-14.
Note.— Consideration for reduced beam width may be required for some REL lights at acute angled runway/taxiway
intersections to ensure the RELs are not visible to aircraft on the runway.
5.3.30.7 Where provided, THLs shall consist of two rows of fixed in pavement lights showing red facing the aircraft
taking off.
5.3.30.8 THLs shall illuminate as an array on the runway less than two seconds after the system determines a warning
is needed.
5.3.30.9 Intensity and beam spread of THLs shall be in accordance with the specifications of Appendix 2, Figure A2-26.
5.3.30.10 Recommendation.— RELs and THLs should be automated to the extent that the only control over each
system will be to disable one or both systems.
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5.4 Signs
5.4.1 General
Note.— Signs shall be either fixed message signs or variable message signs. Guidance on signs is contained in the
Aerodrome Design Manual (Doc 9157), Part 4.
Application
5.4.1.1 Signs shall be provided to convey a mandatory instruction, information on a specific location or destination on
a movement area or to provide other information to meet the requirements of 9.8.1.
Note.— See 5.2.17 for specifications on information marking.
5.4.1.2 Recommendation.— A variable message sign should be provided where:
a) the instruction or information displayed on the sign is relevant only during a certain period of time; and/or
b) there is a need for variable predetermined information to be displayed on the sign to meet the requirements of 9.8.1.
Characteristics
5.4.1.3 Signs shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance
for propellers and the engine pods of jet aircraft. The installed height of the sign shall not exceed the dimension shown in the
appropriate column of Table 5-5.
5.4.1.4 Signs shall be rectangular, as shown in Figures 5-30 and 5-31 with the longer side horizontal.
5.4.1.5 The only signs on the movement area utilizing red shall be mandatory instruction signs.
5.4.1.6 The inscriptions on a sign shall be in accordance with the provisions of Appendix 4.
Table 5-5. Location distances for taxiing guidance signs including runway exit signs
Sign height (mm) Perpendicular Perpendicular
distance from distance from
defined taxiway defined runway
Code Face Installed pavement edge to pavement edge to
number Legend (min.) (max.) near side of sign near side of sign
1 or 2 200 400 700 5–11 m 3–10 m
1 or 2 300 600 900 5–11 m 3–10 m
3 or 4 300 600 900 11–21 m 8–15 m
3 or 4 400 800 1 100 11–21 m 8–15 m
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Runway designation Indicates a runway-holding position at a runway extremity
of a runway extremity
(Example)
Runway designation Indicates a runway-holding position located at
of both extremities taxiway/runway intersection other than runway extremity
of a runway
(Example)
Category I hold Indicates a category I runway-holding position
position at the threshold of runway 25
(Example)
Category II hold Indicates a category II runway-holding position
position at the threshold of runway 25
(Example)
Category III hold Indicates a category III runway-holding
position position at the threshold of runway 25
(Example)
Category II and III Indicates a joint category II and III
hold position runway-holding position at the
(Example) threshold of runway 25
Category I, II and III Indicates a joint category I, II and III
hold position runway-holding position at the
(Example) threshold of runway 25
NO ENTRY Indicates that entry to an area is prohibited
Runway-holding Indicates a runway-holding position (in accordance with 3.12.3)
position
(Example)
Figure 5-30. Mandatory instruction signs
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LEFT SIDE RIGHT SIDE
DIRECTION/LOCATION/DIRECTION
LOCATION/DIRECTION DESTINATION
LOCATION/RUNWAY VACATED RUNWAY VACATED/LOCATION
RUNWAY EXIT RUNWAY EXIT
LOCATION DIRECTION/LOCATION/DIRECTION/DIRECTION
DIRECTION/DIRECTION/DIRECTION/LOCATION/DIRECTION/DIRECTION/DIRECTION
INTERSECTION TAKE-OFF
Figure 5-31. Information signs
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5.4.1.7 Signs shall be illuminated in accordance with the provisions of Appendix 4 when intended for use:
a) in runway visual range conditions less than a value of 800 m; or
b) at night in association with instrument runways; or
c) at night in association with non-instrument runways where the code number is 3 or 4.
5.4.1.8 Signs shall be retroreflective and/or illuminated in accordance with the provisions of Appendix 4 when
intended for use at night in association with non-instrument runways where the code number is 1 or 2.
5.4.1.9 A variable message sign shall show a blank face when not in use.
5.4.1.10 In case of failure, a variable message sign shall not provide information that could lead to unsafe action from a
pilot or a vehicle driver.
5.4.1.11 Recommendation.— The time interval to change from one message to another on a variable message sign
should be as short as practicable and should not exceed 5 seconds.
5.4.2 Mandatory instruction signs
Note.— See Figure 5-30 for pictorial representation of mandatory instruction signs and Figure 5-32 for examples of
locating signs at taxiway/runway intersections.
Application
5.4.2.1 A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing or vehicle
shall not proceed unless authorized by the aerodrome control tower.
5.4.2.2 Mandatory instruction signs shall include runway designation signs, category I, II or III holding position signs,
runway-holding position signs, road-holding position signs and NO ENTRY signs.
Note.— See 5.4.7 for specifications on road-holding position signs.
5.4.2.3 A pattern “A” runway-holding position marking shall be supplemented at a taxiway/runway intersection or a
runway/runway intersection with a runway designation sign.
5.4.2.4 A pattern “B” runway-holding position marking shall be supplemented with a category I, II or III holding
position sign.
5.4.2.5 A pattern “A” runway-holding position marking at a runway-holding position established in accordance with
3.12.3 shall be supplemented with a runway-holding position sign.
Note.— See 5.2.10 for specifications on runway-holding position marking.
5.4.2.6 Recommendation.— A runway designation sign at a taxiway/runway intersection should be supplemented
with a location sign in the outboard (farthest from the taxiway) position, as appropriate.
Note.— See 5.4.3 for characteristics of location signs.
5.4.2.7 A NO ENTRY sign shall be provided when entry into an area is prohibited.
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NON-INSTRUMENT, NON-PRECISION, TAKE-OFF RUNWAYS
X
PRECISION APPROACH RUNWAYS
X
Y Y
CATEGORY I
X
Y
Y
CATEGORY II
X
Y
Y
CATEGORY III
Note .— Distance X is established in accordance with Table 3-2. Distance Y is established at the edge of the ILS/MLS
critical/sensitive area.
Figure 5-32. Examples of sign positions at taxiway/runway intersections
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Location
5.4.2.8 A runway designation sign at a taxiway/runway intersection or a runway/runway intersection shall be located
on each side of the runway-holding position marking facing the direction of approach to the runway.
5.4.2.9 A category I, II or III holding position sign shall be located on each side of the runway-holding position
marking facing the direction of the approach to the critical area.
5.4.2.10 A NO ENTRY sign shall be located at the beginning of the area to which entrance is prohibited on each side
of the taxiway as viewed by the pilot.
5.4.2.11 A runway-holding position sign shall be located on each side of the runway-holding position established in
accordance with 3.12.3, facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as
appropriate.
Characteristics
5.4.2.12 A mandatory instruction sign shall consist of an inscription in white on a red background.
5.4.2.13 Recommendation.— Where, owing to environmental or other factors, the conspicuity of the inscription on a
mandatory instruction sign needs to be enhanced, the outside edge of the white inscription should be supplemented by a black
outline measuring 10 mm in width for runway code numbers 1 and 2, and 20 mm in width for runway code numbers 3 and 4.
5.4.2.14 The inscription on a runway designation sign shall consist of the runway designations of the intersecting
runway properly oriented with respect to the viewing position of the sign, except that a runway designation sign installed in
the vicinity of a runway extremity may show the runway designation of the concerned runway extremity only.
5.4.2.15 The inscription on a category I, II, III, joint II/III or joint I/II/III holding position sign shall consist of the
runway designator followed by CAT I, CAT II, CAT III, CAT II/III or CAT I/II/III, as appropriate.
5.4.2.16 The inscription on a NO ENTRY sign shall be in accordance with Figure 5-30.
5.4.2.17 The inscription on a runway-holding position sign at a runway-holding position established in accordance with
3.12.3 shall consist of the taxiway designation and a number.
5.4.2.18 Where installed, the inscriptions/symbol of Figure 5-30 shall be used.
5.4.3 Information signs
Note.— See Figure 5-31 for pictorial representations of information signs.
Application
5.4.3.1 An information sign shall be provided where there is an operational need to identify by a sign, a specific
location, or routing (direction or destination) information.
5.4.3.2 Information signs shall include: direction signs, location signs, destination signs, runway exit signs, runway
vacated signs and intersection take-off signs.
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5.4.3.3 A runway exit sign shall be provided where there is an operational need to identify a runway exit.
5.4.3.4 A runway vacated sign shall 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/MLS critical/sensitive area or the lower
edge of the inner transitional surface, whichever is farther from the runway centre line.
Note.— See 5.3.17 for specifications on colour coding taxiway centre line lights.
5.4.3.5 Recommendation.— An intersection take-off sign should be provided when there is an operational need to
indicate the remaining take-off run available (TORA) for intersection take-offs.
5.4.3.6 Recommendation.— Where necessary, a destination sign should be provided to indicate the direction to a
specific destination on the aerodrome, such as cargo area, general aviation, etc.
5.4.3.7 A combined location and direction sign shall be provided when it is intended to indicate routing information
prior to a taxiway intersection.
5.4.3.8 A direction sign shall be provided when there is an operational need to identify the designation and direction of
taxiways at an intersection.
5.4.3.9 Recommendation.— A location sign should be provided at an intermediate holding position.
5.4.3.10 A location sign shall be provided in conjunction with a runway designation sign except at a runway/runway
intersection.
5.4.3.11 A location sign shall be provided in conjunction with a direction sign, except that it may be omitted where an
aeronautical study indicates that it is not needed.
5.4.3.12 Recommendation.— Where necessary, a location sign should be provided to identify taxiways exiting an
apron or taxiways beyond an intersection.
5.4.3.13 Recommendation.— Where a taxiway ends at an intersection such as a ‘‘T’’ and it is necessary to identify
this, a barricade, direction sign and/or other appropriate visual aid should be used.
Location
5.4.3.14 Except as specified in 5.4.3.16 and 5.4.3.24 information signs shall, wherever practicable, be located on the
left-hand side of the taxiway in accordance with Table 5-5.
5.4.3.15 At a taxiway intersection, information signs shall be located prior to the intersection and in line with the
intermediate holding position marking. Where there is no intermediate holding position marking, the signs shall be installed
at least 60 m from the centre line of the intersecting taxiway where the code number is 3 or 4, and at least 40 m where the
code number is 1 or 2.
Note.— A location sign installed beyond a taxiway intersection may be installed on either side of a taxiway.
5.4.3.16 A runway exit sign shall be located on the same side of the runway as the exit is located (i.e. left or right) and
positioned in accordance with Table 5-5.
5.4.3.17 A runway exit sign shall be located prior to the runway exit point in line with a position at least 60 m prior to
the point of tangency where the code number is 3 or 4, and at least 30 m where the code number is 1 or 2.
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5.4.3.18 A runway vacated sign shall be located at least on one side of the taxiway. The distance between the sign and
the centre line of a runway shall be not less than the greater of the following:
a) the distance between the centre line of the runway and the perimeter of the ILS/MLS critical/sensitive area; or
b) the distance between the centre line of the runway and the lower edge of the inner transitional surface.
5.4.3.19 Where provided in conjunction with a runway vacated sign, the taxiway location sign shall be positioned
outboard of the runway vacated sign.
5.4.3.20 An intersection take-off sign shall be located at the left-hand side of the entry taxiway. The distance between
the sign and the centre line of the runway shall be not less than 60 m where the code number is 3 or 4, and not less than 45 m
where the code number is 1 or 2.
5.4.3.21 A taxiway location sign installed in conjunction with a runway designation sign shall be positioned outboard
of the runway designation sign.
5.4.3.22 Recommendation.— A destination sign should not normally be collocated with a location or direction sign.
5.4.3.23 An information sign other than a location sign shall not be collocated with a mandatory instruction sign.
5.4.3.24 Recommendation.— A direction sign, barricade and/or other appropriate visual aid used to identify a ‘‘T’’
intersection should be located on the opposite side of the intersection facing the taxiway.
Characteristics
5.4.3.25 An information sign other than a location sign shall consist of an inscription in black on a yellow background.
5.4.3.26 A location sign shall consist of an inscription in yellow on a black background and where it is a stand-alone
sign shall have a yellow border.
5.4.3.27 The inscription on a runway exit sign shall consist of the designator of the exit taxiway and an arrow
indicating the direction to follow.
5.4.3.28 The inscription on a runway vacated sign shall depict the pattern A runway-holding position marking as
shown in Figure 5-31.
5.4.3.29 The inscription on an intersection take-off sign shall consist of a numerical message indicating the remaining
take-off run available in metres plus an arrow, appropriately located and oriented, indicating the direction of the take-off as
shown in Figure 5-31.
5.4.3.30 The inscription on a destination sign shall comprise an alpha, alphanumerical or numerical message
identifying the destination plus an arrow indicating the direction to proceed as shown in Figure 5-31.
5.4.3.31 The inscription on a direction sign shall comprise an alpha or alphanumerical message identifying the
taxiway(s) plus an arrow or arrows appropriately oriented as shown in Figure 5-31.
5.4.3.32 The inscription on a location sign shall comprise the designation of the location taxiway, runway or other
pavement the aircraft is on or is entering and shall not contain arrows.
5.4.3.33 Recommendation.— Where it is necessary to identify each of a series of intermediate holding positions on
the same taxiway, the location sign should consist of the taxiway designation and a number.
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5.4.3.34 Where a location sign and direction signs are used in combination:
a) all direction signs related to left turns shall be placed on the left side of the location sign, and all direction signs
related to right turns shall 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;
b) the direction signs shall be placed such that the direction of the arrows departs increasingly from the vertical with
increasing deviation of the corresponding taxiway;
c) an appropriate direction sign shall be placed next to the location sign where the direction of the location taxiway
changes significantly beyond the intersection; and
d) adjacent direction signs shall be delineated by a vertical black line as shown in Figure 5-31.
5.4.3.35 A taxiway shall be identified by a designator comprising a letter, letters or a combination of a letter or letters
followed by a number.
5.4.3.36 Recommendation.— When designating taxiways, the use of the letters I, O or X and the use of words such as
inner and outer should be avoided wherever possible to avoid confusion with the numerals 1, 0 and closed marking.
5.4.3.37 The use of numbers alone on the manoeuvring area shall be reserved for the designation of runways.
5.4.4 VOR aerodrome checkpoint sign
Application
5.4.4.1 When a VOR aerodrome checkpoint is established, it shall be indicated by a VOR aerodrome checkpoint
marking and sign.
Note.— See 5.2.12 for VOR aerodrome checkpoint marking.
Location
5.4.4.2 A VOR aerodrome checkpoint sign shall be located as near as possible to the checkpoint and so that the
inscriptions are visible from the cockpit of an aircraft properly positioned on the VOR aerodrome checkpoint marking.
Characteristics
5.4.4.3 A VOR aerodrome checkpoint sign shall consist of an inscription in black on a yellow background.
5.4.4.4 Recommendation.— The inscriptions on a VOR checkpoint sign should be in accordance with one of the
alternatives shown in Figure 5-33 in which:
VOR is an abbreviation identifying this as a VOR checkpoint;
116.3 is an example of the radio frequency of the VOR concerned;
147° is an example of the VOR bearing, to the nearest degree, which should be indicated at the VOR checkpoint;
and
4.3 NM is an example of the distance in nautical miles to a DME collocated with the VOR concerned.
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VOR 116.3 147° •••••••••••••• VOR 116.3
147°
(A) (B)
Where no DME is collocated with the VOR
VOR 116.3 147° 4.3NM ••• VOR 116.3
147° 4.3NM
(C) (D)
Where a DME is collocated with the VOR
Figure 5-33. VOR aerodrome checkpoint sign
Note.— Tolerances for the bearing value shown on the sign are given in Annex 10, Volume I, Attachment E. It will be
noted that a checkpoint can only be used operationally when periodic checks show it to be consistently within ±2 degrees of
the stated bearing.
5.4.5 Aerodrome identification sign
Application
5.4.5.1 Recommendation.— An aerodrome identification sign should be provided at an aerodrome where there is
insufficient alternative means of visual identification.
Location
5.4.5.2 Recommendation.— The aerodrome identification sign should be placed on the aerodrome so as to be legible,
in so far as is practicable, at all angles above the horizontal.
Characteristics
5.4.5.3 The aerodrome identification sign shall consist of the name of the aerodrome.
5.4.5.4 Recommendation.— The colour selected for the sign should give adequate conspicuity when viewed against
its background.
5.4.5.5 Recommendation.— The characters should have a height of not less than 3 m.
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5.4.6 Aircraft stand identification signs
Application
5.4.6.1 Recommendation.— An aircraft stand identification marking should be supplemented with an aircraft stand
identification sign where feasible.
Location
5.4.6.2 Recommendation.— An aircraft stand identification sign should be located so as to be clearly visible from the
cockpit of an aircraft prior to entering the aircraft stand.
Characteristics
5.4.6.3 Recommendation.— An aircraft stand identification sign should consist of an inscription in black on a yellow
background.
5.4.7 Road-holding position sign
5.4.7.1 A road-holding position sign shall be provided at all road entrances to a runway.
Location
5.4.7.2 The road-holding position sign shall be located 1.5 m from one edge of the road (left or right as appropriate to
the local traffic regulations) at the holding position.
Characteristics
5.4.7.3 A road-holding position sign shall consist of an inscription in white on a red background.
5.4.7.4 The inscription on a road-holding position sign shall be in the national language, be in conformity with the
local traffic regulations and include the following:
a) a requirement to stop; and
b) where appropriate:
1) a requirement to obtain ATC clearance; and
2) location designator.
Note.— Examples of road-holding position signs are contained in the Aerodrome Design Manual (Doc 9157), Part 4.
5.4.7.5 A road-holding position sign intended for night use shall be retroreflective or illuminated.
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5.5 Markers
5.5.1 General
Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance for
propellers and for the engine pods of jet aircraft.
Note 1.— Anchors or chains, to prevent markers which have broken from their mounting from blowing away, are
sometimes used.
Note 2.— Guidance on frangibility of markers is given in the Aerodrome Design Manual (Doc 9157), Part 6.
5.5.2 Unpaved runway edge markers
Application
5.5.2.1 Recommendation.— Markers should be provided when the extent of an unpaved runway is not clearly
indicated by the appearance of its surface compared with that of the surrounding ground.
Location
5.5.2.2 Recommendation.— Where runway lights are provided, the markers should be incorporated in the light
fixtures. Where there are no lights, markers of flat rectangular or conical shape should be placed so as to delimit the runway
clearly.
Characteristics
5.5.2.3 Recommendation.— The flat rectangular markers should have a minimum size of 1 m by 3 m and should be
placed with their long dimension parallel to the runway centre line. The conical markers should have a height not exceeding
50 cm.
5.5.3 Stopway edge markers
Application
5.5.3.1 Recommendation.— Stopway edge markers should be provided when the extent of a stopway is not clearly
indicated by its appearance compared with that of the surrounding ground.
Characteristics
5.5.3.2 The stopway edge markers shall be sufficiently different from any runway edge markers used to ensure that the
two types of markers cannot be confused.
Note.— Markers consisting of small vertical boards camouflaged on the reverse side, as viewed from the runway, have
proved operationally acceptable.
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5.5.4 Edge markers for snow-covered runways
Application
5.5.4.1 Recommendation.— Edge markers for snow-covered runways should be used to indicate the usable limits of a
snow-covered runway when the limits are not otherwise indicated.
Note.— Runway lights could be used to indicate the limits.
Location
5.5.4.2 Recommendation.— Edge markers for snow-covered runways should be placed along the sides of the runway
at intervals of not more than 100 m, and should be located symmetrically about the runway centre line at such a distance
from the centre line that there is adequate clearance for wing tips and powerplants. Sufficient markers should be placed
across the threshold and end of the runway.
Characteristics
5.5.4.3 Recommendation.— Edge markers for snow-covered runways should consist of conspicuous objects such as
evergreen trees about 1.5 m high, or light-weight markers.
5.5.5 Taxiway edge markers
Application
5.5.5.1 Recommendation.— Taxiway edge markers should be provided on a taxiway where the code number is 1 or 2
and taxiway centre line or edge lights or taxiway centre line markers are not provided.
Location
5.5.5.2 Recommendation.— Taxiway edge markers should be installed at least at the same locations as would the
taxiway edge lights had they been used.
Characteristics
5.5.5.3 A taxiway edge marker shall be retroreflective blue.
5.5.5.4 Recommendation.— The marked surface as viewed by the pilot should be a rectangle and should have a
minimum viewing area of 150 cm2.
5.5.5.5 Taxiway edge markers shall be frangible. Their height shall be sufficiently low to preserve clearance for
propellers and for the engine pods of jet aircraft.
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5.5.6 Taxiway centre line markers
Application
5.5.6.1 Recommendation.— Taxiway centre line markers should be provided on a taxiway where the code number is
1 or 2 and taxiway centre line or edge lights or taxiway edge markers are not provided.
5.5.6.2 Recommendation.— Taxiway centre line markers should be provided on a taxiway where the code number is
3 or 4 and taxiway centre line lights are not provided if there is a need to improve the guidance provided by the taxiway
centre line marking.
Location
5.5.6.3 Recommendation.— Taxiway centre line markers should be installed at least at the same location as would
taxiway centre line lights had they been used.
Note.— See 5.3.17.12 for the spacing of taxiway centre line lights.
5.5.6.4 Recommendation.— Taxiway centre line markers should normally be located on the taxiway centre line
marking except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.
Characteristics
5.5.6.5 A taxiway centre line marker shall be retroreflective green.
5.5.6.6 Recommendation.— The marked surface as viewed by the pilot should be a rectangle and should have a
minimum viewing area of 20 cm2.
5.5.6.7 Taxiway centre line markers shall be so designed and fitted as to withstand being run over by the wheels of an
aircraft without damage either to the aircraft or to the markers themselves.
5.5.7 Unpaved taxiway edge markers
Application
5.5.7.1 Recommendation.— Where the extent of an unpaved taxiway is not clearly indicated by its appearance
compared with that of the surrounding ground, markers should be provided.
Location
5.5.7.2 Recommendation.— Where taxiway lights are provided, the markers should be incorporated in the light
fixtures. Where there are no lights, markers of conical shape should be placed so as to delimit the taxiway clearly.
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5.5.8 Boundary markers
Application
5.5.8.1 Boundary markers shall be provided at an aerodrome where the landing area has no runway.
Location
5.5.8.2 Boundary markers shall be spaced along the boundary of the landing area at intervals of not more than 200 m, if
the type shown in Figure 5-34 is used, or approximately 90 m, if the conical type is used with a marker at any corner.
Characteristics
5.5.8.3 Recommendation.— Boundary markers should be of a form similar to that shown in Figure 5-34, or in the
form of a cone not less than 50 cm high and not less than 75 cm in diameter at the base. The markers should be coloured to
contrast with the background against which they will be seen. A single colour, orange or red, or two contrasting colours,
orange and white or alternatively red and white, should be used, except where such colours merge with the background.
3m
0.5 m
1m
Figure 5-34. Boundary markers
_____________________
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CHAPTER 6. VISUAL AIDS FOR DENOTING OBSTACLES
6.1 Objects to be marked and/or lighted
Note.— The marking and/or lighting of obstacles is intended to reduce hazards to aircraft by indicating the presence of
the obstacles. It does not necessarily reduce operating limitations which may be imposed by an obstacle.
6.1.1 Objects within the lateral boundaries of the obstacle limitation surfaces
6.1.1.1 Vehicles and other mobile objects, excluding aircraft, on the movement area of an aerodrome are obstacles and
shall be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, lighted, except that
aircraft servicing equipment and vehicles used only on aprons may be exempt.
6.1.1.2 Elevated aeronautical ground lights within the movement area shall be marked so as to be conspicuous by day.
Obstacle lights shall not be installed on elevated ground lights or signs in the movement area.
6.1.1.3 All obstacles within the distance specified in Table 3-1, column 11 or 12, from the centre line of a taxiway, an
apron taxiway or aircraft stand taxilane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxilane is used at
night, lighted.
6.1.1.4 Recommendation.— A fixed obstacle that extends above a take-off climb surface within 3 000 m 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 obstacle lights, Type A, by day and its
height above the level of the surrounding ground does not exceed 150 m;
c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day; and
d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse
light to be sufficient.
6.1.1.5 Recommendation.— A fixed object, other than an obstacle, adjacent to a take-off climb surface should be
marked and, if the runway is used at night, lighted, if such marking and lighting is considered necessary to ensure its
avoidance, except that the marking may be omitted when:
a) the object is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the
surrounding ground does not exceed 150 m; or
b) the object is lighted by high-intensity obstacle lights by day.
6.1.1.6 A fixed obstacle that extends above an approach surface within 3 000 m of the inner edge or above a
transitional surface shall 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;
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Annex 14 — Aerodromes Volume I
b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its
height above the level of the surrounding ground does not exceed 150 m;
c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day; and
d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse
light to be sufficient.
6.1.1.7 Recommendation.— A fixed obstacle that extends above a horizontal surface should be marked and, if the
aerodrome is used at night, lighted, except that:
a) such marking and lighting may be omitted when:
1) the obstacle is shielded by another fixed obstacle; or
2) for a circuit extensively obstructed by immovable objects or terrain, procedures have been established to ensure
safe vertical clearance below prescribed flight paths; or
3) an aeronautical study shows the obstacle not to be of operational significance;
b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its
height above the level of the surrounding ground does not exceed 150 m;
c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day; and
d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse
light to be sufficient.
6.1.1.8 A fixed object that extends above an obstacle protection surface shall be marked and, if the runway is used at
night, lighted.
Note.— See 5.3.5 for information on the obstacle protection surface.
6.1.1.9 Recommendation.— Other objects inside the obstacle limitation surfaces should be marked and/or lighted if
an aeronautical study indicates that the object could constitute a hazard to aircraft (this includes objects adjacent to visual
routes e.g. waterway or highway).
Note.— See note accompanying 4.4.2.
6.1.1.10 Recommendation.— Overhead wires, cables, etc., crossing a river, waterway, valley or highway should be
marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could
constitute a hazard to aircraft.
6.1.2 Objects outside the lateral boundaries of the obstacle limitation surfaces
6.1.2.1 Recommendation.— Obstacles in accordance with 4.3.2 should be marked and lighted, except that the
marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.
6.1.2.2 Recommendation.— Other objects outside the obstacle limitation surfaces should be marked and/or lighted if
an aeronautical study indicates that the object could constitute a hazard to aircraft (this includes objects adjacent to visual
routes e.g. waterway, highway).
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Chapter 6 Annex 14 —Aerodromes
6.1.2.3 Recommendation.— Overhead wires, cables, etc., crossing a river, waterway, valley or highway should be
marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could
constitute a hazard to aircraft.
6.2 Marking and/or lighting of objects
6.2.1 General
6.2.1.1 The presence of objects which must be lighted, as specified in 6.1, shall be indicated by low-, medium- or high-
intensity obstacle lights, or a combination of such lights.
6.2.1.2 Low-intensity obstacle lights, Types A B, C, D and E, medium-intensity obstacle lights, Types A, B and C,
high-intensity obstacle lights Type A and B, shall be in accordance with the specifications in Table 6-1 and Appendix 1.
6.2.1.3 The number and arrangement of low-, medium- or high-intensity obstacle lights at each level to be marked shall
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 shall be provided on that adjacent object or the part of the object that is
shielding the light, 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.
6.2.2 Mobile objects
Marking
6.2.2.1 All mobile objects to be marked shall be coloured or display flags.
Marking by colour
6.2.2.2 Recommendation.— When mobile objects are marked by colour, a single conspicuous colour, preferably red
or yellowish green for emergency vehicles and yellow for service vehicles, should be used.
Marking by flags
6.2.2.3 Flags used to mark mobile objects shall be displayed around, on top of, or around the highest edge of the object.
Flags shall not increase the hazard presented by the object they mark.
6.2.2.4 Flags used to mark mobile objects shall not be less than 0.9 m on each side and shall consist of a chequered
pattern, each square having sides of not less than 0.3 m. The colours of the pattern shall contrast each with the other and with
the background against which they will be seen. Orange and white or alternatively red and white shall be used, except where
such colours merge with the background.
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Table 6-1. Characteristics of obstacle lights
1 2 3 4 5 6 7
Peak intensity (cd) at given Background
Luminance (b)
Light
Signal type/ Day Twilight Night Distribution
Light Type Colour (flash rate) (Above 500 cd/m2) (50-500 cd/m2) (Below 50 cd/m2) Table
Low-intensity, Type A Red Fixed
N/A N/A 10
(fixed obstacle) Table 6-2
Low-intensity, Type B Red Fixed
N/A N/A 32
(fixed obstacle) Table 6-2
Low-intensity, Type C Yellow/Blue Flashing
N/A 40 40
(mobile obstacle) (a) (60-90 fpm) Table 6-2
Low-intensity, Type D Yellow Flashing
N/A 200 200
(follow-me vehicle) (60–90 fpm) Table 6-2
Low-intensity, Type E Red Flashing Table 6-2
N/A N/A 32
(c) (Type B)
Medium-intensity, Type A White Flashing
20 000 20 000 2 000
(20–60 fpm) Table 6-3
Medium-intensity, Type B Red Flashing
N/A N/A 2 000
(20–60 fpm) Table 6-3
Medium-intensity, Type C Red Fixed N/A N/A 2 000 Table 6-3
High-intensity, White Flashing
200 000 20 000 2 000
Type A (40–60 fpm) Table 6-3
High-intensity, White Flashing
100 000 20 000 2 000
Type B (40–60 fpm) Table 6-3
a) See 6.2.2.6
b) For flashing lights, effective intensity as determined in accordance with the Aerodrome Design Manual (Doc 9157), Part 4.
c) For wind turbine application, to flash at the same rate as the lighting on the nacelle.
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Chapter 6 Annex 14 —Aerodromes
Table 6-2. Light distribution for low-intensity obstacle lights
Minimum intensity Maximum intensity Vertical beam spread
(a) (a) (f)
Minimum beam spread Intensity
Type A 10 cd (b) N/A 10° 5 cd
Type B 32 cd (b) N/A 10° 16 cd
Type C 40 cd (b) 400 cd 12° (d) 20 cd
Type D 200 cd (c) 400 cd N/A (e) N/A
Note.— This table does not include recommended horizontal beam spreads. 6.2.1.3 requires 360° coverage around an obstacle.
Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the
shape of the obstacle. Thus, with narrower beam spreads, more lights will be required.
a) 360° horizontal. For flashing lights, the intensity is read into effective intensity, as determined in accordance with the Aerodrome
Design Manual (Doc 9157), Part 4.
b) Between 2 and 10° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled.
c) Between 2 and 20° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled.
d) Peak intensity should be located at approximately 2.5° vertical.
e) Peak intensity should be located at approximately 17° vertical.
f) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in
the “intensity” column.
Table 6-3. Light distribution for medium- and high-intensity obstacle lights
according to benchmark intensities of Table 6-1
Benchmark Minimum requirements Recommendations
intensity
Vertical elevation angle (b) Vertical elevation angle (b)
Vertical beam spread Vertical beam spread
0° -1° (c) 0° -1° -10° (c)
Minimum Minimum Maximum
average Minimum Minimum beam Maximum Maximum Maximum beam
intensity intensity intensity spread Intensity intensity intensity intensity spread Intensity
(a) (a) (a) (a) (a) (a) (a) (a)
200 000 200 000 150 000 75 000 3° 75 000 250 000 112 500 7 500 7° 75 000
100 000 100 000 75 000 37 500 3° 37 500 125 000 56 250 3 750 7° 37 500
20 000 20 000 15 000 7 500 3° 7 500 25 000 11 250 750 N/A N/A
2 000 2 000 1 500 750 3° 750 2 500 1 125 75 N/A N/A
Note.— This table does not include recommended horizontal beam spreads. 6.2.1.3 requires 360° coverage around an obstacle.
Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the
shape of the obstacle. Thus, with narrower beam spreads, more lights will be required.
a) 360° horizontal. All intensities are expressed in Candela. For flashing lights, the intensity is read into effective intensity, as determined
in accordance with the Aerodrome Design Manual (Doc 9157), Part 4.
b) Elevation vertical angles are referenced to the horizontal when the light unit is levelled.
c) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in
the “intensity” column.
Note.— An extended beam spread may be necessary under specific configuration and justified by an aeronautical study.
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Lighting
6.2.2.5 Low-intensity obstacle lights, Type C, shall be displayed on vehicles and other mobile objects excluding
aircraft.
Note.— See Annex 2 for lights to be displayed by aircraft.
6.2.2.6 Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security shall be
flashing-blue and those displayed on other vehicles shall be flashing-yellow.
6.2.2.7 Low-intensity obstacle lights, Type D, shall be displayed on follow-me vehicles.
6.2.2.8 Low-intensity obstacle lights on objects with limited mobility such as aerobridges shall be fixed-red, and as a
minimum be in accordance with the specifications for low-intensity obstacle lights, Type A, in Table 6-1. The intensity of the
lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of
illumination against which they would normally be viewed.
6.2.3 Fixed objects
Note.— The fixed objects of wind turbines are addressed separately in 6.2.4 and the fixed objects of overhead wires,
cables, etc., and supporting towers are addressed separately in 6.2.5.
Marking
6.2.3.1 All fixed objects to be marked shall, whenever practicable, be coloured, but if this is not practicable, markers or
flags shall be displayed on or above them, except that objects that are sufficiently conspicuous by their shape, size or colour
need not be otherwise marked.
Marking by colour
6.2.3.2 Recommendation.— An object should be coloured to show a chequered pattern if it has essentially unbroken
surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions. The pattern should consist of
rectangles of not less than 1.5 m and not more than 3 m on a side, the corners being of the darker colour. The colours of the
pattern should contrast each with the other and with the background against which they will be seen. Orange and white or
alternatively red and white should be used, except where such colours merge with the background. (See Figure 6-1.)
6.2.3.3 Recommendation.— An object should be coloured to show alternating contrasting bands if:
a) it has essentially unbroken surfaces and has one dimension, horizontal or vertical, greater than 1.5 m, and the other
dimension, horizontal or vertical, less than 4.5 m; or
b) it is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m.
The bands should be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or
30 m, whichever is less. The colours of the bands should contrast with the background against which they will be seen.
Orange and white should be used, except where such colours are not conspicuous when viewed against the background. The
bands on the extremities of the object should be of the darker colour. (See Figures 6-1 and 6-2.)
Note.— Table 6-4 shows a formula for determining band widths and for having an odd number of bands, thus permitting
both the top and bottom bands to be of the darker colour.
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Chapter 6 Annex 14 —Aerodromes
>4.5 m <4.5 m
>4.5 m >1.5 m
<4.5 m >1.5 m
White
Orange or red
Figure 6-1. Basic marking patterns
Table 6-4. Marking band widths
Longest dimension
Greater than Not exceeding Band width
1.5 m 210 m 1/7 of longest dimension
210 m 270 m 1/9 ’’ ’’ ’’
270 m 330 m 1/11 ’’ ’’ ’’
330 m 390 m 1/13 ’’ ’’ ’’
390 m 450 m 1/15 ’’ ’’ ’’
450 m 510 m 1/17 ’’ ’’ ’’
510 m 570 m 1/19 ’’ ’’ ’’
570 m 630 m 1/21 ’’ ’’ ’’
6.2.3.4 Recommendation.— An object should be coloured in a single conspicuous colour if its projection on any
vertical plane has both dimensions less than 1.5 m. Orange or red should be used, except where such colours merge with the
background.
Note.— Against some backgrounds it may be found necessary to use a different colour from orange or red to obtain
sufficient contrast.
Marking by flags
6.2.3.5 Flags used to mark fixed objects shall be displayed around, on top of, or around the highest edge of, the object.
When flags are used to mark extensive objects or groups of closely spaced objects, they shall be displayed at least every 15 m.
Flags shall not increase the hazard presented by the object they mark.
6.2.3.6 Flags used to mark fixed objects shall not be less than 0.6 m on each side.
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Annex 14 — Aerodromes Volume I
A
A
See 6.2.3.11
B
H C
H
A Rooftop pattern
A Plain roof pattern
B Curved surface
C Skeleton structure
Note.— H is less than 45 m for the examples shown above.
For greater heights intermediate lights must be added as shown below.
N1
X
Light spacing (X) in accordance with Appendix 5
Y N2
Number of levels of lights = N = Y (metres)
X (metres)
Figure 6-2. Examples of marking and lighting of tall structures
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Chapter 6 Annex 14 —Aerodromes
6.2.3.7 Recommendation.— Flags used to mark fixed objects should be orange in colour or a combination of two
triangular sections, one orange and the other white, or one red and the other white, except that where such colours merge
with the background, other conspicuous colours should be used.
Marking by markers
6.2.3.8 Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general
definition of the object and shall be recognizable in clear weather from a distance of at least 1 000 m for an object to be
viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to
approach the object. The shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for
markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is
not increased.
6.2.3.9 Recommendation.— A marker should be of one colour. When installed, white and red, or white and orange
markers should be displayed alternately. The colour selected should contrast with the background against which it will be
seen.
Lighting
6.2.3.10 In the case of an object to be lighted, one or more low-, medium- or high-intensity obstacle lights shall be
located as close as practicable to the top of the object.
Note.— Recommendations on how a combination of low-, medium- and/or high-intensity lights on obstacles should be
displayed are given in Appendix 5.
6.2.3.11 Recommendation.— In the case of chimney or other structure of like function, the top lights should be placed
sufficiently below the top so as to minimize contamination by smoke, etc. (See Figure 6-2).
6.2.3.12 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 12 m where it is not practicable to locate a high-intensity obstacle
light on the top of the appurtenance, such a light shall be located at the highest practicable point and, if practicable, a
medium-intensity obstacle light, Type A, mounted on the top.
6.2.3.13 In the case of an extensive object or of a group of closely spaced objects to be lighted that are:
a) penetrating a horizontal obstacle limitation surface (OLS) or located outside an OLS, the top lights shall be so
arranged as to at least indicate the points or edges of the object highest in relation to the obstacle limitation surface
or above the ground, and so as to indicate the general definition and the extent of the objects; and
b) penetrating a sloping OLS, the top lights shall be so arranged as to at least indicate the points or edges of the object
highest in relation to the OLS, and so as to indicate the general definition and the extent of the objects. If two or
more edges are of the same height, the edge nearest the landing area shall be marked.
6.2.3.14 Recommendation.— When the obstacle limitation surface concerned is sloping and the highest point above
the OLS is not the highest point of the object, additional obstacle lights should be placed on the highest point of the object.
6.2.3.15 Where lights are applied to display the general definition of an extensive object or a group of closely spaced
objects, and
a) low-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 45 m; and
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Annex 14 — Aerodromes Volume I
b) medium-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 900 m.
6.2.3.16 High-intensity obstacle lights, Type A, and medium-intensity obstacle lights, Types A and B, located on an
object shall flash simultaneously.
6.2.3.17 Recommendation.— The installation setting angles for high-intensity obstacle lights, Type A, should be in
accordance with Table 6-5.
Note.— High-intensity obstacle lights are intended for day use as well as night use. Care is needed to ensure that these
lights do not create disconcerting dazzle. Guidance on the design, location and operation of high-intensity obstacle lights is
given in the Aerodrome Design Manual (Doc 9157), Part 4.
6.2.3.18 Recommendation.— Where, in the opinion of the appropriate authority, the use of high-intensity obstacle
lights, Type A, or medium-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome (within
approximately 10 000 m radius) or cause significant environmental concerns, a dual obstacle lighting system should be
provided. This system should be composed of high-intensity obstacle lights, Type A, or medium-intensity obstacle lights,
Type A, as appropriate, for daytime and twilight use and medium-intensity obstacle lights, Type B or C, for night-time use.
Lighting of objects with a height less than 45 m above ground level
6.2.3.19 Recommendation.— Low-intensity obstacle lights, Type A or B, should be used where the object is a less
extensive one and its height above the surrounding ground is less than 45 m.
6.2.3.20 Recommendation.— Where the use of low-intensity obstacle lights, Type A or B, would be inadequate or an
early special warning is required, then medium- or high-intensity obstacle lights should be used.
6.2.3.21 Recommendation.— Low-intensity obstacle lights, Type B, should be used either alone or in combination
with medium-intensity obstacle lights, Type B, in accordance with 6.2.3.22.
6.2.3.22 Recommendation.— Medium-intensity obstacle lights, Type A, B or C, should be used where the object is an
extensive one. Medium-intensity obstacle lights, Types A and C, should be used alone, whereas medium-intensity obstacle
lights, Type B, should be used either alone or in combination with low-intensity obstacle lights, Type B.
Note.— A group of buildings is regarded as an extensive object.
Lighting of objects with a height 45 m to a height less than 150 m above ground level
6.2.3.23 Recommendation.— Medium-intensity obstacle lights, Type A, B or C, should be used. Medium-intensity
obstacle lights, Types A and C, should be used alone, whereas medium-intensity obstacle lights, Type B, should be used
either alone or in combination with low-intensity obstacle lights, Type B.
6.2.3.24 Where an object is indicated by medium-intensity obstacle lights, Type A, and the top of the object is more
than 105 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be
marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate
lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby
buildings, as appropriate, with the spacing not exceeding 105 m.
6.2.3.25 Where an object is indicated by medium-intensity obstacle lights, Type B, and the top of the object is more
than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be
marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate
lights shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and shall be
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Chapter 6 Annex 14 —Aerodromes
spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings, as
appropriate, with the spacing not exceeding 52 m.
6.2.3.26 Where an object is indicated by medium-intensity obstacle lights, Type C, and the top of the object is more
than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be
marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate
lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby
buildings, as appropriate, with the spacing not exceeding 52 m.
6.2.3.27 Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding
105 m between the ground level and the top light(s) specified in 6.2.3.10, except that where an object to be marked is
surrounded by buildings, the elevation of the tops of the buildings may be used as the equivalent of the ground level when
determining the number of light levels.
Lighting of objects with a height 150 m or more above ground level
6.2.3.28 Recommendation.— High-intensity obstacle lights, Type A, should be used to indicate the presence of an
object if its height above the level of the surrounding ground exceeds 150 m and an aeronautical study indicates such lights
to be essential for the recognition of the object by day.
6.2.3.29 Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding
105 m between the ground level and the top light(s) specified in 6.2.3.10, except that where an object to be marked is
surrounded by buildings, the elevation of the tops of the buildings may be used as the equivalent of the ground level when
determining the number of light levels.
6.2.3.30 Recommendation.— Where, in the opinion of the appropriate authority, the use of high-intensity obstacle
lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10 000 m radius) or cause
significant environmental concerns, medium-intensity obstacle lights, Type C, should be used alone, whereas medium-
intensity obstacle lights, Type B, should be used either alone or in combination with low-intensity obstacle lights, Type B.
6.2.3.31 Where an object is indicated by medium-intensity obstacle lights, Type A, additional lights shall be provided
at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable, between the top lights
and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m.
6.2.3.32 Where an object is indicated by medium-intensity obstacle lights, Type B, additional lights shall be provided
at intermediate levels. These additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and
medium-intensity obstacle lights, Type B, and shall be spaced as equally as practicable between the top lights and ground
level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m.
6.2.3.33 Where an object is indicated by medium-intensity obstacle lights, Type C, additional lights shall be provided
at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable, between the top lights
and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m.
6.2.4 Wind turbines
6.2.4.1 A wind turbine shall be marked and/or lighted if it is determined to be an obstacle.
Note 1.— Additional lighting or markings may be provided where in the opinion of the State such lighting or markings
are deemed necessary.
Note 2.— See 4.3.1 and 4.3.2
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Annex 14 — Aerodromes Volume I
Markings
6.2.4.2 Recommendation.— The rotor blades, nacelle and upper 2/3 of the supporting mast of wind turbines should
be painted white, unless otherwise indicated by an aeronautical study.
Lighting
6.2.4.3 Recommendation.— When lighting is deemed necessary, in the case of a wind farm, i.e. a group of two or
more wind turbines, the wind farm should be regarded as an extensive object and the lights should be installed:
a) to identify the perimeter of the wind farm;
b) respecting the maximum spacing, in accordance with 6.2.3.15, between the lights along the perimeter, unless a
dedicated assessment shows that a greater spacing can be used;
c) so that, where flashing lights are used, they flash simultaneously throughout the wind farm;
d) so that, within a wind farm, any wind turbines of significantly higher elevation are also identified wherever they are
located; and
e) at locations prescribed in a), b) and d), respecting the following criteria:
i) for wind turbines of less than 150 m in overall height (hub height plus vertical blade height), medium-intensity
lighting on the nacelle should be provided;
ii) for wind turbines from 150 m to 315 m in overall height, in addition to the medium-intensity light installed on
the nacelle, a second light serving as an alternate should be provided in case of failure of the operating light.
The lights should be installed to assure that the output of either light is not blocked by the other; and
iii) in addition, for wind turbines from 150 m to 315 m in overall height, an intermediate level at half the nacelle
height of at least three low-intensity Type E lights, as specified in 6.2.1.3, should be provided. If an
aeronautical study shows that low-intensity Type E lights are not suitable, low-intensity Type A or B lights may
be used.
Note.— The above 6.2.4.3 e) does not address wind turbines of more than 315 m of overall height. For such wind
turbines, additional marking and lighting may be required as determined by an aeronautical study.
6.2.4.4 Recommendation.— The obstacle lights should be installed on the nacelle in such a manner as to provide an
unobstructed view for aircraft approaching from any direction.
6.2.4.5 Recommendation.— Where lighting is deemed necessary for a single wind turbine or short line of wind
turbines, the installation should be in accordance with 6.2.4.3 e) or as determined by an aeronautical study.
6.2.5 Overhead wires, cables, etc., and supporting towers
Marking
6.2.5.1 Recommendation.— The wires, cables, etc., to be marked should be equipped with markers; the supporting
tower should be coloured.
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Chapter 6 Annex 14 —Aerodromes
Marking by colours
6.2.5.2 Recommendation.— The supporting towers of overhead wires, cables, etc., that require marking should be
marked in accordance with 6.2.3.1 to 6.2.3.4, except that the marking of the supporting towers may be omitted when they are
lighted by high-intensity obstacle lights by day.
Marking by markers
6.2.5.3 Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general
definition of the object and shall be recognizable in clear weather from a distance of at least 1 000 m for an object to be
viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to
approach the object. The shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for
markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is
not increased.
6.2.5.4 Recommendation.— A marker displayed on an overhead wire, cable, etc., should be spherical and have a
diameter of not less than 60 cm.
6.2.5.5 Recommendation.— The spacing between two consecutive markers or between a marker and a supporting
tower should be appropriate to the diameter of the marker, but in no case should the spacing exceed:
a) 30 m where the marker diameter is 60 cm progressively increasing with the diameter of the marker to
b) 35 m where the marker diameter is 80 cm and further progressively increasing to a maximum of
c) 40 m where the marker diameter is of at least 130 cm.
Where multiple wires, cables, etc., are involved, a marker should be located not lower than the level of the highest wire at the
point marked.
6.2.5.6 Recommendation.— A marker should be of one colour. When installed, white and red, or white and orange
markers should be displayed alternately. The colour selected should contrast with the background against which it will be
seen.
6.2.5.7 Recommendation.— When it has been determined that an overhead wire, cable, etc., needs to be marked but it
is not practicable to install markers on the wire, cable, etc., then high-intensity obstacle lights, Type B, should be provided on
their supporting towers.
Lighting
6.2.5.8 Recommendation.— High-intensity obstacle lights, Type B, should be used to indicate the presence of a tower
supporting overhead wires, cables, etc., where:
a) an aeronautical study indicates such lights to be essential for the recognition of the presence of wires, cables, etc.;
or
b) it has not been found practicable to install markers on the wires, cables, etc.
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Annex 14 — Aerodromes Volume I
6.2.5.9 Where high-intensity obstacle lights, Type B, are used, they shall be located at three levels:
— at the top of the tower;
— at the lowest level of the catenary of the wires or cables; and
— at approximately midway between these two levels.
Note.— In some cases, this may require locating the lights off the tower.
6.2.5.10 Recommendation.— High-intensity obstacle lights, Type B, indicating the presence of a tower supporting
overhead wires, cables, etc., should flash sequentially; first the middle light, second the top light and last, the bottom light.
The intervals between flashes of the lights should approximate the following ratios:
Flash interval between Ratio of cycle time
middle and top light 1/13
top and bottom light 2/13
bottom and middle light 10/13.
Note.— High-intensity obstacle lights are intended for day use as well as night use. Care is needed to ensure that these
lights do not create disconcerting dazzle. Guidance on the design, operation and the location of high-intensity obstacle lights
is given in the Aerodrome Design Manual (Doc 9157), Part 4.
6.2.5.11 Recommendation.— Where, in the opinion of the appropriate authority, the use of high-intensity obstacle
lights, Type B, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10 000 m radius) or cause
significant environmental concerns, a dual obstacle lighting system should be provided. This system should be composed of
high-intensity obstacle lights, Type B, for daytime and twilight use and medium-intensity obstacle lights, Type B, for night-
time use. Where medium-intensity lights are used they should be installed at the same level as the high-intensity obstacle light
Type B.
6.2.5.12 Recommendation.— The installation setting angles for high-intensity obstacle lights, Type B, should be in
accordance with Table 6-5.
Table 6-5. Installation setting angles for
high-intensity obstacle lights
Height of light unit Angle of the peak of the beam
above terrain (AGL) above the horizontal
Greater than Not exceeding
151 m 0°
122 m 151 m 1°
92 m 122 m 2°
92 m 3°
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8/11/18 6-14
CHAPTER 7. VISUAL AIDS FOR DENOTING
RESTRICTED USE AREAS
7.1 Closed runways and taxiways, or parts thereof
Application
7.1.1 A closed marking shall be displayed on a runway or taxiway or portion thereof which is permanently closed to
the use of all aircraft.
7.1.2 Recommendation.— A closed marking should be displayed on a temporarily closed runway or taxiway or
portion thereof, except that such marking may be omitted when the closing is of short duration and adequate warning by air
traffic services is provided.
Location
7.1.3 On a runway a closed marking shall be placed at each end of the runway, or portion thereof, declared closed, and
additional markings shall be so placed that the maximum interval between markings does not exceed 300 m. On a taxiway a
closed marking shall be placed at least at each end of the taxiway or portion thereof closed.
Characteristics
7.1.4 The closed marking shall be of the form and proportions as detailed in Figure 7-1, Illustration a), when displayed
on a runway, and shall be of the form and proportions as detailed in Figure 7-1, Illustration b), when displayed on a taxiway.
The marking shall be white when displayed on a runway and shall be yellow when displayed on a taxiway.
Note.— When an area is temporarily closed, frangible barriers or markings utilizing materials other than paint or other
suitable means may be used to identify the closed area.
7.1.5 When a runway or taxiway or portion thereof is permanently closed, all normal runway and taxiway markings
shall be obliterated.
7.1.6 Lighting on a closed runway or taxiway or portion thereof shall not be operated, except as required for
maintenance purposes.
7.1.7 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 shall be placed across the entrance to the closed area at
intervals not exceeding 3 m (see 7.4.4).
ANNEX 14 — VOLUME I 7-1 8/11/18
Annex 14 — Aerodromes Volume I
14.5 m
1.8 m
36 m
9m
1.
5
m
3.
75
m
Taxiway centre line
Runway centre line
Illustration a) Closed runway marking Illustration b) Closed taxiway marking
Figure 7-1. Closed runway and taxiway markings
7.2 Non-load-bearing surfaces
Application
7.2.1 Shoulders for taxiways, runway turn pads, holding bays and aprons and other non-load-bearing surfaces which
cannot readily be distinguished from load-bearing surfaces and which, if used by aircraft, might result in damage to the
aircraft shall have the boundary between such areas and the load-bearing surface marked by a taxi side stripe marking.
Note.— The marking of runway sides is specified in 5.2.7.
Location
7.2.2 Recommendation.— A taxi side stripe marking should be placed along the edge of the load-bearing pavement,
with the outer edge of the marking approximately on the edge of the load-bearing pavement.
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Chapter 7 Annex 14 — Aerodromes
Characteristics
7.2.3 Recommendation.— A taxi side stripe marking should consist of a pair of solid lines, each 15 cm wide and
spaced 15 cm apart and the same colour as the taxiway centre line marking.
Note.— Guidance on providing additional transverse stripes at an intersection or a small area on the apron is given in
the Aerodrome Design Manual (Doc 9157), Part 4.
7.3 Pre-threshold area
Application
7.3.1 Recommendation.— When the surface before a threshold is paved and exceeds 60 m in length and is not
suitable for normal use by aircraft, the entire length before the threshold should be marked with a chevron marking.
Location
7.3.2 Recommendation.— A chevron marking should point in the direction of the runway and be placed as shown in
Figure 7-2.
Characteristics
7.3.3 Recommendation.— A chevron marking should be of conspicuous colour and contrast with the colour used for
the runway markings; it should preferably be yellow. It should have an overall width of at least 0.9 m.
Threshold
Pre-threshold area
0
m .9 m
nm
45 m
45°
1.5 m
45° Runway centre line
max
15 m
7.5 m
max 7.5 m
30 m 30 m 30 m 30 m 30 m
Figure 7-2. Pre-threshold marking
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7.4 Unserviceable areas
Application
7.4.1 Unserviceability markers shall be displayed wherever any portion of a taxiway, apron or holding bay is unfit for
the movement of aircraft but it is still possible for aircraft to bypass the area safely. On a movement area used at night,
unserviceability lights shall be used.
Note.— Unserviceability markers and lights are used for such purposes as warning pilots of a hole in a taxiway or apron
pavement or outlining a portion of pavement, such as on an apron, that is under repair. They are not suitable for use when a
portion of a runway becomes unserviceable, nor on a taxiway when a major portion of the width becomes unserviceable. In
such instances, the runway or taxiway is normally closed.
Location
7.4.2 Unserviceability markers and lights shall be placed at intervals sufficiently close so as to delineate the
unserviceable area.
Note.— Guidance on the location of unserviceability lights is given in Attachment A, Section 14.
Characteristics of unserviceability markers
7.4.3 Unserviceability markers shall consist of conspicuous upstanding devices such as flags, cones or marker boards.
Characteristics of unserviceability lights
7.4.4 An unserviceability light shall consist of a red fixed light. The light shall have an intensity sufficient to ensure
conspicuity considering the intensity of the adjacent lights and the general level of illumination against which it would
normally be viewed. In no case shall the intensity be less than 10 cd of red light.
Characteristics of unserviceability cones
7.4.5 Recommendation.— An unserviceability cone should be at least 0.5 m in height and red, orange or yellow or any
one of these colours in combination with white.
Characteristics of unserviceability flags
7.4.6 Recommendation.— An unserviceability flag should be at least 0.5 m square and red, orange or yellow or any
one of these colours in combination with white.
Characteristics of unserviceability marker boards
7.4.7 Recommendation.— An unserviceability marker board should be at least 0.5 m in height and 0.9 m in length,
with alternate red and white or orange and white vertical stripes.
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8/11/18 7-4
CHAPTER 8. ELECTRICAL SYSTEMS
8.1 Electrical power supply systems for air navigation facilities
Introductory Note.— The safety of operations at aerodromes depends on the quality of the supplied power. The total
electrical power supply system may include connections to one or more external sources of electric power supply, one or
more local generating facilities and to a distribution network including transformers and switchgear. Many other aerodrome
facilities supplied from the same system need to be taken into account while planning the electrical power system at
aerodromes.
8.1.1 Adequate primary power supply shall be available at aerodromes for the safe functioning of air navigation
facilities.
8.1.2 The design and provision of electrical power systems for aerodrome visual and radio navigation aids shall be
such that an equipment failure will not leave the pilot with inadequate visual and non-visual guidance or misleading
information.
Note.— The design and installation of the electrical systems need to take into consideration factors that can lead to
malfunction, such as electromagnetic disturbances, line losses, power quality, etc. Additional guidance is given in the
Aerodrome Design Manual (Doc 9157), Part 5.
8.1.3 Recommendation.— Electric power supply connections to those facilities for which secondary power is
required should be so arranged that the facilities are automatically connected to the secondary power supply on failure of
the primary source of power.
8.1.4 Recommendation.— The time interval between failure of the primary source of power and the complete
restoration of the services required by 8.1.10 should be as short as practicable, except that for visual aids associated with
non-precision, precision approach or take-off runways the requirements of Table 8-1 for maximum switch-over times should
apply.
Note.— A definition of switch-over time is given in Chapter 1.
8.1.5 The provision of a definition of switch-over time shall not require the replacement of an existing secondary
power supply before 1 January 2010. However, for a secondary power supply installed after 4 November 1999, the electric
power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are
capable of meeting the requirements of Table 8-1 for maximum switch-over times as defined in Chapter 1.
Visual aids
Application
8.1.6 For a precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 for
the appropriate category of precision approach runway shall be provided. Electric power supply connections to those facilities
for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary
power supply on failure of the primary source of power.
ANNEX 14 — VOLUME I 8-1 8/11/18
Annex 14 — Aerodromes Volume I
8.1.7 For a runway meant for take-off in runway visual range conditions less than a value of 800 m, a secondary power
supply capable of meeting the relevant requirements of Table 8-1 shall be provided.
8.1.8 Recommendation.— At an aerodrome where the primary runway is a non-precision approach runway, a
secondary power supply capable of meeting the requirements of Table 8-1 should be provided except that a secondary power
supply for visual aids need not be provided for more than one non-precision approach runway.
8.1.9 Recommendation.— At an aerodrome where the primary runway is a non-instrument runway, a secondary
power supply capable of meeting the requirements of 8.1.4 should be provided, except that a secondary power supply for
visual aids need not be provided when an emergency lighting system in accordance with the specification of 5.3.2 is provided
and capable of being deployed in 15 minutes.
8.1.10 Recommendation.— The following aerodrome facilities should be provided with a secondary power supply
capable of supplying power when there is a failure of the primary power supply:
a) the signalling lamp and the minimum lighting necessary to enable air traffic services personnel to carry out their
duties;
Note.— The requirement for minimum lighting may be met by other than electrical means.
b) all obstacle lights which, in the opinion of the appropriate authority, are essential to ensure the safe operation of
aircraft;
c) approach, runway and taxiway lighting as specified in 8.1.6 to 8.1.9;
d) meteorological equipment;
e) essential security lighting, if provided in accordance with 9.11;
f) essential equipment and facilities for the aerodrome responding emergency agencies;
g) floodlighting on a designated isolated aircraft parking position if provided in accordance with 5.3.24.1; and
h) illumination of apron areas over which passengers may walk.
Note.— Specifications for secondary power supply for radio navigation aids and ground elements of communications
systems are given in Annex 10, Volume I, Chapter 2.
8.1.11 Recommendation.— Requirements for a secondary power supply should be met by either of the following:
— independent public power, which is a source of power supplying the aerodrome service from a substation other than
the normal substation through a transmission line following a route different from the normal power supply route
and such that the possibility of a simultaneous failure of the normal and independent public power supplies is
extremely remote; or
— standby power unit(s), which are engine generators, batteries, etc., from which electric power can be obtained.
Note.— Guidance on electrical systems is included in the Aerodrome Design Manual (Doc 9157), Part 5.
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Chapter 8 Annex 14 — Aerodromes
Table 8-1. Secondary power supply requirements
(see 8.1.4)
Maximum
Runway Lighting aids requiring power switch-over time
Non-instrument Visual approach slope indicatorsa See
Runway edgeb 8.1.4 and
Runway thresholdb 8.1.9
Runway endb
Obstaclea
Non-precision approach Approach lighting system 15 seconds
Visual approach slope indicatorsa, d 15 seconds
Runway edged 15 seconds
Runway thresholdd 15 seconds
Runway end 15 seconds
Obstaclea 15 seconds
Precision approach category I Approach lighting system 15 seconds
Runway edged 15 seconds
Visual approach slope indicatorsa, d 15 seconds
Runway thresholdd 15 seconds
Runway end 15 seconds
Essential taxiwaya 15 seconds
Obstaclea 15 seconds
Precision approach category II/III Inner 300 m of the approach lighting system 1 second
Other parts of the approach lighting system 15 seconds
Obstaclea 15 seconds
Runway edge 15 seconds
Runway threshold 1 second
Runway end 1 second
Runway centre line 1 second
Runway touchdown zone 1 second
All stop bars 1 second
Essential taxiway 15 seconds
Runway meant for take-off in runway visual Runway edge 15 secondsc
range conditions less than a value of 800 m Runway end 1 second
Runway centre line 1 second
All stop bars 1 second
Essential taxiwaya 15 seconds
Obstaclea 15 seconds
a. Supplied with secondary power when their operation is essential to the safety of flight operation.
b. See Chapter 5, 5.3.2, regarding the use of emergency lighting.
c. One second where no runway centre line lights are provided.
d. One second where approaches are over hazardous or precipitous terrain.
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8.2 System design
8.2.1 For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical systems
for the power supply, lighting and control of the lighting systems included in Table 8-1 shall be so designed that an
equipment failure will not leave the pilot with inadequate visual guidance or misleading information.
Note.— Guidance on means of providing this protection is given in the Aerodrome Design Manual (Doc 9157), Part 5.
8.2.2 Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such supplies
shall be physically and electrically separate so as to ensure the required level of availability and independence.
8.2.3 Where a runway forming part of a standard taxi-route is provided with runway lighting and taxiway lighting, the
lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting.
8.3 Monitoring
Note.— Guidance on this subject is given in the Aerodrome Design Manual (Doc 9157), Part 5.
8.3.1 Recommendation.— A system of monitoring should be employed to indicate the operational status of the
lighting systems.
8.3.2 Where lighting systems are used for aircraft control purposes, such systems shall be monitored automatically so
as to provide an indication of any fault which may affect the control functions. This information shall be automatically
relayed to the air traffic services unit.
8.3.3 Recommendation.— Where a change in the operational status of lights has occurred, an indication should be
provided within two seconds for a stop bar at a runway-holding position and within five seconds for all other types of visual
aids.
8.3.4 Recommendation.— For a runway meant for use in runway visual range conditions less than a value of 550 m,
the lighting systems detailed in Table 8-1 should be monitored automatically so as to provide an indication when the
serviceability level of any element falls below the minimum serviceability level specified in 10.5.7 to 10.5.11, as appropriate.
This information should be automatically relayed to the maintenance crew.
8.3.5 Recommendation.— For a runway meant for use in runway visual range conditions less than a value of 550 m,
the lighting systems detailed in Table 8-1 should be monitored automatically to provide an indication when the serviceability
level of any element falls below the minimum level specified by the appropriate authority below which operations should not
continue. This information should be automatically relayed to the air traffic services unit and displayed in a prominent
position.
Note.— Guidance on air traffic control interface and visual aids monitoring is included in the Aerodrome Design
Manual (Doc 9157), Part 5.
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CHAPTER 9. AERODROME OPERATIONAL SERVICES,
EQUIPMENT AND INSTALLATIONS
9.1 Aerodrome emergency planning
General
Introductory Note.— Aerodrome emergency planning is the process of preparing an aerodrome to cope with an
emergency occurring at the aerodrome or in its vicinity. The objective of aerodrome emergency planning is to minimize the
effects of an emergency, particularly in respect of saving lives and maintaining aircraft operations. The aerodrome
emergency plan sets forth the procedures for coordinating the response of different aerodrome agencies (or services) and of
those agencies in the surrounding community that could be of assistance in responding to the emergency. Guidance material
to assist the appropriate authority in establishing aerodrome emergency planning is given in the Airport Services Manual
(Doc 9137), Part 7.
9.1.1 An aerodrome emergency plan shall be established at an aerodrome, commensurate with the aircraft operations
and other activities conducted at the aerodrome.
9.1.2 The aerodrome emergency plan shall provide for the coordination of the actions to be taken in an emergency
occurring at an aerodrome or in its vicinity.
Note 1.— Examples of emergencies are: aircraft emergencies, sabotage including bomb threats, unlawfully seized
aircraft, dangerous goods occurrences, building fires, natural disaster and public health emergencies.
Note 2.— Examples of public health emergencies are increased risk of travellers or cargo spreading a serious
communicable disease internationally through air transport and severe outbreak of a communicable disease potentially
affecting a large proportion of aerodrome staff.
9.1.3 The plan shall coordinate the response or participation of all existing agencies which, in the opinion of the
appropriate authority, could be of assistance in responding to an emergency.
Note 1.— Examples of agencies are:
— on the aerodrome: air traffic control units, rescue and firefighting services, aerodrome administration, medical and
ambulance services, aircraft operators, security services, and police;
— off the aerodrome: fire departments, police, health authorities (including medical, ambulance, hospital and public
health services), military, and harbour patrol or coast guard.
Note 2.— Public health services include planning to minimize adverse effects to the community from health-related
events and deal with population health issues rather than provision of health services to individuals.
9.1.4 Recommendation.— The plan should provide for cooperation and coordination with the rescue coordination
centre, as necessary.
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9.1.5 Recommendation.— The aerodrome emergency plan document should include at least the following:
a) types of emergencies planned for;
b) agencies involved in the plan;
c) responsibility and role of each agency, the emergency operations centre and the command post, for each type of
emergency;
d) information on names and telephone numbers of offices or people to be contacted in the case of a particular
emergency; and
e) a grid map of the aerodrome and its immediate vicinity.
9.1.6 The plan shall observe Human Factors principles to ensure optimum response by all existing agencies
participating in emergency operations.
Note.— Guidance material on Human Factors principles can be found in the Human Factors Training Manual
(Doc 9683).
Emergency operations centre and command post
9.1.7 Recommendation.— A fixed emergency operations centre and a mobile command post should be available for
use during an emergency.
9.1.8 Recommendation.— The emergency operations centre should be a part of the aerodrome facilities and should
be responsible for the overall coordination and general direction of the response to an emergency.
9.1.9 Recommendation.— The command post should be a facility capable of being moved rapidly to the site of an
emergency, when required, and should undertake the local coordination of those agencies responding to the emergency.
9.1.10 Recommendation.— A person should be assigned to assume control of the emergency operations centre and,
when appropriate, another person the command post.
Communication system
9.1.11 Recommendation.— Adequate communication systems linking the command post and the emergency
operations centre with each other and with the participating agencies should be provided in accordance with the plan and
consistent with the particular requirements of the aerodrome.
Aerodrome emergency exercise
9.1.12 The plan shall contain procedures for periodic testing of the adequacy of the plan and for reviewing the results
in order to improve its effectiveness.
Note.— The plan includes all participating agencies and associated equipment.
9.1.13 The plan shall be tested by conducting:
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a) a full-scale aerodrome emergency exercise at intervals not exceeding two years and partial emergency exercises in
the intervening year to ensure that any deficiencies found during the full-scale aerodrome emergency exercise have
been corrected; or
b) a series of modular tests commencing in the first year and concluding in a full-scale aerodrome emergency exercise
at intervals not exceeding three years;
and reviewed thereafter, or after an actual emergency, so as to correct any deficiency found during such exercises or actual
emergency.
Note 1.— The purpose of a full-scale exercise is to ensure the adequacy of the plan to cope with different types of
emergencies. The purpose of a partial exercise is to ensure the adequacy of the response to individual participating agencies
and components of the plan, such as the communications system. The purpose of modular tests is to enable concentrated
effort on specific components of established emergency plans.
Note 2.— Guidance material on airport emergency planning is available in the Airport Services Manual (Doc 9137),
Part 7.
Emergencies in difficult environments
9.1.14 The plan shall include the ready availability of, and coordination with, appropriate specialist rescue services to
be able to respond to emergencies where an aerodrome is located close to water and/or swampy areas and where a significant
portion of approach or departure operations takes place over these areas.
9.1.15 Recommendation.— At those aerodromes located close to water and/or swampy areas, or difficult terrain, the
aerodrome emergency plan should include the establishment, testing and assessment at regular intervals of a predetermined
response for the specialist rescue services.
9.1.16 Recommendation.— An assessment of the approach and departure areas within 1 000 m of the runway
threshold should be carried out to determine the options available for intervention.
Note.— Guidance material on assessing approach and departure areas within 1 000 m of runway thresholds can be
found in Chapter 13 of the Airport Services Manual (Doc 9137), Part 1.
9.2 Rescue and firefighting
General
Introductory Note.— The principal objective of a rescue and firefighting service is to save lives in the event of an aircraft
accident or incident occurring at, or in the immediate vicinity of, an aerodrome. The rescue and firefighting service is
provided to create and maintain survivable conditions, to provide egress routes for occupants and to initiate the rescue of
those occupants unable to make their escape without direct aid. The rescue may require the use of equipment and personnel
other than those assessed primarily for rescue and firefighting purposes.
The most important factors bearing on effective rescue in a survivable aircraft accident are: the training received, the
effectiveness of the equipment and the speed with which personnel and equipment designated for rescue and firefighting
purposes can be put into use.
Requirements to combat building and fuel farm fires, or to deal with foaming of runways, are not taken into account.
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Application
9.2.1 Rescue and firefighting equipment and services shall be provided at an aerodrome.
Note.— Public or private organizations, suitably located and equipped, may be designated to provide the rescue and
firefighting service. It is intended that the fire station housing these organizations be normally located on the aerodrome,
although an off-aerodrome location is not precluded provided the response time can be met.
9.2.2 Where an aerodrome is located close to water/swampy areas, or difficult terrain, and where a significant portion
of approach or departure operations takes place over these areas, specialist rescue services and firefighting equipment
appropriate to the hazard and risk shall be available.
Note 1.— Special firefighting equipment need not be provided for water areas; this does not prevent the provision of
such equipment if it would be of practical use, such as when the areas concerned include reefs or islands.
Note 2.— The objective is to plan and deploy the necessary life-saving flotation equipment as expeditiously as possible in
a number commensurate with the largest aeroplane normally using the aerodrome.
Note 3.— Additional guidance is available in Chapter 13 of the Airport Services Manual (Doc 9137), Part 1.
Level of protection to be provided
9.2.3 The level of protection provided at an aerodrome for rescue and firefighting shall be appropriate to the aerodrome
category determined using the principles in 9.2.5 and 9.2.6, except that, where the number of movements of the aeroplanes in
the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months, the level of
protection provided shall be not less than one category below the determined category.
Note.— Either a take-off or a landing constitutes a movement.
9.2.4 Recommendation.— The level of protection provided at an aerodrome for rescue and firefighting should be
equal to the aerodrome category determined using the principles in 9.2.5 and 9.2.6.
9.2.5 The aerodrome category shall be determined from Table 9-1 and shall be based on the longest aeroplanes
normally using the aerodrome and their fuselage width.
Note.— To categorize the aeroplanes using the aerodrome, first evaluate their overall length and second, their fuselage
width.
9.2.6 If, after selecting the category appropriate to the longest aeroplane’s overall length, that aeroplane’s fuselage
width is greater than the maximum width in Table 9-1, column 3, for that category, then the category for that aeroplane shall
actually be one category higher.
Note 1.— See guidance in the Airport Services Manual (Doc 9137), Part 1, for categorizing aerodromes, including those
for all-cargo aircraft operations, for rescue and firefighting purposes.
Note 2.— Guidance on training of personnel, rescue equipment for difficult environments and other facilities and
services for rescue and firefighting is given in Attachment A, Section 18, and in the Airport Services Manual (Doc 9137),
Part 1.
9.2.7 During anticipated periods of reduced activity, the level of protection available shall be no less than that needed
for the highest category of aeroplane planned to use the aerodrome during that time irrespective of the number of movements.
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Chapter 9 Annex 14 — Aerodromes
Table 9-1. Aerodrome category for rescue and firefighting
Aerodrome Maximum
category Aeroplane overall length fuselage width
(1) (2) (3)
1 0 m up to but not including 9 m 2m
2 9 m up to but not including 12 m 2m
3 12 m up to but not including 18 m 3m
4 18 m up to but not including 24 m 4m
5 24 m up to but not including 28 m 4m
6 28 m up to but not including 39 m 5m
7 39 m up to but not including 49 m 5m
8 49 m up to but not including 61 m 7m
9 61 m up to but not including 76 m 7m
10 76 m up to but not including 90 m 8m
Extinguishing agents
9.2.8 Recommendation.— Both principal and complementary agents should normally be provided at an aerodrome.
Note.— Descriptions of the agents may be found in the Airport Services Manual (Doc 9137), Part 1.
9.2.9 Recommendation.— The principal extinguishing agent should be:
a) a foam meeting the minimum performance level A; or
b) a foam meeting the minimum performance level B; or
c) a foam meeting the minimum performance level C; or
d) a combination of these agents;
except that the principal extinguishing agent for aerodromes in categories 1 to 3 should preferably meet a performance
level B or C foam.
Note.— Information on the required physical properties and fire extinguishing performance criteria needed for a foam to
achieve an acceptable performance level A, B or C rating is given in the Airport Services Manual (Doc 9137), Part 1.
9.2.10 Recommendation.— The complementary extinguishing agent should be a dry chemical powder suitable for
extinguishing hydrocarbon fires.
Note 1.— When selecting dry chemical powders for use with foam, care must be exercised to ensure compatibility.
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Note 2.— Alternate complementary agents having equivalent firefighting capability may be utilized. Additional
information on extinguishing agents is given in the Airport Services Manual (Doc 9137), Part 1.
9.2.11 The amounts of water for foam production and the complementary agents to be provided on the rescue and
firefighting vehicles shall be in accordance with the aerodrome category determined under 9.2.3, 9.2.4, 9.2.5, 9.2.6 and
Table 9-2, except that for aerodrome categories 1 and 2 up to 100 per cent of the water may be substituted with
complementary agent.
For the purpose of agent substitution, 1 kg of complementary agent shall be taken as equivalent to 1.0 L of water for
production of a foam meeting performance level A.
Note 1.— The amounts of water specified for foam production are predicated on an application rate of 8.2 L/min/m2 for
a foam meeting performance level A, 5.5 L/min/m2 for a foam meeting performance level B and 3.75 L/min/m2 for a foam
meeting performance level C.
Note 2.— When any other complementary agent is used, the substitution ratios need to be checked.
9.2.12 Recommendation.— At aerodromes where operations by aeroplanes larger than the average size in a given
category are planned, the quantities of water should be recalculated and the amount of water for foam production and the
discharge rates for foam solution should be increased accordingly.
Note.— Guidance on the determination of quantities of water and discharge rates based on the largest theoretical
aeroplane in a given category is available in Chapter 2 of the Airport Services Manual (Doc 9137), Part 1.
9.2.13 From 1 January 2015, at aerodromes where operations by aeroplanes larger than the average size in a given
category are planned, the quantities of water shall be recalculated and the amount of water for foam production and the
discharge rates for foam solution shall be increased accordingly.
Note.— Guidance on the determination of quantities of water and discharge rates based on the largest overall length of
aeroplane in a given category is available in Chapter 2 of the Airport Services Manual (Doc 9137), Part 1.
Table 9-2. Minimum usable amounts of extinguishing agents
Foam meeting performance Foam meeting performance Foam meeting performance
level A level B level C Complementary agents
Discharge rate Discharge rate Discharge rate Dry Discharge
foam solution/ foam solution/ foam solution/ chemical Rate
Aerodrome Water minute Water minute Water minute powders (kg/second)
category (L) (L) (L) (L) (L) (L) (kg)
(1) (2) (3) (4) (5) (6) (7) (8) (9)
11 350 350 230 230 160 160 45 2.25
12 1 000 800 670 550 460 360 90 2.25
13 1 800 1 300 1 200 900 820 630 135 2.25
14 3 600 2 600 2 400 1 800 1 700 1 100 135 2.25
15 8 100 4 500 5 400 3 000 3 900 2 200 180 2.25
16 11 800 6 000 7 900 4 000 5 800 2 900 225 2.25
17 18 200 7 900 12 100 5 300 8 800 3 800 225 2.25
18 27 300 10 800 18 200 7 200 12 800 5 100 450 4.5
19 36 400 13 500 24 300 9 000 17 100 6 300 450 4.5
10 48 200 16 600 32 300 11 200 22 800 7 900 450 4.5
Note.— The quantities of water shown in columns 2, 4 and 6 are based on the average overall length of aeroplanes in a given category.
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Chapter 9 Annex 14 — Aerodromes
9.2.14 The quantity of foam concentrates separately provided on vehicles for foam production shall be in proportion to
the quantity of water provided and the foam concentrate selected.
9.2.15 Recommendation.— The amount of foam concentrate provided on a vehicle should be sufficient to produce at
least two loads of foam solution.
9.2.16 Recommendation.— Supplementary water supplies, for the expeditious replenishment of rescue and
firefighting vehicles at the scene of an aircraft accident, should be provided.
9.2.17 Recommendation.— When a combination of different performance level foams are provided at an aerodrome,
the total amount of water to be provided for foam production should be calculated for each foam type and the distribution of
these quantities should be documented for each vehicle and applied to the overall rescue and firefighting requirement.
9.2.18 The discharge rate of the foam solution shall not be less than the rates shown in Table 9-2.
9.2.19 The complementary agents shall comply with the appropriate specifications of the International Organization for
Standardization (ISO).*
9.2.20 Recommendation.— The discharge rate of complementary agents should be no less than the values shown in
Table 9-2.
9.2.21 Recommendation.— Dry chemical powders should only be substituted with an agent that has equivalent or
better firefighting capabilities for all types of fires where complementary agent is expected to be used.
Note.— Guidance on the use of complementary agents can be found in the Airport Services Manual (Doc 9137), Part 1.
9.2.22 Recommendation.— A reserve supply of foam concentrate, equivalent to 200 per cent of the quantities
identified in Table 9-2, should be maintained on the aerodrome for vehicle replenishment purposes.
Note.— Foam concentrate carried on fire vehicles in excess of the quantity identified in Table 9-2 can contribute to the
reserve.
9.2.23 Recommendation.— A reserve supply of complementary agent, equivalent to 100 per cent of the quantity
identified in Table 9-2, should be maintained on the aerodrome for vehicle replenishment purposes. Sufficient propellant gas
should be included to utilize this reserve complementary agent.
9.2.24 Recommendation.— Category 1 and 2 aerodromes that have replaced up to 100 per cent of the water with
complementary agent should hold a reserve supply of complementary agent of 200 per cent.
9.2.25 Recommendation.— Where a major delay in the replenishment of the supplies is anticipated, the amount of
reserve supply in 9.2.22, 9.2.23 and 9.2.24 should be increased as determined by a risk assessment.
Note.— See the Airport Services Manual (Doc 9137), Part 1 for guidance on the conduct of a risk analysis to determine
the quantities of reserve extinguishing agents.
Rescue equipment
9.2.26 Recommendation.— Rescue equipment commensurate with the level of aircraft operations should be provided
on the rescue and firefighting vehicle(s).
* See ISO Publication 7202 (Powder).
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Note.— Guidance on the rescue equipment to be provided at an aerodrome is given in the Airport Services Manual
(Doc 9137), Part 1.
Response time
9.2.27 The operational objective of the rescue and firefighting service shall be to achieve a response time not
exceeding three minutes to any point of each operational runway, in optimum visibility and surface conditions.
9.2.28 Recommendation.— The operational objective of the rescue and firefighting service should be to achieve a
response time not exceeding two minutes to any point of each operational runway, in optimum visibility and surface
conditions.
9.2.29 Recommendation.— The operational objective of the rescue and firefighting service should be to achieve a
response time not exceeding three minutes to any other part of the movement area, in optimum visibility and surface
conditions.
Note 1.— Response time is considered to be the time between the initial call to the rescue and firefighting service, and
the time when the first responding vehicle(s) is (are) in position to apply foam at a rate of at least 50 per cent of the
discharge rate specified in Table 9-2.
Note 2.— Optimum visibility and surface conditions are defined as daytime, good visibility, no precipitation with normal
response route free of surface contamination, e.g. water, ice or snow.
9.2.30 Recommendation.— To meet the operational objective as nearly as possible in less than optimum conditions of
visibility, especially during low visibility operations, suitable guidance, equipment and/or procedures for rescue and
firefighting services should be provided.
Note.— Additional guidance is available in the Airport Services Manual (Doc 9137), Part 1.
9.2.31 Any vehicles, other than the first responding vehicle(s), required to deliver the amounts of extinguishing agents
specified in Table 9-2 shall ensure continuous agent application and shall arrive no more than four minutes from the initial
call.
9.2.32 Recommendation.— Any vehicles, other than the first responding vehicles(s), required to deliver the amounts
of extinguishing agents specified in Table 9-2 should ensure continuous agent application and should arrive no more than
three minutes from the initial call.
9.2.33 Recommendation.— A system of preventive maintenance of rescue and firefighting vehicles should be
employed to ensure effectiveness of the equipment and compliance with the specified response time throughout the life of the
vehicle.
Emergency access roads
9.2.34 Recommendation.— Emergency access roads should be provided on an aerodrome where terrain conditions
permit their construction, so as to facilitate achieving minimum response times. Particular attention should be given to the
provision of ready access to approach areas up to 1 000 m from the threshold, or at least within the aerodrome boundary.
Where a fence is provided, the need for convenient access to outside areas should be taken into account.
Note.— Aerodrome service roads may serve as emergency access roads when they are suitably located and constructed.
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9.2.35 Recommendation.— Emergency access roads should be capable of supporting the heaviest vehicles which will
use them, and be usable in all weather conditions. Roads within 90 m of a runway should be surfaced to prevent surface
erosion and the transfer of debris to the runway. Sufficient vertical clearance should be provided from overhead obstructions
for the largest vehicles.
9.2.36 Recommendation.— When the surface of the road is indistinguishable from the surrounding area, or in areas
where snow may obscure the location of the roads, edge markers should be placed at intervals of about 10 m.
Fire stations
9.2.37 Recommendation.— All rescue and firefighting vehicles should normally be housed in a fire station. Satellite
fire stations should be provided whenever the response time cannot be achieved from a single fire station.
9.2.38 Recommendation.— The fire station should be located so that the access for rescue and firefighting vehicles
into the runway area is direct and clear, requiring a minimum number of turns.
Communication and alerting systems
9.2.39 Recommendation.— A discrete communication system should be provided linking a fire station with the
control tower, any other fire station on the aerodrome and the rescue and firefighting vehicles.
9.2.40 Recommendation.— An alerting system for rescue and firefighting personnel, capable of being operated from
that station, should be provided at a fire station, any other fire station on the aerodrome and the aerodrome control tower.
Number of rescue and firefighting vehicles
9.2.41 Recommendation.— The minimum number of rescue and firefighting vehicles provided at an aerodrome
should be in accordance with the following tabulation:
Aerodrome category Rescue and firefighting vehicles
1 1
2 1
3 1
4 1
5 1
6 2
7 2
8 3
9 3
10 3
Note.— Guidance on minimum characteristics of rescue and firefighting vehicles is given in the Airport Services Manual
(Doc 9137), Part 1.
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Personnel
9.2.42 All rescue and firefighting personnel shall be properly trained to perform their duties in an efficient manner and
shall participate in live fire drills commensurate with the types of aircraft and type of rescue and firefighting equipment in use
at the aerodrome, including pressure-fed fuel fires.
Note 1.— Guidance to assist the appropriate authority in providing proper training is given in Attachment A, Section 18,
and the Airport Services Manual (Doc 9137), Part 1.
Note 2.— Fires associated with fuel discharged under very high pressure from a ruptured fuel tank are known as
“pressure-fed fuel fires”.
9.2.43 The rescue and firefighting personnel training programme shall include training in human performance,
including team coordination.
Note.— Guidance material to design training programmes on human performance and team coordination can be found
in the Human Factors Training Manual (Doc 9683).
9.2.44 Recommendation.— During flight operations, sufficient trained and competent personnel should be designated
to be readily available to ride the rescue and firefighting vehicles and to operate the equipment at maximum capacity. These
personnel should be deployed in a way that ensures that minimum response times can be achieved and that continuous agent
application at the appropriate rate can be fully maintained. Consideration should also be given for personnel to use hand
lines, ladders and other rescue and firefighting equipment normally associated with aircraft rescue and firefighting
operations.
9.2.45 Recommendation.— In determining the minimum number of rescue and firefighting personnel required, a task
resource analysis should be completed and the level of staffing documented in the Aerodrome Manual.
Note.— Guidance on the use of a task resource analysis can be found in the Airport Services Manual (Doc 9137), Part 1.
9.2.46 All responding rescue and firefighting personnel shall be provided with protective clothing and respiratory
equipment to enable them to perform their duties in an effective manner.
9.3 Disabled aircraft removal
Note.— Guidance on removal of a disabled aircraft, including recovery equipment, is given in the Airport Services
Manual (Doc 9137), Part 5. See also Annex 13 — Aircraft Accident and Incident Investigation concerning protection of
evidence, custody and removal of aircraft.
9.3.1 Recommendation.— A plan for the removal of an aircraft disabled on, or adjacent to, the movement area
should be established for an aerodrome, and a coordinator designated to implement the plan, when necessary.
9.3.2 Recommendation.— The disabled aircraft removal plan should be based on the characteristics of the aircraft
that may normally be expected to operate at the aerodrome, and include among other things:
a) a list of equipment and personnel on, or in the vicinity of, the aerodrome which would be available for such
purpose; and
b) arrangements for the rapid receipt of aircraft recovery equipment kits available from other aerodromes.
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9.4 Wildlife strike hazard reduction
Note.—The presence of wildlife (birds and animals) on and in the aerodrome vicinity poses a serious threat to aircraft
operational safety.
9.4.1 The wildlife strike hazard on, or in the vicinity of, an aerodrome shall be assessed through:
a) the establishment of a national procedure for recording and reporting wildlife strikes to aircraft;
b) the collection of information from aircraft operators, aerodrome personnel and other sources on the presence of
wildlife on or around the aerodrome constituting a potential hazard to aircraft operations; and
c) an ongoing evaluation of the wildlife hazard by competent personnel.
Note.— See Annex 15, Chapter 5.
9.4.2 Wildlife strike reports shall be collected and forwarded to ICAO for inclusion in the ICAO Bird Strike
Information System (IBIS) database.
Note.— The IBIS is designed to collect and disseminate information on wildlife strikes to aircraft. Information on the
system is included in the Manual on the ICAO Bird Strike Information System (IBIS) (Doc 9332).
9.4.3 Action shall be taken to decrease the risk to aircraft operations by adopting measures to minimize the likelihood
of collisions between wildlife and aircraft.
Note.— Guidance on effective measures for establishing whether or not wildlife, on or near an aerodrome, constitute a
potential hazard to aircraft operations, and on methods for discouraging their presence, is given in the Airport Services
Manual (Doc 9137), Part 3.
9.4.4 The appropriate authority shall take action to eliminate or to prevent the establishment of garbage disposal dumps
or any other source which may attract wildlife to the aerodrome, or its vicinity, unless an appropriate wildlife assessment
indicates that they are unlikely to create conditions conducive to a wildlife hazard problem. Where the elimination of existing
sites is not possible, the appropriate authority shall ensure that any risk to aircraft posed by these sites is assessed and reduced
to as low as reasonably practicable.
9.4.5 Recommendation.— States should give due consideration to aviation safety concerns related to land
developments in the vicinity of the aerodrome that may attract wildlife.
9.5 Apron management service
9.5.1 Recommendation.— When warranted by the volume of traffic and operating conditions, an appropriate apron
management service should be provided on an apron by an aerodrome ATS unit, by another aerodrome operating authority,
or by a cooperative combination of these, in order to:
a) regulate movement with the objective of preventing collisions between aircraft, and between aircraft and obstacles;
b) regulate entry of aircraft into, and coordinate exit of aircraft from, the apron with the aerodrome control tower; and
c) ensure safe and expeditious movement of vehicles and appropriate regulation of other activities.
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9.5.2 Recommendation.— When the aerodrome control tower does not participate in the apron management service,
procedures should be established to facilitate the orderly transition of aircraft between the apron management unit and the
aerodrome control tower.
Note.— Guidance on an apron management service is given in the Airport Services Manual (Doc 9137), Part 8, and in
the Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476).
9.5.3 An apron management service shall be provided with radiotelephony communications facilities.
9.5.4 Where low visibility procedures are in effect, persons and vehicles operating on an apron shall be restricted to the
essential minimum.
Note.— Guidance on related special procedures is given in the Manual of Surface Movement Guidance and Control
Systems (SMGCS) (Doc 9476).
9.5.5 An emergency vehicle responding to an emergency shall be given priority over all other surface movement traffic.
9.5.6 A vehicle operating on an apron shall:
a) give way to an emergency vehicle; an aircraft taxiing, about to taxi, or being pushed or towed; and
b) give way to other vehicles in accordance with local regulations.
9.5.7 An aircraft stand shall be visually monitored to ensure that the recommended clearance distances are provided to
an aircraft using the stand.
9.6 Ground servicing of aircraft
9.6.1 Fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire and personnel
trained in its use shall be readily available during the ground servicing of an aircraft, and there shall be a means of quickly
summoning the rescue and firefighting service in the event of a fire or major fuel spill.
9.6.2 When aircraft refuelling operations take place while passengers are embarking, on board or disembarking, ground
equipment shall be positioned so as to allow:
a) the use of a sufficient number of exits for expeditious evacuation; and
b) a ready escape route from each of the exits to be used in an emergency.
9.7 Aerodrome vehicle operations
Note 1.— Guidance on aerodrome vehicle operations is contained in Attachment A, Section 19, and on traffic rules and
regulations for vehicles in the Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476).
Note 2.— It is intended that roads located on the movement area be restricted to the exclusive use of aerodrome
personnel and other authorized persons, and that access to the public buildings by an unauthorized person will not require
use of such roads.
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9.7.1 A vehicle shall be operated:
a) on a manoeuvring area only as authorized by the aerodrome control tower; and
b) on an apron only as authorized by the appropriate designated authority.
9.7.2 The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by
markings and signs unless otherwise authorized by:
a) the aerodrome control tower when on the manoeuvring area; or
b) the appropriate designated authority when on the apron.
9.7.3 The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by lights.
9.7.4 The driver of a vehicle on the movement area shall be appropriately trained for the tasks to be performed and
shall comply with the instructions issued by:
a) the aerodrome control tower, when on the manoeuvring area; and
b) the appropriate designated authority, when on the apron.
9.7.5 The driver of a radio-equipped vehicle shall establish satisfactory two-way radio communication with the
aerodrome control tower before entering the manoeuvring area and with the appropriate designated authority before entering
the apron. The driver shall maintain a continuous listening watch on the assigned frequency when on the movement area.
9.8 Surface movement guidance and control systems
Application
9.8.1 A surface movement guidance and control system (SMGCS) shall be provided at an aerodrome.
Note.— Guidance on surface movement guidance and control systems is contained in the Manual of Surface Movement
Guidance and Control Systems (SMGCS) (Doc 9476).
Characteristics
9.8.2 Recommendation.— The design of an SMGCS should take into account:
a) the density of air traffic;
b) the visibility conditions under which operations are intended;
c) the need for pilot orientation;
d) the complexity of the aerodrome layout; and
e) movements of vehicles.
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9.8.3 Recommendation.— The visual aid components of an SMGCS, i.e. markings, lights and signs, should be
designed to conform with the relevant specifications in 5.2, 5.3 and 5.4, respectively.
9.8.4 Recommendation.— An SMGCS should be designed to assist in the prevention of inadvertent incursions of
aircraft and vehicles onto an active runway.
9.8.5 Recommendation.— The system should be designed to assist in the prevention of collisions between aircraft,
and between aircraft and vehicles or objects, on any part of the movement area.
Note.— Guidance on control of stop bars through induction loops and on a visual taxiing guidance and control system is
contained in the Aerodrome Design Manual (Doc 9157), Part 4.
9.8.6 Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following
requirements shall be met:
a) taxiway routes which are indicated by illuminated taxiway centre line lights shall be capable of being terminated by
an illuminated stop bar;
b) the control circuits shall be so arranged that when a stop bar located ahead of an aircraft is illuminated, the
appropriate section of taxiway centre line lights beyond it is suppressed; and
c) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.
Note 1.— See Sections 5.3.17 and 5.3.20 for specifications on taxiway centre line lights and stop bars, respectively.
Note 2.— Guidance on installation of stop bars and taxiway centre line lights in SMGCSs is given in the Aerodrome
Design Manual (Doc 9157), Part 4.
9.8.7 Recommendation.— Surface movement radar for the manoeuvring area should be provided at an aerodrome
intended for use in runway visual range conditions less than a value of 350 m.
9.8.8 Recommendation.— Surface movement radar for the manoeuvring area should be provided at an aerodrome
other than that in 9.8.7 when traffic density and operating conditions are such that regularity of traffic flow cannot be
maintained by alternative procedures and facilities.
Note.— Guidance on the use of surface movement radar is given in the Manual of Surface Movement Guidance and
Control Systems (SMGCS) (Doc 9476) and in the Air Traffic Services Planning Manual (Doc 9426).
9.9 Siting of equipment and installations on operational areas
Note 1.— Requirements for obstacle limitation surfaces are specified in 4.2.
Note 2.— The design of light fixtures and their supporting structures, light units of visual approach slope indicators,
signs, and markers, is specified in 5.3.1, 5.3.5, 5.4.1 and 5.5.1, respectively. Guidance on the frangible design of visual and
non-visual aids for navigation is given in the Aerodrome Design Manual (Doc 9157), Part 6.
9.9.1 Unless its function requires it to be there for air navigation or for aircraft safety purposes, no equipment or
installation shall be:
a) on a runway strip, a runway end safety area, a taxiway strip or within the distances specified in Table 3-1,
column 11, if it would endanger an aircraft; or
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b) on a clearway if it would endanger an aircraft in the air.
9.9.2 Any equipment or installation required for air navigation or for aircraft safety purposes which must be located:
a) on that portion of a runway strip within:
1) 75 m of the runway centre line where the code number is 3 or 4; or
2) 45 m of the runway centre line where the code number is 1 or 2; or
b) on a runway end safety area, a taxiway strip or within the distances specified in Table 3-1; or
c) on a clearway and which would endanger an aircraft in the air;
shall be frangible and mounted as low as possible.
9.9.3 Recommendation.— Any equipment or installation required for air navigation or for aircraft safety purposes
which must be located on the non-graded portion of a runway strip should be regarded as an obstacle and should be
frangible and mounted as low as possible.
Note.— Guidance on the siting of navigation aids is contained in the Aerodrome Design Manual (Doc 9157), Part 6.
9.9.4 Unless its function requires it to be there for air navigation or for aircraft safety purposes, no equipment or
installation shall be located within 240 m from the end of the strip and within:
a) 60 m of the extended centre line where the code number is 3 or 4; or
b) 45 m of the extended centre line where the code number is 1 or 2;
of a precision approach runway category I, II or III.
9.9.5 Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on
or near a strip of a precision approach runway category I, II or III and which:
a) is situated on that portion of the strip within 77.5 m of the runway centre line where the code number is 4 and the
code letter is F; or
b) is situated within 240 m from the end of the strip and within:
1) 60 m of the extended runway centre line where the code number is 3 or 4; or
2) 45 m of the extended runway centre line where the code number is 1 or 2; or
c) penetrates the inner approach surface, the inner transitional surface or the balked landing surface;
shall be frangible and mounted as low as possible.
9.9.6 Recommendation.— Any equipment or installation required for air navigation or for aircraft safety purposes
which is an obstacle of operational significance in accordance with 4.2.4, 4.2.11, 4.2.20 or 4.2.27 should be frangible and
mounted as low as possible.
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9.10 Fencing
Application
9.10.1 A fence or other suitable barrier shall be provided on an aerodrome to prevent the entrance to the movement
area of animals large enough to be a hazard to aircraft.
9.10.2 A fence or other suitable barrier shall be provided on an aerodrome to deter the inadvertent or premeditated
access of an unauthorized person onto a non-public area of the aerodrome.
Note 1.— This is intended to include the barring of sewers, ducts, tunnels, etc., where necessary to prevent access.
Note 2.— Special measures may be required to prevent the access of an unauthorized person to runways or taxiways
which overpass public roads.
9.10.3 Suitable means of protection shall be provided to deter the inadvertent or premeditated access of unauthorized
persons into ground installations and facilities essential for the safety of civil aviation located off the aerodrome.
Location
9.10.4 The fence or barrier shall be located so as to separate the movement area and other facilities or zones on the
aerodrome vital to the safe operation of aircraft from areas open to public access.
9.10.5 Recommendation.— When greater security is thought necessary, a cleared area should be provided on both
sides of the fence or barrier to facilitate the work of patrols and to make trespassing more difficult. Consideration should be
given to the provision of a perimeter road inside the aerodrome fencing for the use of both maintenance personnel and
security patrols.
9.11 Security lighting
Recommendation.— At an aerodrome where it is deemed desirable for security reasons, a fence or other barrier
provided for the protection of international civil aviation and its facilities should be illuminated at a minimum essential level.
Consideration should be given to locating lights so that the ground area on both sides of the fence or barrier, particularly at
access points, is illuminated.
9.12 Autonomous runway incursion warning system
Note 1.— The inclusion of detailed specifications for an autonomous runway incursion warning system (ARIWS) in this
section is not intended to imply that an ARIWS has to be provided at an aerodrome.
Note 2.— The implementation of an ARIWS is a complex issue deserving careful consideration by aerodrome operators,
air traffic services and States, and in coordination with the aircraft operators.
Note 3.— Attachment A, Section 21, provides a description of an ARIWS and information on its use.
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Characteristics
9.12.1 Where an ARIWS is installed at an aerodrome:
a) it shall provide autonomous detection of a potential incursion or of the occupancy of an active runway and a direct
warning to a flight crew or vehicle operator;
b) it shall function and be controlled independently of any other visual system on the aerodrome;
c) its visual aid components, i.e. lights, shall be designed to conform with the relevant specifications in 5.3; and
d) failure of part or all of it shall not interfere with normal aerodrome operations. To this end, provision shall be made
to allow the ATC unit to partially or entirely shut down the system.
Note 1.— An ARIWS may be installed in conjunction with enhanced taxiway centre line markings, stop bars or runway
guard lights.
Note 2.— It is intended that the system(s) be operational under all weather conditions, including low visibility.
Note 3.— An ARIWS may share common sensory components of an SMGCS or A-SMGCS, however, it operates
independently of either system.
9.12.2 Where an ARIWS is installed at an aerodrome, information on its characteristics and status shall be provided to
the appropriate aeronautical information services for promulgation in the AIP with the description of the aerodrome surface
movement guidance and control system and markings as specified in Annex 15.
Note.— Detailed specifications concerning the AIP are contained in PANS-AIM (Doc 10066).
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CHAPTER 10. AERODROME MAINTENANCE
10.1 General
10.1.1 A maintenance programme, including preventive maintenance where appropriate, shall be established at an
aerodrome to maintain facilities in a condition which does not impair the safety, regularity or efficiency of air navigation.
Note 1.— Preventive maintenance is programmed maintenance work done in order to prevent a failure or degradation of
facilities.
Note 2.— “Facilities” are intended to include such items as pavements, visual aids, fencing, drainage systems, electrical
systems and buildings.
10.1.2 Recommendation.— The design and application of the maintenance programme should observe Human
Factors principles.
Note.— Guidance material on Human Factors principles can be found in the Human Factors Training Manual
(Doc 9683) and in the Airport Services Manual (Doc 9137), Part 8.
10.2 Pavements
10.2.1 The surfaces of all movement areas including pavements (runways, taxiways and aprons) and adjacent areas
shall be inspected and their conditions monitored regularly as part of an aerodrome preventive and corrective maintenance
programme with the objective of avoiding and eliminating any foreign object debris (FOD) that might cause damage to
aircraft or impair the operation of aircraft systems.
Note 1.— See 2.9.3 for inspections of movement areas.
Note 2.— Procedures on carrying out daily inspections of the movement area and control of FOD are given in the
PANS-Aerodromes (Doc 9981), the Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476) and
the Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual (Doc 9830).
Note 3.— Additional guidance on sweeping/cleaning of surfaces is contained in the Airport Services Manual (Doc 9137),
Part 9.
Note 4.— Guidance on precautions to be taken in regard to the surface of shoulders is given in Attachment A, Section 9,
and the Aerodrome Design Manual (Doc 9157), Part 2.
Note 5.— Where the pavement is used by large aircraft or aircraft with tire pressures in the upper categories referred to
in 2.6.6 c), particular attention should be given to the integrity of light fittings in the pavement and pavement joints.
10.2.2 The surface of a runway shall be maintained in a condition such as to prevent formation of harmful irregularities.
Note.— See Attachment A, Section 5.
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10.2.3 A paved runway shall be maintained in a condition so as to provide surface friction characteristics at or above
the minimum friction level specified by the State.
Note.— Until 4 November 2020, the Airport Services Manual (Doc 9137), Part 2, contains further information on this
subject.
Note.— As of 5 November 2020, Assessment, Measurement and Reporting of Runway Surface Conditions (Cir 329)
contains further information on this subject.
10.2.4 Runway surface friction characteristics for maintenance purposes shall be periodically measured with a
continuous friction measuring device using self-wetting features and documented. The frequency of these measurements shall
be sufficient to determine the trend of the surface friction characteristics of the runway.
Note 1.— Until 4 November 2020, guidance on evaluating the friction characteristics of a runway is provided in
Attachment A, Section 7. Additional guidance is included in the Airport Services Manual (Doc 9137), Part 2.
Note 1.— As of 5 November 2020, guidance on evaluating the runway surface friction characteristics is provided in
Assessment, Measurement and Reporting of Runway Surface Conditions (Cir 329).
Note 2.— Until 4 November 2020, the objective of 10.2.3, 10.2.4, 10.2.7 and 10.2.8 is to ensure that the surface friction
characteristics for the entire runway remain at or above a minimum friction level specified by the State.
Note 2.— As of 5 November 2020, the objective of 10.2.3 to 10.2.7 and 10.2.9 is to ensure that the surface friction
characteristics for the entire runway remain at or above a minimum friction level specified by the State.
Note 3.— Until 4 November 2020, guidance for the determination of the required frequency is provided in Attachment A,
Section 7 and in the Airport Services Manual (Doc 9137), Part 2, Appendix 5.
10.2.5 As of 5 November 2020, when runway surface friction measurements are made for maintenance purposes using
a self-wetting continuous friction measuring device, the performance of the device shall meet the standard set or agreed by
the State.
10.2.6 As of 5 November 2020, personnel measuring runway surface friction required in 10.2.5 shall be trained to fulfil
their duties.
10.2.7 Corrective maintenance action shall be taken to prevent the runway surface friction characteristics for either the
entire runway or a portion thereof from falling below a minimum friction level specified by the State.
Note.— A portion of runway in the order of 100 m long may be considered significant for maintenance or reporting
action.
10.2.8 Recommendation.— Until 4 November 2020, when there is reason to believe that the drainage characteristics
of a runway, or portions thereof, are poor due to slopes or depressions, then the runway surface friction characteristics
should be assessed under natural or simulated conditions that are representative of local rain, and corrective maintenance
action should be taken as necessary.
10.2.9 Recommendation.— As of 5 November 2020, the runway surface should be visually assessed, as necessary,
under natural or simulated rain conditions for ponding or poor drainage and where required, corrective maintenance action
taken.
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10.2.10 Recommendation.— When a taxiway is used by turbine-engined aeroplanes, the surface of the taxiway
shoulders should be maintained so as to be free of any loose stones or other objects that could be ingested by the aeroplane
engines.
Note.— Guidance on this subject is given in the Aerodrome Design Manual (Doc 9157), Part 2.
10.3 Removal of contaminants
10.3.1 Snow, slush, ice, standing water, mud, dust, sand, oil, rubber deposits and other contaminants shall be removed
from the surface of runways in use as rapidly and completely as possible to minimize accumulation.
Note.— Until 4 November 2020, the above requirement does not imply that winter operations on compacted snow and
ice are prohibited. Guidance on snow removal and ice control and removal of other contaminants is given in the Aerodrome
Services Manual (Doc 9137), Parts 2 and 9.
Note.— As of 5 November 2020, the above requirement does not imply that winter operations on compacted snow and
ice are prohibited. Information on snow removal and ice control and removal of other contaminants is given in the PANS-
Aerodromes (Doc 9981).
10.3.2 Recommendation.— Taxiways should be kept clear of snow, slush, ice, etc., to the extent necessary to enable
aircraft to be taxied to and from an operational runway.
10.3.3 Recommendation.— 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.
10.3.4 Recommendation.— Whenever the clearance of snow, slush, ice, etc., from the various parts of the movement
area cannot be carried out simultaneously, the order of priority after the runway(s) in use should be set in consultation with
the affected parties such as rescue and firefighting service and documented in a snow plan.
Note 1.— See PANS-AIM (Doc 10066), Appendix 2, Part 3, AD 1.2.2 for information to be promulgated in an AIP
concerning a snow plan. The Aeronautical Information Services Manual (Doc 8126) contains guidance on the description of
a snow plan including general policy concerning operational priorities established for the clearance of movement areas.
Note 2.— Until 4 November 2020, the Airport Services Manual (Doc 9137), Part 8, Chapter 6, specifies that an
aerodrome snow plan clearly defines, inter alia, the priority of surfaces to be cleared.
10.3.5 Recommendation.— Chemicals to remove or to prevent the formation of ice and frost on aerodrome
pavements should be used when conditions indicate their use could be effective. Caution should be exercised in the
application of the chemicals so as not to create a more slippery condition.
Note.— Until 4 November 2020, guidance on the use of chemicals for aerodrome pavements is given in the Airport
Services Manual (Doc 9137), Part 2.
Note.— As of 5 November 2020, information on the use of chemicals for aerodrome pavements is given in the PANS-
Aerodromes (Doc 9981).
10.3.6 Chemicals which may have harmful effects on aircraft or pavements, or chemicals which may have toxic effects
on the aerodrome environment, shall not be used.
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10.4 Runway pavement overlays
Note.— The following specifications are intended for runway pavement overlay projects when the runway is to be
returned temporarily to an operational status before resurfacing is complete. This may necessitate a temporary ramp
between the new and old runway surfaces. Guidance on overlaying pavements and assessing their operational status is given
in the Aerodrome Design Manual (Doc 9157), Part 3.
10.4.1 The longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or
previous overlay course, shall be:
a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness; and
b) not more than 0.5 per cent for overlays more than 5 cm in thickness.
10.4.2 Recommendation.— Overlaying should proceed from one end of the runway toward the other end so that
based on runway utilization most aircraft operations will experience a down ramp.
10.4.3 Recommendation.— The entire width of the runway should be overlaid during each work session.
10.4.4 Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking
conforming to the specifications in Section 5.2.3 shall be provided. Additionally, the location of any temporary threshold
shall be identified by a 3.6 m wide transverse stripe.
10.4.5 Recommendation.— The overlay should be constructed and maintained above the minimum friction level
specified in 10.2.3.
10.5 Visual aids
Note 1.— These specifications are intended to define the maintenance performance level objectives. They are not
intended to define whether the lighting system is operationally out of service.
Note 2.— The energy savings of light emitting diodes (LEDs) are due in large part to the fact that they do not produce
the infra-red heat signature of incandescent lamps. Aerodrome operators who have come to expect the melting of ice and
snow by this heat signature may wish to evaluate whether or not a modified maintenance schedule is required during such
conditions, or evaluate the possible operational value of installing LED fixtures with heating elements.
Note 3.— Enhanced vision systems (EVS) technology relies on the infra-red heat signature provided by incandescent
lighting. Annex 15 protocols provide an appropriate means of notifying aerodrome users of EVS when lighting systems are
converted to LED.
10.5.1 A light shall be deemed to be unserviceable when the main beam average intensity is less than 50 per cent of the
value specified in the appropriate figure in Appendix 2. For light units where the designed main beam average intensity is
above the value shown in Appendix 2, the 50 per cent value shall be related to that design value.
10.5.2 A system of preventive maintenance of visual aids shall be employed to ensure lighting and marking system
reliability.
Note.— Guidance on preventive maintenance of visual aids is given in the Airport Services Manual (Doc 9137), Part 9.
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Chapter 10 Annex 14 — Aerodromes
10.5.3 Recommendation.— The system of preventive maintenance employed for a precision approach runway
category II or III should include at least the following checks:
a) visual inspection and in-field measurement of the intensity, beam spread and orientation of lights included in the
approach and runway lighting systems;
b) control and measurement of the electrical characteristics of each circuitry included in the approach and runway
lighting systems; and
c) control of the correct functioning of light intensity settings used by air traffic control.
10.5.4 Recommendation.— In-field measurement of intensity, beam spread and orientation of lights included in
approach and runway lighting systems for a precision approach runway category II or III should be undertaken by
measuring all lights, as far as practicable, to ensure conformance with the applicable specification of Appendix 2.
10.5.5 Recommendation.— Measurement of intensity, beam spread and orientation of lights included in approach
and runway lighting systems for a precision approach runway category II or III should be undertaken using a mobile
measuring unit of sufficient accuracy to analyse the characteristics of the individual lights.
10.5.6 Recommendation.— The frequency of measurement of lights for a precision approach runway category II or
III should be based on traffic density, the local pollution level, the reliability of the installed lighting equipment and the
continuous assessment of the results of the in-field measurements but, in any event, should not be less than twice a year for
in-pavement lights and not less than once a year for other lights.
10.5.7 The system of preventive maintenance employed for a precision approach runway category II or III shall have
as its objective that, during any period of category II or III operations, all approach and runway lights are serviceable and that,
in any event, at least:
a) 95 per cent of the lights are serviceable in each of the following particular significant elements:
1) precision approach category II and III lighting system, the inner 450 m;
2) runway centre line lights;
3) runway threshold lights; and
4) runway edge lights;
b) 90 per cent of the lights are serviceable in the touchdown zone lights;
c) 85 per cent of the lights are serviceable in the approach lighting system beyond 450 m; and
d) 75 per cent of the lights are serviceable in the runway end lights.
In order to provide continuity of guidance, the allowable percentage of unserviceable lights shall not be permitted in such a
way as to alter the basic pattern of the lighting system. Additionally, an unserviceable light shall not be permitted adjacent to
another unserviceable light, except in a barrette or a crossbar where two adjacent unserviceable lights may be permitted.
Note.— With respect to barrettes, crossbars and runway edge lights, lights are considered to be adjacent if located
consecutively and:
— laterally: in the same barrette or crossbar; or
— longitudinally: in the same row of edge lights or barrettes.
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10.5.8 The system of preventive maintenance employed for a stop bar provided at a runway-holding position used in
conjunction with a runway intended for operations in runway visual range conditions less than a value of 350 m shall have
the following objectives:
a) no more than two lights will remain unserviceable; and
b) two adjacent lights will not remain unserviceable unless the light spacing is significantly less than that specified.
10.5.9 The system of preventive maintenance employed for a taxiway intended for use in runway visual range
conditions less than a value of 350 m shall have as its objective that no two adjacent taxiway centre line lights be
unserviceable.
10.5.10 The system of preventive maintenance employed for a precision approach runway category I shall have as its
objective that, during any period of category I operations, all approach and runway lights are serviceable and that, in any
event, at least 85 per cent of the lights are serviceable in each of the following:
a) precision approach category I lighting system;
b) runway threshold lights;
c) runway edge lights; and
d) runway end lights.
In order to provide continuity of guidance an unserviceable light shall not be permitted adjacent to another unserviceable
light unless the light spacing is significantly less than that specified.
Note.— In barrettes and crossbars, guidance is not lost by having two adjacent unserviceable lights.
10.5.11 The system of preventive maintenance employed for a runway meant for take-off in runway visual range
conditions less than a value of 550 m shall have as its objective that, during any period of operations, all runway lights are
serviceable and that in any event:
a) at least 95 per cent of the lights are serviceable in the runway centre line lights (where provided) and in the runway
edge lights; and
b) at least 75 per cent of the lights are serviceable in the runway end lights.
In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another unserviceable
light.
10.5.12 The system of preventive maintenance employed for a runway meant for take-off in runway visual range
conditions of a value of 550 m or greater shall have as its objective that, during any period of operations, all runway lights are
serviceable and that, in any event, at least 85 per cent of the lights are serviceable in the runway edge lights and runway end
lights. In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another
unserviceable light.
10.5.13 Recommendation.— During low visibility procedures the appropriate authority should restrict construction
or maintenance activities in the proximity of aerodrome electrical systems.
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APPENDIX 1. COLOURS FOR AERONAUTICAL GROUND LIGHTS,
MARKINGS, SIGNS AND PANELS
1. General
Introductory Note.— The following specifications define the chromaticity limits of colours to be used for aeronautical
ground lights, markings, signs and panels. The specifications are in accord with the 1983 specifications of the International
Commission on Illumination (CIE), except for the colour orange in Figure A1-2.
It is not possible to establish specifications for colours such that there is no possibility of confusion. For reasonably
certain recognition, it is important that the eye illumination be well above the threshold of perception, that the colour not be
greatly modified by selective atmospheric attenuations and that the observer’s colour vision be adequate. There is also a risk
of confusion of colour at an extremely high level of eye illumination such as may be obtained from a high-intensity source at
very close range. Experience indicates that satisfactory recognition can be achieved if due attention is given to these factors.
The chromaticities are expressed in terms of the standard observer and coordinate system adopted by the International
Commission on Illumination (CIE) at its Eighth Session at Cambridge, England, in 1931.*
The chromaticities for solid state lighting (e.g. LED) are based upon the boundaries given in the standard S 004/E-2001
of the International Commission on Illumination (CIE), except for the blue boundary of white.
2. Colours for aeronautical ground lights
2.1 Chromaticities for lights having filament-type light sources
2.1.1 The chromaticities of aeronautical ground lights with filament-type light sources shall be within the following
boundaries:
CIE Equations (see Figure A1-1a):
a) Red
Purple boundary y = 0.980 – x
Yellow boundary y = 0.335, except for visual approach slope indicator systems
Yellow boundary y = 0.320, for visual approach slope indicator systems
Note.— See 5.3.5.15 and 5.3.5.31.
b) Yellow
Red boundary y = 0.382
White boundary y = 0.790 – 0.667x
Green boundary y = x – 0.120
* See CIE Publication No. 15, Colorimetry (1971).
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c) Green
Yellow boundary x = 0.360 – 0.080y
White boundary x = 0.650y
Blue boundary y = 0.390 – 0.171x
d) Blue
Green boundary y = 0.805x + 0.065
White boundary y = 0.400 – x
Purple boundary x = 0.600y + 0.133
e) White
Yellow boundary x = 0.500
Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
f) Variable white
Yellow boundary x = 0.255 + 0.750y and y = 0.790 – 0.667x
Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
Note.— Guidance on chromaticity changes resulting from the effect of temperature on filtering elements is given in the
Aerodrome Design Manual (Doc 9157), Part 4.
2.1.2 Recommendation.— Where dimming is not required, or where observers with defective colour vision must be
able to determine the colour of the light, green signals should be within the following boundaries:
Yellow boundary y = 0.726 – 0.726x
White boundary x = 0.650y
Blue boundary y = 0.390 – 0.171x
Note.— Where the colour signal is to be seen from long range, it has been the practice to use colours within the
boundaries of 2.1.2.
2.1.3 Recommendation.— Where increased certainty of recognition from white is more important than maximum
visual range, green signals should be within the following boundaries:
Yellow boundary y = 0.726 – 0.726x
White boundary x = 0.625y – 0.041
Blue boundary y = 0.390 – 0.171x
8/11/18 APP 1-2
Appendix 1 Annex 14 — Aerodromes
2.2 Discrimination between lights having filament-type sources
2.2.1 Recommendation.— If there is a requirement to discriminate yellow and white from each other, they should be
displayed in close proximity of time or space as, for example, by being flashed successively from the same beacon.
2.2.2 Recommendation.— 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 0.40.
Note.— The limits of white have been based on the assumption that they will be used in situations in which the
characteristics (colour temperature) of the light source will be substantially constant.
2.2.3 Recommendation.— The colour variable white is intended to be used only for lights that are to be varied in
intensity, e.g. to avoid dazzling. If this colour is to 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 than 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.
2.3 Chromaticities for lights having a solid state light source
2.3.1 The chromaticities of aeronautical ground lights with solid state light sources, e.g. LEDs, shall be within the
following boundaries:
CIE Equations (see Figure A1-1b):
a) Red
Purple boundary y = 0.980 – x
Yellow boundary y = 0.335, except for visual approach slope indicator systems
Yellow boundary y = 0.320, for visual approach slope indicator systems
Note.— See 5.3.5.15 and 5.3.5.31.
b) Yellow
Red boundary y = 0.387
White boundary y = 0.980 – x
Green boundary y = 0.727x + 0.054
c) Green (also refer to 2.3.2 and 2.3.3)
Yellow boundary x = 0.310
White boundary x = 0.625y – 0.041
Blue boundary y = 0.400
d) Blue
Green boundary y = 1.141x – 0.037
White boundary y = 0.400 – y
Purple boundary x = 0.134 + 0.590y
APP 1-3 8/11/18
Annex 14 — Aerodromes Volume I
e) White
Yellow boundary x = 0.440
Blue boundary x = 0.320
Green boundary y = 0.150 + 0.643x
Purple boundary y = 0.050 + 0.757x
f) Variable white
The boundaries of variable white for solid state light sources are those of e) White above.
2.3.2 Recommendation.— Where observers with defective colour vision must be able to determine the colour of the
light, green signals should be within the following boundaries:
Yellow boundary y = 0.726 – 0.726x
White boundary x = 0.625y – 0.041
Blue boundary y = 0.400
2.3.3 Recommendation.— In order to avoid a large variation of shades of green, if colours within the boundaries
below are selected, colours within the boundaries of 2.3.2 should not be used.
Yellow boundary x = 0.310
White boundary x = 0.625y – 0.041
Blue boundary y = 0.726 – 0.726x
2.4 Colour measurement for filament-type and solid state-type light sources
2.4.1 The colour of aeronautical ground lights shall be verified as being within the boundaries specified in
Figure A1-1a or A1-1b, as appropriate, by measurement at five points within the area limited by the innermost isocandela
curve (isocandela diagrams in Appendix 2 refer), with operation at rated current or voltage. In the case of elliptical or circular
isocandela curves, the colour measurements shall be taken at the centre and at the horizontal and vertical limits. In the case of
rectangular isocandela curves, the colour measurements shall be taken at the centre and the limits of the diagonals (corners).
In addition, the colour of the light shall be checked at the outermost isocandela curve to ensure that there is no colour shift
that might cause signal confusion to the pilot.
Note 1.— For the outermost isocandela curve, a measurement of colour coordinates should be made and recorded for
review and judgement of acceptability by the State.
Note 2.— Certain light units may have application so that they may be viewed and used by pilots from directions beyond
that of the outermost isocandela curve (e.g. stop bar lights at significantly wide runway-holding positions). In such instances,
the State should assess the actual application and if necessary require a check of colour shift at angular ranges beyond the
outermost curve.
2.4.2 In the case of visual approach slope indicator systems and other light units having a colour transition sector, the
colour shall be measured at points in accordance with 2.4.1, except that the colour areas shall be treated separately and no
point shall be within 0.5 degrees of the transition sector.
3. Colours for markings, signs and panels
Note 1.— The specifications of surface colours given below apply only to freshly coloured surfaces. Colours used for
markings, signs and panels usually change with time and therefore require renewal.
8/11/18 APP 1-4
Appendix 1 Annex 14 — Aerodromes
Note 2.— Guidance on surface colours is contained in the CIE document entitled Recommendations for Surface Colours
for Visual Signalling — Publication No. 39-2 (TC-106) 1983.
Note 3.— The specifications recommended in 3.4 for transilluminated panels are interim in nature and are based on the
CIE specifications for transilluminated signs. It is intended that these specifications will be reviewed and updated as and
when CIE develops specifications for transilluminated panels.
3.1 The chromaticities and luminance factors of ordinary colours, colours of retroreflective materials and colours of
transilluminated (internally illuminated) signs and panels shall be determined under the following standard conditions:
a) angle of illumination: 45°;
b) direction of view: perpendicular to surface; and
c) illuminant: CIE standard illuminant D65.
3.2 Recommendation.— The chromaticity and luminance factors of ordinary colours for markings and externally
illuminated signs and panels should be within the following boundaries when determined under standard conditions.
CIE Equations (see Figure A1-2):
a) Red
Purple boundary y = 0.345 – 0.051x
White boundary y = 0.910 – x
Orange boundary y = 0.314 + 0.047x
Luminance factor ß = 0.07 (mnm)
b) Orange
Red boundary y = 0.285 + 0.100x
White boundary y = 0.940 – x
Yellow boundary y = 0.250 + 0.220x
Luminance factor ß = 0.20 (mnm)
c) Yellow
Orange boundary y = 0.108 + 0.707x
White boundary y = 0.910 – x
Green boundary y = 1.35x – 0.093
Luminance factor ß = 0.45 (mnm)
d) White
Purple boundary y = 0.010 + x
Blue boundary y = 0.610 – x
Green boundary y = 0.030 + x
Yellow boundary y = 0.710 – x
Luminance factor ß = 0.75 (mnm)
e) Black
Purple boundary y = x – 0.030
Blue boundary y = 0.570 – x
Green boundary y = 0.050 + x
Yellow boundary y = 0.740 – x
Luminance factor ß = 0.03 (max)
APP 1-5 8/11/18
Annex 14 — Aerodromes Volume I
f) Yellowish green
Green boundary y = 1.317x + 0.4
White boundary y = 0.910 – x
Yellow boundary y = 0.867x + 0.4
g) Green
Yellow boundary x = 0.313
White boundary y = 0.243 + 0.670x
Blue boundary y = 0.493 – 0.524x
Luminance factor β = 0.10 (mnm)
Note.— The small separation between surface red and surface orange is not sufficient to ensure the distinction of these
colours when seen separately.
3.3 Recommendation.— The chromaticity and luminance factors of colours of retroreflective materials for markings,
signs and panels should be within the following boundaries when determined under standard conditions.
CIE Equations (see Figure A1-3):
a) Red
Purple boundary y = 0.345 – 0.051x
White boundary y = 0.910 – x
Orange boundary y = 0.314 + 0.047x
Luminance factor ß = 0.03 (mnm)
b) Orange
Red boundary y = 0.265 + 0.205x
White boundary y = 0.910 – x
Yellow boundary y = 0.207 + 0.390x
Luminance factor ß = 0.14 (mnm)
c) Yellow
Orange boundary y = 0.160 + 0.540x
White boundary y = 0.910 – x
Green boundary y = 1.35x – 0.093
Luminance factor ß = 0.16 (mnm)
d) White
Purple boundary y=x
Blue boundary y = 0.610 – x
Green boundary y = 0.040 + x
Yellow boundary y = 0.710 – x
Luminance factor ß = 0.27 (mnm)
e) Blue
Green boundary y = 0.118 + 0.675x
White boundary y = 0.370 – x
Purple boundary y = 1.65x – 0.187
Luminance factor ß = 0.01 (mnm)
8/11/18 APP 1-6
Appendix 1 Annex 14 — Aerodromes
f) Green
Yellow boundary y = 0.711 – 1.22x
White boundary y = 0.243 + 0.670x
Blue boundary y = 0.405 – 0.243x
Luminance factor ß = 0.03 (mnm)
3.4 Recommendation.— The chromaticity and luminance factors of colours for luminescent or transilluminated
(internally illuminated) signs and panels should be within the following boundaries when determined under standard
conditions.
CIE Equations (see Figure A1-4):
a) Red
Purple boundary y = 0.345 – 0.051x
White boundary y = 0.910 – x
Orange boundary y = 0.314 + 0.047x
Luminance factor ß = 0.07 (mnm)
(day condition)
Relative luminance 5% (mnm)
to white (night 20% (max)
condition)
b) Yellow
Orange boundary y = 0.108 + 0.707x
White boundary y = 0.910 – x
Green boundary y = 1.35x – 0.093
Luminance factor ß = 0.45 (mnm)
(day condition)
Relative luminance 30% (mnm)
to white (night 80% (max)
condition)
c) White
Purple boundary y = 0.010 + x
Blue boundary y = 0.610 – x
Green boundary y = 0.030 + x
Yellow boundary y = 0.710 – x
Luminance factor ß = 0.75 (mnm)
(day condition)
Relative luminance 100%
to white (night
condition)
d) Black
Purple boundary y = x – 0.030
Blue boundary y = 0.570 – x
Green boundary y = 0.050 + x
Yellow boundary y = 0.740 – x
Luminance factor ß = 0.03 (max)
(day condition)
Relative luminance 0% (mnm)
to white (night 2% (max)
condition)
APP 1-7 8/11/18
Annex 14 — Aerodromes Volume I
e) Green
Yellow boundary : x = 0.313
White boundary: y = 0.243 + 0.670x
Blue boundary: y = 0.493 – 0.524x
Luminance factor: β = 0.10 minimum (day conditions)
Relative luminance: 5% (minimum)
to white (night 30% (maximum)
conditions)
8/11/18 APP 1-8
Appendix 1 Annex 14 — Aerodromes
X
0.10 0.20 0.30 0.40 0.50 0.60 0.70
0.90 0.90
Cie chromaticity diagram
520
530
0.80 0.80
540
510
0.70 550 0.70
560
0.60 0.60
Green 570
500
0.50 0.50
580
Y White Y
2 856 K 1 900 K
590 Yellow
2 360 K
0.40 0.40
3 500 K
600
Variable white
4 800 K
+EE 610
6 500 K y=0.320
620
0.30 10 000 K 630 0.30
490 650
Red 700
0.20 0.20
480 Blue
0.10 0.10
470
460
450
0 0.10 380 0.20 0.30 0.40 0.50 0.60 0.70 0.80
X
Figure A1-1a. Colours for aeronautical ground lights (filament-type lamps)
APP 1-9 8/11/18
Annex 14 — Aerodromes Volume I
X
0.10 0.20 0.30 0.40 0.50 0.60 0.70
0.90 0.90
Cie chromaticity diagram
520
530
0.80 0.80
540
510
550
0.70 0.70
560
0.60 0.60
Green
570
500
0.50 0.50
580
Y White 590 Yellow Y
2856 K 1900 K
2360 K
0.40 0.40
3500 K
600
4800 K
+EE 610
6500 K
y=0.320
10000 K 620
0.30 630 0.30
490 650
Red 700
0.20 0.20
480
Blue
0.10 0.10
470
460
450 380
0 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80
X
Figure A1-1b. Colours for aeronautical ground lights (solid state lighting)
8/11/18 APP 1-10
Appendix 1 Annex 14 — Aerodromes
X
0.10 0.20 0.30 0.40 0.50 0.60 0.70
0.90 0.90
+ Indicates CIE standard illuminant D 65
520
530
0.80 0.80
540
510
0.70 550 0.70
Green
560
0.60 0.60
570
500
0.50 580 0.50
Yellow
Y Y
590
Orange
0.40 0.40
600
White Red
610
+
620
0.30 630 0.30
490 Black
650
690-780
0.20 0.20
480
0.10 0.10
470
460
450 380-410
0 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80
X
Figure A1-2. Ordinary colours for markings and externally illuminated signs and panels
APP 1-11 8/11/18
Annex 14 — Aerodromes Volume I
0.10 0.20 0.30 0.40 0.50 0.60 0.70
0.90 0.90
+ Indicates CIE standard illuminant D 65
520
530
0.80 0.80
540
510
0.70 0.70
550
560
0.60 0.60
Green
570
500
0.50 0.50
580
Yellow
Y Y
590
Orange
0.40 0.40
600
Red
+ 610
White 620
0.30 0.30
490 640
690-780
0.20 0.20
480
Blue
0.10 0.10
470
460
450 380-410
0 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80
X
Figure A1-3. Colours of retroreflective materials for markings, signs and panels
8/11/18 APP 1-12
Appendix 1 Annex 14 — Aerodromes
X
0.10 0.20 0.30 0.40 0.50 0.60 0.70
0.90 0.90
+ Indicates CIE standard illuminant D 65
520
530
0.80 0.80
540
510
0.70 550 0.70
Green
560
0.60 0.60
570
500
0.50 580 0.50
Yellow
Y Y
590
0.40 0.40
600
White (day)
Red
White (night) 610
+
620
0.30 0.30
490 640
Black
690 - 780
0.20 0.20
480
0.10 0.10
470
460
450 380-410
0 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80
X
Figure A1-4. Colours of luminescent or transilluminated (internally illuminated) signs and panels
______________________
APP 1-13 8/11/18
APPENDIX 2. AERONAUTICAL GROUND LIGHT CHARACTERISTICS
Degrees
vertical
Y
Minimum
1 000 cd
20
Minimum
2 000 cd
16.5
14.5 Main beam
13.5 minimum
10 000 cd
10
8 Minimum
average
20 000 cd
5
2.5
1.5
0
–10 –5 0 5 10 14 15 20
X
Degrees
horizontal
Notes:
x y a 10 14 15
1. Curves calculated on formula 1
a b b 5.5 6.5 8.5
2. Vertical setting angles of the lights shall be such that the following vertical coverage
of the main beam will be met:
distance from threshold vertical main beam coverage
threshold to 315 m 0.0° — 11°
316 m to 475 m 0.5° — 11.5°
476 m to 640 m 1.5° — 12.5°
641 m and beyond 2.5° — 13.5° (as illustrated above)
3. Lights in crossbars beyond 22.5 m from the centre line shall be toed-in 2 degrees. All
other lights shall be aligned parallel to the centre line of the runway.
4. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-1. Isocandela diagram for approach centre line light and crossbars (white light)
ANNEX 14 — VOLUME I APP 2-1 8/11/18
Annex 14 — Aerodromes Volume I
Degrees
vertical
Y
Minimum
250 cd
Minimum
15 500 cd
14.5
12.5 Main beam
11.5 minimum
10 2 500 cd
Minimum
average
5 000 cd
5
1.5
0.5
0
–11.5 –10 –7 –5 0 5 7 10 11.5 15 16.5 20 X
Degrees
horizontal
Notes:
x y a 7.0 11.5 16.5
1. Curves calculated on formula 1
a b b 5.0 6.0 8.0
2. Toe-in 2 degrees
3. Vertical setting angles of the lights shall be such that the following vertical coverage
of the main beam will be met:
distance from threshold vertical main beam coverage
threshold to 115 m 0.5° — 10.5°
116 m to 215 m 0 1° — 11°
216 m and beyond 1.5° — 11.5° (as illustrated above)
4. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-2. Isocandela diagram for approach side row light (red light)
8/11/18 APP 2-2
Appendix 2 Annex 14 — Aerodromes
Degrees
vertical
Y
Minimum
500 cd
Minimum
1 000 cd
15
14
Main beam
11.5 minimum
10 5 000 cd
Minimum
5 average
10 000 cd
1
0
–10 –9–7.5 –5.5 –5 0 5 5.5 7.5 9 10 15 X
Degrees
horizontal
Notes:
x y a 5.5 7.5 9.0
1. Curves calculated on formula 1
a b b 4.5 6.0 8.5
2. Toe-in 3.5 degrees
3. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-3. Isocandela diagram for threshold light (green light)
APP 2-3 8/11/18
Annex 14 — Aerodromes Volume I
Degrees
vertical
Y
Minimum
500 cd
Minimum
1 000 cd
15
Main beam
13.5 minimum
11.5 5 000 cd
10.5
10
Minimum
average
5 10 000 cd
0.5
0
–11.5 –10 –7 –5 0 5 7 10 11.5 15 16.5
X
Degrees
horizontal
Notes:
x y a 7.0 11.5 16.5
1. Curves calculated on formula 1
a b b 5.0 6.0 8.0
2. Toe-in 2 degrees
3. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-4. Isocandela diagram for threshold wing bar light (green light)
8/11/18 APP 2-4
Appendix 2 Annex 14 — Aerodromes
Degrees
vertical
Y
14 Minimum
250 cd
Minimum
11.5 500 cd
10
Main beam
9 minimum
2 500 cd
Minimum
5 average
5 000 cd
2
0
–10 –8.5 –7 –5 0 5 7 8.5 10
X
Degrees
horizontal
Notes:
x y a 5.0 7.0 8.5
1. Curves calculated on formula 1
a b b 3.5 6.0 8.5
2. Toe-in 4 degrees
3. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-5. Isocandela diagram for touchdown zone light (white light)
APP 2-5 8/11/18
Annex 14 — Aerodromes Volume I
Degrees
vertical
Y
Minimum
250 cd
12 Minimum
500 cd
10
9.5 Main beam
minimum
2 500 cd
7
5
Minimum
average
5 000 cd
0
–10 –8.5 –7 –5 0 5 7 8.5 10
X
Degrees
horizontal
Notes:
x y a 5.0 7.0 8.5
1. Curves calculated on formula 1
a b b 3.5 6.0 8.5
2. For red light, multiply values by 0.15.
3. For yellow light, multiply values by 0.40.
4. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-6. Isocandela diagram for runway centre line light
with 30 m longitudinal spacing (white light) and rapid
exit taxiway indicator light (yellow light)
8/11/18 APP 2-6
Appendix 2 Annex 14 — Aerodromes
Degrees
vertical
Y 14.5 Minimum
Minimum 500 cd for Cat. III
13 250 cd for Cat. I
250 cd for Cat. III
125 cd for Cat. I and Cat. II
and Cat. II Main beam minimum
2 500 cd for Cat. III
10 1 250 cd for Cat. I
and Cat. II
9
Minimum average
5 5 000 cd for Cat. III
2 500 cd for Cat. I
and Cat. II
0
–10 –8.5 –7 –5 0 5 7 8.5 10
X
Degrees
horizontal
Notes:
x y a 5.0 7.0 8.5
1. Curves calculated on formula 1
a b b 4.5 8.5 10
2. For red light, multiply values by 0.15.
3. For yellow light, multiply values by 0.40.
4. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-7. Isocandela diagram for runway centre line light
with 15 m longitudinal spacing (white light) and rapid exit
taxiway indicator light (yellow light)
APP 2-7 8/11/18
Annex 14 — Aerodromes Volume I
Degrees
vertical
Y
Minimum
125 cd
10
Minimum
9
250 cd
7.5 Main beam
minimum
1 250 cd
5
4.75
Minimum
average
2 500 cd
0.25
–10 –9 –7.5 –6 –5 0 5 6 7.5 9 10
X
Degrees
horizontal
Notes:
x y a 6.0 7.5 9.0
1. Curves calculated on formula 1
a b b 2.25 5.0 6.5
2. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-8. Isocandela diagram for runway end light (red light)
8/11/18 APP 2-8
Appendix 2 Annex 14 — Aerodromes
Degrees
vertical
Y
Minimum
500 cd
12
10
9.5 Minimum
1 000 cd
Main beam
7 minimum
5 000 cd
5
Minimum
average
10 000 cd
0
–10 –9 –7.5 –5.5 –5 0 5 5.5 7.5 9 10
X
Degrees
horizontal
Notes:
x y a 5.5 7.5 9.0
1. Curves calculated on formula 1
a b b 3.5 6.0 8.5
2. Toe-in 3.5 degrees
3. For red light, multiply values by 0.15.
4. For yellow light, multiply values by 0.40.
5. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-9. Isocandela diagram for runway edge light where width of runway is 45 m (white light)
APP 2-9 8/11/18
Annex 14 — Aerodromes Volume I
Degrees
vertical
Y
Minimum
500 cd
12
Minimum
1 000 cd
10
9.5 Main beam
minimum
5 000 cd
7
5
Minimum
average
10 000 cd
0
–10 –8.5 –6.5 –5 0 5 6.5 8.5 10
X
Degrees
horizontal
Notes:
x y a 6.5 8.5 10.0
1. Curves calculated on formula 1
a b b 3.5 6.0 8.5
2. Toe-in 4.5 degrees
3. For red light, multiply values by 0.15.
4. For yellow light, multiply values by 0.40.
5. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-10. Isocandela diagram for runway edge light where width of runway is 60 m (white light)
8/11/18 APP 2-10
Appendix 2 Annex 14 — Aerodromes
Degrees
vertical
Y
8
7 X
6 X X X X X X X X X
5 X X X X X X X X X X X
4 X X X X X X X X X X X X X
3 X X X X X X X X X X X X X
2 X X X X X X X X X X X
1 X X X X X X X X X
0 X
–7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7 X
Degrees
horizontal
Figure A2-11. Grid points to be used for the calculation of average
intensity of approach and runway lights
APP 2-11 8/11/18
Annex 14 — Aerodromes Volume I
Collective notes to Figures A2-1 to A2-11 and A2-26
1. The ellipses in each figure are symmetrical about the common vertical and horizontal axes.
2. Figures A2-1 to A2-10, as well as Figure A2-26, show the minimum allowable light intensities. The average
intensity of the main beam is calculated by establishing grid points as shown in Figure A2-11 and using the intensity value
measures 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.
3. No deviations are acceptable in the main beam pattern when the lighting fixture is properly aimed.
4. Average intensity ratio. The ratio between the average intensity within the ellipse defining the main beam of a
typical new light and the average light intensity of the main beam of a new runway edge light shall be as follows:
Figure A2-1 Approach centre line and crossbars 1.5 to 2.0 (white light)
Figure A2-2 Approach side row 0.5 to 1.0 (red light)
Figure A2-3 Threshold 1.0 to 1.5 (green light)
Figure A2-4 Threshold wing bar 1.0 to 1.5 (green light)
Figure A2-5 Touchdown zone 0.5 to 1.0 (white light)
Figure A2-6 Runway centre line (longitudinal spacing 30 m) 0.5 to 1.0 (white light)
Figure A2-7 Runway centre line (longitudinal spacing 15 m) 0.5 to 1.0 for CAT III
(white light)
0.25 to 0.5 for CAT I, II
(white light)
Figure A2-8 Runway end 0.25 to 0.5 (red light)
Figure A2-9 Runway edge (45 m runway width) 1.0 (white light)
Figure A2-10 Runway edge (60 m runway width) 1.0 (white light)
5. The beam coverages in the figures provide the necessary guidance for approaches down to an RVR of the order of
150 m and take-offs down to an RVR of the order of 100 m.
6. 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.
7. Where, for approach centre line lights and crossbars and for approach side row lights, inset lights are used in lieu of
elevated lights, e.g. on a runway with a displaced threshold, the intensity requirements can be met by installing two or three
fittings (lower intensity) at each position.
8. The importance of adequate maintenance cannot be overemphasized. The average intensity should never fall to a
value less than 50 per cent of the value shown in the figures, and it should be the aim of airport authorities to maintain a level
of light output close to the specified minimum average intensity.
9. The light unit shall be installed so that the main beam is aligned within one-half degree of the specified requirement.
8/11/18 APP 2-12
Appendix 2 Annex 14 — Aerodromes
Degrees Y
vertical
Minimum
20 cd Main beam
minimum
15 100 cd
13
10
8
5 Minimum
average
200 cd
1
0
Degrees
–20 –16 –10 –5 0 5 10 16 20 X horizontal
Notes:
1. These beam coverages allow for displacement of the cockpit from the centre line up to
distances of the order of 12 m and are intended for use before and after curves.
2. See collective notes for Figures A2-12 to A2-21.
3. Increased intensities for enhanced rapid exit taxiway centre line lights as recommended
in 5.3.16.9 are four times the respective intensities in the figure (i.e. 800 cd for minimum
average main beam).
Figure A2-12. Isocandela diagram for taxiway centre line (15 m spacing), RELs,
no-entry bar and stop bar lights in straight sections intended for use
in runway visual range conditions of less than a value of 350 m
where large offsets can occur and for low-intensity
runway guard lights, Configuration B
APP 2-13 8/11/18
Annex 14 — Aerodromes Volume I
Degrees Y
vertical
15
13
Minimum
10 20 cd
8
5 Minimum Main beam
average minimum
200 cd 100 cd
1
0
Degrees
–10 –4.5 –3.5 0 3.5 4.5 10 X horizontal
Notes:
1. These beam coverages are generally satisfactory and cater for a normal displacement of
the cockpit from the centre line of approximately 3 m.
2. See collective notes for Figures A2-12 to A2-21.
Figure A2-13. Isocandela diagram for taxiway centre line (15 m spacing),
no-entry bar and stop bar lights in straight sections intended for use in
runway visual range conditions of less than a value of 350 m
8/11/18 APP 2-14
Appendix 2 Annex 14 — Aerodromes
Degrees Y
vertical
Main beam
Minimum minimum
10 cd 50 cd
15
10
5 Minimum
average
100 cd
1
0
–21.25 –19.25 –15 –10 –5 0 5 10 15 19.25 21.25
Degrees
X horizontal
Notes:
1. Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the curve.
This does not apply to runway entrance lights (RELs)
2. Increased intensities for RELs shall be twice the specified intensities, i.e., minimum
20 cd, main beam minimum 100 cd and minimum average 200 cd.
3. See collective notes for Figures A2-12 to A2-21.
Figure A2-14. Isocandela diagram for taxiway centre line (7.5 m spacing), RELs,
no-entry bar and stop bar lights in curved sections intended for use in
runway visual range conditions of less than a value of 350 m
APP 2-15 8/11/18
Annex 14 — Aerodromes Volume I
Degrees Y
vertical
Main beam
Minimum minimum
2 cd 10 cd
10
5
4
Minimum average 20 cd
1
0.5
0
Degrees
–20 –16 –15 –10 –5 0 5 10 15 16 20 X horizontal
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 omnidirectional lights are used they shall comply with the vertical beam
requirements in this figure.
3. See collective notes for Figures A2-12 to A2-21.
Figure A2-15. Isocandela diagram for taxiway centre line (30 m, 60 m spacing),
no-entry bar and stop bar lights in straight sections intended for use in
runway visual range conditions of 350 m or greater
8/11/18 APP 2-16
Appendix 2 Annex 14 — Aerodromes
Degrees Y
vertical
Main beam
Minimum minimum
2 cd 10 cd
15
10
5
4
Minimum average 20 cd
1
0.5
0
–20.25 –19.25 –15 –10 –5 0 5 10 15 19.25 20.25
Degrees
X horizontal
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 12 m as could occur at the end of curves.
4. See collective notes for Figures A2-12 to A2-21.
Figure A2-16. Isocandela diagram for taxiway centre line (7.5 m, 15 m, 30 m spacing),
no-entry bar and stop bar lights in curved sections intended for use in
runway visual range conditions of 350 m or greater
APP 2-17 8/11/18
Annex 14 — Aerodromes Volume I
Degrees Y
vertical
18
a
14.5
b
12
10.5
c
8.5
d
7.5
e
6
4.5
0
–26 –21 –15 –12 –6 0 6 12 15 21 26
–10.5 10.5 Degrees
X horizontal
Curve a b c d e
Intensity (cd) 8 20 100 450 1 800
Notes:
1. These beam coverages allow for displacement of the cockpit from the centre line up to
distances of the order of 12 m and are intended for use before and after curves.
2. See collective notes for Figures A2-12 to A2-21.
Figure A2-17. Isocandela diagram for high-intensity taxiway centre line (15 m spacing),
no-entry bar and stop bar lights in straight sections intended for use in an advanced
surface movement guidance and control system where higher light intensities are required
and where large offsets can occur
8/11/18 APP 2-18
Appendix 2 Annex 14 — Aerodromes
Degrees Y
vertical
18
a
14.5
b
12
10.5 c
8.5
d
7.5
e
6
4.5
3.5
0
–18.5 –15 –13 –11 –7 –5 –2 0 2 5 7 8.5 11 13 15 18.5
–8.5 –5.5 5.5 Degrees
X horizontal
Curve a b c d e
Intensity (cd) 8 20 100 450 1 800
Notes:
1. These beam coverages are generally satisfactory and cater for a normal displacement of
the cockpit corresponding to the outer main gear wheel on the taxiway edge.
2. See collective notes for Figures A2-12 to A2-21.
Figure A2-18. Isocandela diagram for high-intensity taxiway centre line (15 m spacing),
no-entry bar and stop bar lights in straight sections intended for use in an advanced
surface movement guidance and control system where higher light intensities are required
APP 2-19 8/11/18
Annex 14 — Aerodromes Volume I
Degrees Y
vertical
18
a
12
10.5
9.5
b
c
8.5
d
6
0
–43 –32 –29 –24 –18 –12 –6 0 6 12 18 24 29 32
–30.5 30.5 33
Degrees
X horizontal
Curve a b c d
Intensity (cd) 8 100 200 400
Notes:
1. Lights on curves to be toed-in 17 degrees with respect to the tangent of the curve.
2. See collective notes for Figures A2-12 to A2-21.
Figure A2-19. Isocandela diagram for high-intensity taxiway centre line (7.5 m spacing),
no-entry bar and stop bar lights in curved sections intended for use in an advanced
surface movement guidance and control system where higher light intensities are required
8/11/18 APP 2-20
Appendix 2 Annex 14 — Aerodromes
Degrees Y
vertical
Main beam
Minimum minimum
100 cd 500 cd
15
13
10
5 Minimum
average
1 000 cd
1
0.5
0
Degrees
–30 –24 –20 –10 0 10 20 24 30 X horizontal
Notes:
1. Although the lights flash in normal operation, the light intensity is specified as if the lights
were fixed for incandescent lamps.
2. See collective notes for Figures A2-12 to A2-21.
Figure A2-20. Isocandela diagram for high-intensity runway guard lights, Configuration B
Degrees Y
vertical
5
4 X X X X X X X X X X X
3 X X X X X X X X X X X
2 X X X X X X X X X X X
1 X X X X X X X X X X X
0
Degrees
–6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 X horizontal
Figure A2-21. Grid points to be used for calculation of average intensity
of taxiway centre line and stop bar lights
APP 2-21 8/11/18
Annex 14 — Aerodromes Volume I
Collective notes to Figures A2-12 to A2-21
1. The intensities specified in Figures A2-12 to A2-20 are in green and yellow light for taxiway centre line lights,
yellow light for runway guard lights and red light for stop bar lights.
2. Figures A2-12 to A2-20 show the minimum allowable light intensities. The average intensity of the main beam is
calculated by establishing grid points as shown in Figure A2-21 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.
3. No deviations are acceptable in the main beam or in the innermost beam, as applicable, when the lighting fixture is
properly aimed.
4. 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.
5. Vertical angles are measured from the longitudinal slope of the taxiway surface.
6. The importance of adequate maintenance cannot be overemphasized. The intensity, either average where applicable
or as specified on the corresponding isocandela curves, should never fall to a value less than 50 per cent of the value shown
in the figures, and it should be the aim of airport authorities to maintain a level of light output close to the specified minimum
average intensity.
7. The light unit shall be installed so that the main beam or the innermost beam, as applicable, is aligned within one-
half degree of the specified requirement.
8/11/18 APP 2-22
Appendix 2 Annex 14 — Aerodromes
Degrees in 6 Degrees in 6
elevation elevation
5 5
4 4
See 100 cd 1 000 cd 900 cd 500 cd No light See 8 000 cd 24 000 cd 80 000 cd 72 000 cd No light
note 3 3 note 3 3
300 cd White 40 000 cd White
1.9° 1.9°
1 Red 1 Red
(Note 2) (Note 2)
–8 –7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7 8 –7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7
Degrees in azimuth Degrees in azimuth
T-VASIS FLY-UP BOXES (NIGHT) T-VASIS FLY-UP BOXES (DAY)
1 000 cd 900 cd 500 cd 300 cd 100 cd 80 000 cd 72 000 cd
Degrees in 6
elevation
Degrees in
elevation 40 000 cd
4 24 000 cd White
White
8 000 cd
1.9° 1.9° 2
1 Red 1 Red
(Note 2) (Note 2)
–8 –7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7 8 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6
Degrees in azimuth Degrees in azimuth
T-VASIS BAR BOXES (NIGHT) T-VASIS BAR BOXES (DAY)
1 000 cd 900 cd 500 cd 300 cd 100 cd 80 000 cd 72 000 cd
6 Degrees in 6
Degrees in elevation
elevation 40 000 cd
5 5
24 000 cd White
4 4
See See 8 000 cd
White
note 3 3 note 3 3
No light No light
2 2
1 1
–8 –7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7 8 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6
Degrees in azimuth Degrees in azimuth
T-VASIS FLY-DOWN BOXES (NIGHT) T-VASIS FLY-DOWN BOXES (DAY)
Note 1.— These curves are for minimum intensities in white light. Note 3.— A sharp transition from white to no light in elevation is essential
to T-VASIS operation. For exact elevation settings, see Figure 5-18.
Note 2.— Filter transmissivity for all red signals is 15 per cent minimum at
operating temperature.
Figure A2-22. Light intensity distribution of T-VASIS and AT-VASIS APP 2-23 8/11/18
Annex 14 — Aerodromes Volume I
Degrees in
elevation
4.0
3.5
3.0
2.5
2.0
White
0
4000 cd 7000 cd 10 000 cd 15 000 cd Red
(1 500) cd (2 500) cd (3 500) cd (5 000) cd
-2.0
-2.5
-3.0
-3.5
-4.0
Isocandela contours
-10 -8 -6 -4 -2 0 2 4 6 8 10
Degrees in azimuth
Notes:
1. These curves are for minimum intensities in red light.
2. The intensity value in the white sector of the beam is no less than 2 and may be as high
as 6.5 times the corresponding intensity in the red sector.
3. The intensity values shown in brackets are for APAPI.
Figure A2-23. Light intensity distribution of PAPI and APAPI
8/11/18 APP 2-24
Appendix 2 Annex 14 — Aerodromes
Degrees
Y
vertical 30 cd
26
200 cd
20
300 cd
15
10
8
0
–8
–10
–26 –20 –15 –8 0 8 10 15 20 26
Degrees
X horizontal
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 A2-24. Isocandela diagram for each light in low-intensity runway guard lights,
Configuration A
APP 2-25 8/11/18
Annex 14 — Aerodromes Volume I
Degrees Y Minimum
vert ical
26 300 cd
Minimum
1 000 cd
20 Main beam
minimum
15 1 500 cd
10
8
Minimum
average
0
3 000 cd
–8
–10
–26 –20 –15 –10 –8 0 8 10 15 20 26
Degrees
X horizontal
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 A2-25. Isocandela diagram for each light in high-intensity runway guard lights,
Configuration A
8/11/18 APP 2-26
Appendix 2 Annex 14 — Aerodromes
Y
degrees
vertical
Minimum
15 150 cd
13
10
9 Main beam
minimum
5 Minimum average 750 cd
1 500 cd
0
-20 -15 -10 -5 0 5 10 15 20 X
-7 7 degrees horizontal
Notes:
x y a 5.0 7.0
1. Curves calculated on formula 1
a b b 4.5 8.5
2. See collective notes for Figures A2-1 to A2-11 and A2-26.
Figure A2-26. Isocandela diagram for take-off and hold lights (THL) (red light)
_____________________
APP 2-27 8/11/18
APPENDIX 3. MANDATORY INSTRUCTION MARKINGS AND
INFORMATION MARKINGS
Note 1.— See Chapter 5, Sections 5.2.16 and 5.2.17, for specifications on the application, location and characteristics of
mandatory instruction markings and information markings.
Note 2.— This appendix details the form and proportions of the letters, numbers and symbols of mandatory instruction
markings and information markings on a grid.
Note 3.— The The mandatory instruction markings and information markings on pavements are formed as if shadowed
(i.e., stretched) from the characters of an equivalent elevated sign by a factor of 2.5 as shown in Figure A3-1. The shadowing,
however, only affects the vertical dimension. Therefore, the spacing of characters for pavement marking is obtained by first
determining the equivalent elevated sign character height and then proportioning from the spacing values given in
Table A4-1.
For example, in the case of the runway designator “10” which is to have a height of 4 000 mm (Hps), the equivalent
elevated sign character height is 4 000/2.5=1 600 mm (Hes). Table A4-1(b) indicates numeral to numeral code 1 and from
Table A4-1(c) this code has a dimension of 96 mm, for a character height of 400 mm. The pavement marking spacing for
“10” is then (1 600/400)*96=384 mm.
pilot eye
equivalent elevated sign [es] character
pavement sign [ps] character
Hes
10
25
Hps
Figure A3-1
ANNEX 14 — VOLUME I APP 3-1 8/11/18
Annex 14 — Aerodromes Volume I
8/11/18 APP 3-2
Appendix 3 Annex 14 —Aerodromes
APP 3-3 8/11/18
Annex 14 — Aerodromes Volume I
8/11/18 APP 3-4
Appendix 3 Annex 14 —Aerodromes
_____________________
APP 3-5 8/11/18
APPENDIX 4. REQUIREMENTS CONCERNING DESIGN OF
TAXIING GUIDANCE SIGNS
Note.— See Chapter 5, Section 5.4, for specifications on the application, location and characteristics of signs.
1. Inscription heights shall conform to the following tabulation.
Minimum character height
Information sign
Runway code Mandatory Runway exit and
number instruction sign runway vacated signs Other signs
1 or 2 300 mm 300 mm 200 mm
3 or 4 400 mm 400 mm 300 mm
Note.— Where a taxiway location sign is installed in conjunction with a runway designation sign (see 5.4.3.22), the
character size shall be that specified for mandatory instruction signs.
2. Arrow dimensions shall be as follows:
Legend height Stroke
200 mm 32 mm
300 mm 48 mm
400 mm 64 mm
3. Stroke width for single letter shall be as follows:
Legend height Stroke
200 mm 32 mm
300 mm 48 mm
400 mm 64 mm
4. Sign luminance shall be as follows:
a) Where operations are conducted in runway visual range conditions less than a value of 800 m, average sign
luminance shall be at least:
Red 30 cd/m2
Yellow 150 cd/m2
White 300 cd/m2
ANNEX 14 — VOLUME I APP 4-1 8/11/18
Annex 14 — Aerodromes Volume I
b) Where operations are conducted in accordance with 5.4.1.7 b) and c) and 5.4.1.8, average sign luminance shall be at
least:
Red 10 cd/m2
Yellow 50 cd/m2
White 100 cd/m2
Note.— In runway visual range conditions less than a value of 400 m, there will be some degradation in the performance
of signs.
5. The luminance ratio between red and white elements of a mandatory sign shall be between 1:5 and 1:10.
6. The average luminance of the sign is calculated by establishing grid points as shown in Figure A4-1 and using the
luminance values measured at all grid points located within the rectangle representing the sign.
7. The average value is the arithmetic average of the luminance values measured at all considered grid points.
Note.— Guidance on measuring the average luminance of a sign is contained in the Aerodrome Design Manual
(Doc 9157), Part 4.
8. The ratio between luminance values of adjacent grid points shall not exceed 1.5:1. For areas on the sign face where
the grid spacing is 7.5 cm, the ratio between luminance values of adjacent grid points shall not exceed 1.25:1. The ratio
between the maximum and minimum luminance value over the whole sign face shall not exceed 5:1.
9. The forms of characters, i.e. letters, numbers, arrows and symbols, shall conform to those shown in Figure A4-2.
The width of characters and the space between individual characters shall be determined as indicated in Table A4-1.
10. The face height of signs shall be as follows:
Legend height Face height (min)
200 mm 400 mm
300 mm 600 mm
400 mm 800 mm
11. The face width of signs shall be determined using Figure A4-4 except that, where a mandatory instruction sign is
provided on one side of a taxiway only, the face width shall not be less than:
a) 1.94 m where the code number is 3 or 4; and
b) 1.46 m where the code number is 1 or 2.
Note.— Additional guidance on determining the face width of a sign is contained in the Aerodrome Design Manual
(Doc 9157), Part 4.
12. Borders
a) The black vertical delineator between adjacent direction signs should have a width of approximately 0.7 of the
stroke width.
b) The yellow border on a stand-alone location sign should be approximately 0.5 stroke width.
13. The colours of signs shall be in accordance with the appropriate specifications in Appendix 1.
8/11/18 APP 4-2
Appendix 4 Annex 14 — Aerodromes
7.5 cm 15.0 cm 7.5 cm
7.5 cm
X X X X X X X X
15.0 cm
X X X X X X X X
X X X X X X X X
X X X X X X X X
7.5 cm
X X X X X X X X
7.5 cm
7.5 cm
Note 1.— The average luminance of a sign is calculated by establishing grid points on a sign face showing typical
inscriptions and a background of the appropriate colour (red for mandatory instruction signs and yellow for direction and
destination signs) as follows:
a) Starting at the top left corner of the sign face, establish a reference grid point at 7.5 cm from the left edge and the
top of the sign face.
b) Create a grid of 15 cm spacing horizontally and vertically from the reference grid point. Grid points within 7.5 cm
of the edge of the sign face shall be excluded.
c) Where the last point in a row/column of grid points is located between 22.5 cm and 15 cm from the edge of the sign
face (but not inclusive), an additional point shall be added 7.5 cm from this point.
d) Where a grid point falls on the boundary of a character and the background, the grid point shall be slightly shifted
to be completely outside the character.
Note 2.— Additional grid points may be required to ensure that each character includes at least five evenly spaced grid
points.
Note 3.— Where one unit includes two types of signs, a separate grid shall be established for each type.
Figure A4-1. Grid points for calculating average luminance of a sign
APP 4-3 8/11/18
Annex 14 — Aerodromes Volume I
Figure A4-2. Forms of characters
8/11/18 APP 4-4
Appendix 4 Annex 14 — Aerodromes
Figure A4-2. (cont.)
APP 4-5 8/11/18
Annex 14 — Aerodromes Volume I
Figure A4-2. (cont.)
8/11/18 APP 4-6
Appendix 4 Annex 14 — Aerodromes
Figure A4-2. (cont.)
APP 4-7 8/11/18
Annex 14 — Aerodromes Volume I
Figure A4-2. (cont.)
8/11/18 APP 4-8
Appendix 4 Annex 14 — Aerodromes
Note 1.—The arrow stroke width, diameter of the
dot, and both width and length of the dash shall be
proportioned to the character stroke widths.
Note 2.— The dimensions of the arrow shall
remain constant for a particular sign size, regardless
of orientation.
Arrow, dot and dash
Figure A4-2.
APP 4-9 8/11/18
Annex 14 — Aerodromes Volume I
H/2
H/2
Runway vacated sign (with typical location sign)
H/2
H
H/2
H H H
NO ENTRY sign
Figure A4-3. Runway vacated and NO ENTRY signs
8/11/18 APP 4-10
Appendix 4 Annex 14 — Aerodromes
H/
2 H
H/ H/
-
2 2
H H
H/ H/
2 2
A. Sign with two runway designators B. Sign with one runway designator
Figure A4-4. Sign dimensions
APP 4-11 8/11/18
Annex 14 — Aerodromes Volume I
Table A4-1. Letter and numeral widths and space between letters or numerals
a) Letter to letter code number d) Width of letter
Following Letter Letter height (mm)
Letter 200 300 400
B, D, E, F,
Preceding
H, I, K, L, C, G, O, A, J, T, Width (mm)
Letter
M, N, P, R, U Q, S, X, Z V, W, Y A 170 255 340
Code number B 137 205 274
C 137 205 274
A 2 2 4
D 137 205 274
B 1 2 2
E 124 186 248
C 2 2 3
F 124 186 248
D 1 2 2
G 137 205 274
E 2 2 3
H 137 205 274
F 2 2 3
I 32 48 64
G 1 2 2
J 127 190 254
H 1 1 2
K 140 210 280
I 1 1 2
L 124 186 248
J 1 1 2
M 157 236 314
K 2 2 3
N 137 205 274
L 2 2 4
O 143 214 286
M 1 1 2
P 137 205 274
N 1 1 2
Q 143 214 286
O 1 2 2
R 137 205 274
P 1 2 2
S 137 205 274
Q 1 2 2
T 124 186 248
R 1 2 2
U 137 205 274
S 1 2 2
V 152 229 304
T 2 2 4
W 178 267 356
U 1 1 2
X 137 205 274
V 2 2 4
Y 171 257 342
W 2 2 4
Z 137 205 274
X 2 2 3
Y 2 2 4
Z 2 2 3 e) Width of numeral
Numeral height (mm)
b) Numeral to numeral code number Numeral 200 300 400
Following number Width (mm)
Preceding 2, 3, 6, 1 50 74 98
Numeral 1, 5 8, 9, 0 4, 7 2 137 205 274
3 137 205 274
Code number 4 149 224 298
1 1 1 2 5 137 205 274
2 1 2 2 6 137 205 274
3 1 2 2 7 137 205 274
4 2 2 4 8 137 205 274
5 1 2 2 9 137 205 274
6 1 2 2 0 143 214 286
7 2 2 4
8 1 2 2 INSTRUCTIONS
9 1 2 2 1. To determine the proper SPACE between letters or numerals, obtain
0 1 2 2 the code number from table a) or b) and enter table c) for that code
number to the desired letter or numeral height.
c) Space between characters 2. The space between words or groups of characters forming an
abbreviation or symbol should be equal to 0.5 to 0.75 of the height of
Character height (mm)
the characters used except that where an arrow is located with a single
Code No. 200 300 400 character such as ‘A ‘, the space may be reduced to not less than
Space (mm) one quarter of the height of the character in order to provide a good
1 48 71 96 visual balance.
2 38 57 76 3. Where the numeral follows a letter or vice versa use Code 1.
3 25 38 50 4. Where a hyphen, dot, or diagonal stroke follows a character or vice
4 13 19 26 versa use Code 1.
5. For the intersection take-off sign, the height of the lower case “m” is
0.75 of the height of the preceding “0” (zero) and spaced from the
preceding “0” at code 1 for the character height of the numerals.
______________________
8/11/18 APP 4-12
APPENDIX 5. LOCATION OF LIGHTS ON OBSTACLES
630 m
600 m
550 m
Medium-intensity obstacle light Type A
Height of lights on structure in metres above ground level
500 m
450 m
e
nc
na
400 m
rte
pu
ap
ng
350 m di
clu
in
e
ur
ct
tru
300 m
ls
ta
to
of
p
To
250 m
200 m
150 m
100 m
50 m
0
0 45 m 105 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Note.— High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground
level. If medium-intensity lighting is used, marking will also be required.
Figure A5-1. Medium-intensity flashing-white obstacle lighting system, Type A
ANNEX 14 — VOLUME I APP 5-1 8/11/18
Annex 14 — Aerodromes Volume I
630 m
600 m
550 m
Medium-intensity obstacle light Type B
Height of lights on structure in metres above ground level
500 m
Low-intensity obstacle light Type B
450 m
e
nc
na
400 m
rte
pu
ap
ng
di
350 m
c lu
in
e
ur
ct
tr u
300 m
ls
ta
to
of
p
To
250 m
200 m
150 m
100 m
50 m
0
0 45 m 105 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Note.— For night-time use only.
Figure A5-2. Medium-intensity flashing-red obstacle lighting system, Type B
8/11/18 APP 5-2
Appendix 5 Annex 14 — Aerodromes
630 m
600 m
550 m
Medium-intensity obstacle light Type C
Height of lights on structure in metres above ground level
500 m
450 m
e
nc
na
400 m
rte
pu
ap
ng
di
350 m
cl u
in
e
ur
ct
tru
300 m
ls
ta
to
of
p
To
250 m
200 m
150 m
100 m
50 m
0
0 45 m 105 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Note.— For night-time use only.
Figure A5-3. Medium-intensity fixed-red obstacle lighting system, Type C
APP 5-3 8/11/18
Annex 14 — Aerodromes Volume I
630 m
600 m
550 m
Medium-intensity obstacle light
Type B < 50 cd/m 2
Height of lights on structure in metres above ground level
Type A > 50 cd/m 2
500 m
Low-intensity obstacle light
Type B < 50 cd/m 2
450 m
e
nc
na
400 m
rte
pu
ap
ng
di
350 m
clu
in
e
ur
ct
tru
300 m
ls
ta
to
of
p
To
250 m
200 m
150 m
100 m
50 m
0
0 45 m 105 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Note.— High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground
level. If medium-intensity lighting is used, marking will also be required.
Figure A5-4. Medium-intensity dual obstacle lighting system, Type A/Type B
8/11/18 APP 5-4
Appendix 5 Annex 14 — Aerodromes
630 m
600 m
550 m
Medium-intensity obstacle light
Type C < 50 cd/m 2
Height of lights on structure in metres above ground level
Type A > 50 cd/m 2
500 m
Medium-intensity obstacle light
Type C < 50 cd/m 2
450 m
e
nc
na
400 m
rte
pu
ap
g
in
ud
350 m
cl
in
e
ur
ct
tru
300 m
ls
ta
to
of
p
To
250 m
200 m
150 m
100 m
50 m
0
0 45 m 105 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Note.— High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground
level. If medium-intensity lighting is used, marking will also be required.
Figure A5-5. Medium-intensity dual obstacle lighting system, Type A/Type C
APP 5-5 8/11/18
Annex 14 — Aerodromes Volume I
630 m
600 m
550 m
High-intensity obstacle light Type A
Height of lights on structure in metres above ground level
500 m
450 m
e
ur
ct
ru
400 m
st
n
ai
m
of
p
To
350 m
300 m
250 m
200 m
150 m
100 m
50 m
0
0 150 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Figure A5-6. High-intensity flashing-white obstacle lighting system, Type A
8/11/18 APP 5-6
Appendix 5 Annex 14 — Aerodromes
630 m
600 m
Medium-intensity obstacle light
Type B < 50 cd/m 2
Type A > 50 cd/m 2
550 m
High-intensity obstacle light Type A > 50 cd/m 2 and
Medium-intensity obstacle light Type B < 50 c d/m 2
Height of lights on structure in metres above ground level
500 m
Low-intensity obstacle light
Type B < 50 cd/m 2
450 m
e
ur
ct
ru
400 m
st
n
Antenna light appurtenance exceeding
ai
m
12 m above structure
of
p
To
350 m
300 m
250 m
200 m
150 m
100 m
50 m
0
0 150 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Figure A5-7. High-/medium-intensity dual obstacle lighting system, Type A/Type B
APP 5-7 8/11/18
Annex 14 — Aerodromes Volume I
630 m
600 m
Medium-intensity obstacle light
Type C < 50 cd/m 2
Type A > 50 cd/m 2
550 m
High-intensity obstacle light Type A > 50 cd/m 2 and
Medium-intensity obstacle light Type C < 50 c d/m 2
Height of lights on structure in metres above ground level
500 m
Medium-intensity obstacle light
Type C < 50 cd/m 2
450 m
e
ur
ct
ru
st
400 m
n
Antenna light appurtenance exceeding
ai
m
12 m above structure
of
p
To
350 m
300 m
250 m
200 m
150 m
100 m
50 m
0
0 150 m 210 m 315 m 420 m 525 m 630 m
Height of structure in metres above ground level
Figure A5-8. High-/medium-intensity dual obstacle lighting system, Type A/Type C
______________________
8/11/18 APP 5-8
ATTACHMENT A. GUIDANCE MATERIAL
SUPPLEMENTARY TO ANNEX 14, VOLUME I
1. Number, siting and orientation of runways
Siting and orientation of runways
1.1 Many factors should be taken into account in the determination of the siting and orientation of runways. Without
attempting to provide an exhaustive list of these factors nor an analysis of their effects, it appears useful to indicate those
which most frequently require study. These factors may be classified under four headings:
1.1.1 Type of operation. Attention should be paid in particular to whether the aerodrome is to be used in all
meteorological conditions or only in visual meteorological conditions, and whether it is intended for use by day and night, or
only by day.
1.1.2 Climatological conditions. A study of the wind distribution should be made to determine the usability factor. In
this regard, the following comments should be taken into account:
a) Wind statistics used for the calculation of the usability factor are normally available in ranges of speed and direction,
and the accuracy of the results obtained depends, to a large extent, on the assumed distribution of observations
within these ranges. In the absence of any sure information as to the true distribution, it is usual to assume a uniform
distribution since, in relation to the most favourable runway orientations, this generally results in a slightly
conservative usability factor.
b) The maximum mean crosswind components given in Chapter 3, 3.1.3, refer to normal circumstances. There are
some factors which may require that a reduction of those maximum values be taken into account at a particular
aerodrome. These include:
1) the wide variations which may exist, in handling characteristics and maximum permissible crosswind
components, among diverse types of aeroplanes (including future types) within each of the three groups given
in 3.1.3;
2) prevalence and nature of gusts;
3) prevalence and nature of turbulence;
4) the availability of a secondary runway;
5) the width of runways;
6) the runway surface conditions — water, snow and ice on the runway materially reduce the allowable crosswind
component; and
7) the strength of the wind associated with the limiting crosswind component.
A study should also be made of the occurrence of poor visibility and/or low cloud base. Account should be taken of their
frequency as well as the accompanying wind direction and speed.
ANNEX 14 — VOLUME I ATT A-1 8/11/18
Annex 14 — Aerodromes Volume I
1.1.3 Topography of the aerodrome site, its approaches, and surroundings, particularly:
a) compliance with the obstacle limitation surfaces;
b) current and future land use. The orientation and layout should be selected so as to protect as far as possible the
particularly sensitive areas such as residential, school and hospital zones from the discomfort caused by aircraft
noise. Detailed information on this topic is provided in the Airport Planning Manual (Doc 9184), Part 2, and in
Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829);
c) current and future runway lengths to be provided;
d) construction costs; and
e) possibility of installing suitable non-visual and visual aids for approach-to-land.
1.1.4 Air traffic in the vicinity of the aerodrome, particularly:
a) proximity of other aerodromes or ATS routes;
b) traffic density; and
c) air traffic control and missed approach procedures.
Number of runways in each direction
1.2 The number of runways to be provided in each direction depends on the number of aircraft movements to be
catered to.
2. Clearways and stopways
2.1 The decision to provide a stopway and/or a clearway as an alternative to an increased length of runway will depend
on the physical characteristics of the area beyond the runway end, and on the operating performance requirements of the
prospective aeroplanes. The runway, stopway and clearway lengths to be provided are determined by the aeroplane take-off
performance, but a check should also be made of the landing distance required by the aeroplanes using the runway to ensure
that adequate runway length is provided for landing. The length of a clearway, however, cannot exceed half the length of
take-off run available.
2.2 The aeroplane performance operating limitations require a length which is enough to ensure that the aeroplane can,
after starting a take-off, either be brought safely to a stop or complete the take-off safely. For the purpose of discussion it is
supposed that the runway, stopway and clearway lengths provided at the aerodrome are only just adequate for the aeroplane
requiring the longest take-off and accelerate-stop distances, taking into account its take-off mass, runway characteristics and
ambient atmospheric conditions. Under these circumstances there is, for each take-off, a speed, called the decision speed;
below this speed, the take-off must be abandoned if an engine fails, while above it the take-off must be completed. A very
long take-off run and take-off distance would be required to complete a take-off when an engine fails before the decision
speed is reached, because of the insufficient speed and the reduced power available. There would be no difficulty in stopping
in the remaining accelerate-stop distance available provided action is taken immediately. In these circumstances the correct
course of action would be to abandon the take-off.
2.3 On the other hand, if an engine fails after the decision speed is reached, the aeroplane will have sufficient speed
and power available to complete the take-off safely in the remaining take-off distance available. However, because of the
high speed, there would be difficulty in stopping the aeroplane in the remaining accelerate-stop distance available.
8/11/18 ATT A-2
Attachment A Annex 14 — Aerodromes
2.4 The decision speed is not a fixed speed for any aeroplane, but can be selected by the pilot within limits to suit the
accelerate-stop and take-off distance available, aeroplane take-off mass, runway characteristics and ambient atmospheric
conditions at the aerodrome. Normally, a higher decision speed is selected as the accelerate-stop distance available increases.
2.5 A variety of combinations of accelerate-stop distances required and take-off distances required can be obtained to
accommodate a particular aeroplane, taking into account the aeroplane take-off mass, runway characteristics, and ambient
atmospheric conditions. Each combination requires its particular length of take-off run.
2.6 The most familiar case is where the decision speed is such that the take-off distance required is equal to the
accelerate-stop distance required; this value is known as the balanced field length. Where stopway and clearway are not
provided, these distances are both equal to the runway length. However, if landing distance is for the moment ignored,
runway is not essential for the whole of the balanced field length, as the take-off run required is, of course, less than the
balanced field length. The balanced field length can, therefore, be provided by a runway supplemented by an equal length of
clearway and stopway, instead of wholly as a runway. If the runway is used for take-off in both directions, an equal length of
clearway and stopway has to be provided at each runway end. The saving in runway length is, therefore, bought at the cost of
a greater overall length.
2.7 In case economic considerations preclude the provision of stopway and, as a result, only runway and clearway are
to be provided, the runway length (neglecting landing requirements) should be equal to the accelerate-stop distance required
or the take-off run required, whichever is the greater. The take-off distance available will be the length of the runway plus the
length of clearway.
2.8 The minimum runway length and the maximum stopway or clearway length to be provided may be determined as
follows, from the data in the aeroplane flight manual for the aeroplane considered to be critical from the viewpoint of runway
length requirements:
a) if a stopway is economically possible, the lengths to be provided are those for the balanced field length. The runway
length is the take-off run required or the landing distance required, whichever is the greater. If the accelerate-stop
distance required is greater than the runway length so determined, the excess may be provided as stopway, usually at
each end of the runway. In addition, a clearway of the same length as the stopway must also be provided;
b) if a stopway is not to be provided, the runway length is the landing distance required, or if it is greater, the
accelerate-stop distance required, which corresponds to the lowest practical value of the decision speed. The excess
of the take-off distance required over the runway length may be provided as clearway, usually at each end of the
runway.
2.9 In addition to the above consideration, the concept of clearways in certain circumstances can be applied to a
situation where the take-off distance required for all engines operating exceeds that required for the engine failure case.
2.10 The economy of a stopway can be entirely lost if, after each usage, it must be regraded and compacted. Therefore,
it should be designed to withstand at least a certain number of loadings of the aeroplane which the stopway is intended to
serve without inducing structural damage to the aeroplane.
3. Calculation of declared distances
3.1 The declared distances to be calculated for each runway direction comprise: the take-off run available (TORA),
take-off distance available (TODA), accelerate-stop distance available (ASDA), and landing distance available (LDA).
3.2 Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity of the
runway, the four declared distances should normally be equal to the length of the runway, as shown in Figure A-1 (A).
ATT A-3 8/11/18
Annex 14 — Aerodromes Volume I
3.3 Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway, as shown
in Figure A-1 (B).
3.4 Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway, as shown
in Figure A-1 (C).
3.5 Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced,
as shown in Figure A-1 (D). A displaced threshold affects only the LDA for approaches made to that threshold; all declared
distances for operations in the reciprocal direction are unaffected.
3.6 Figures A-1 (B) through A-1 (D) illustrate a runway provided with a clearway or a stopway or having a displaced
threshold. Where more than one of these features exist, then more than one of the declared distances will be modified — but
the modification will follow the same principle illustrated. An example showing a situation where all these features exist is
shown in Figure A-1 (E).
3.7 A suggested format for providing information on declared distances is given in Figure A-1 (F). If a runway
direction cannot be used for take-off or landing, or both, because it is operationally forbidden, then this should be declared
and the words “not usable” or the abbreviation “NU” entered.
4. Slopes on a runway
4.1 Distance between slope changes
The following example illustrates how the distance between slope changes is to be determined (see Figure A-2):
D for a runway where the code number is 3 should be at least:
15 000 (|x – y| + |y – z|) m
|x – y| being the absolute numerical value of x – y
|y – z| being the absolute numerical value of y – z
Assuming x = +0.01
Assuming y = –0.005
Assuming z = +0.005
then |x – y| = 0.015
then |y – z| = 0.01
To comply with the specifications, D should be not less than:
that is, 15 000 (0.015 + 0.01) m,
that is, 15 000 × 0.025 = 375 m
4.2 Consideration of longitudinal and transverse slopes
When a runway is planned that will combine the extreme values for the slopes and changes in slope permitted under
Chapter 3, 3.1.13 to 3.1.19, a study should be made to ensure that the resulting surface profile will not hamper the operation
of aeroplanes.
8/11/18 ATT A-4
Attachment A Annex 14 — Aerodromes
A D
TORA LDA
TODA
ASDA TORA
LDA TODA
ASDA
B CWY E SWY CWY
TORA LDA
ASDA
LDA TORA
TODA
ASDA
TODA
C SWY
TORA
TODA
LDA
ASDA
Note.— All declared distances are illustrated for operations from left to right.
Displacement
Displacement
threshold
extremity
Runway
Threshold
Clearway 150 Clearway
350 m m 1 850 m 580 m
Stopway 300 m
RUNWAY
60
27
Stopway
Threshold
Threshold
1 800 m
RUNWAY
35
17
F RUNWAY TORA ASDA TODA LDA
m m m m
09 2 000 2 300 2 580 1 850
27 2 000 2 350 2 350 2 000
17 NU NU NU 1 800
35 1 800 1 800 1 800 NU
Figure A-1. Illustration of declared distances
ATT A-5 8/11/18
Annex 14 — Aerodromes Volume I
Po in t of
in te rs ec tio n
e
pe
y Sl op e z S lop
x S lo
Point of
D intersection
Figure A-2. Profile on centre line of runway
4.3 Radio altimeter operating area
In order to accommodate aeroplanes making auto-coupled approaches and automatic landings (irrespective of weather
conditions) it is desirable that slope changes be avoided or kept to a minimum, on a rectangular area at least 300 m long
before the threshold of a precision approach runway. The area should be symmetrical about the extended centre line, 120 m
wide. When special circumstances so warrant, the width may be reduced to no less than 60 m if an aeronautical study
indicates that such reduction would not affect the safety of operations of aircraft. This is desirable because these aeroplanes
are equipped with a radio altimeter for final height and flare guidance, and when the aeroplane is above the terrain
immediately prior to the threshold, the radio altimeter will begin to provide information to the automatic pilot for auto-flare.
Where slope changes cannot be avoided, the rate of change between two consecutive slopes should not exceed 2 per cent per
30 m.
5. Runway surface evenness
5.1 In adopting tolerances for runway surface irregularities, the following standard of construction is achievable for
short distances of 3 m and conforms to good engineering practice:
Except across the crown of a camber or across drainage channels, the finished surface of the wearing course is to be
of such regularity that, when tested with a 3 m straight-edge placed anywhere in any direction on the surface, there
is no deviation greater than 3 mm between the bottom of the straight-edge and the surface of the pavement anywhere
along the straight-edge.
5.2 Caution should also be exercised when inserting runway lights or drainage grilles in runway surfaces to ensure that
adequate smoothness of the surface is maintained.
5.3 The operation of aircraft and differential settlement of surface foundations will eventually lead to increases in
surface irregularities. Small deviations in the above tolerances will not seriously hamper aircraft operations. In general,
isolated irregularities of the order of 2.5 cm to 3 cm over a 45 m distance are acceptable, as shown in Figure A-3. Although
maximum acceptable deviations vary with the type and speed of an aircraft, the limits of acceptable surface irregularities can
be estimated to a reasonable extent. The following table describes acceptable, tolerable and excessive limits:
a) if the surface irregularities exceed the heights defined by the acceptable limit curve but are less than the heights
defined by the tolerable limit curve, at the specified minimum acceptable length, herein noted by the tolerable
region, then maintenance action should be planned. The runway may remain in service. This region is the start of
possible passenger and pilot discomfort;
8/11/18 ATT A-6
Attachment A Annex 14 — Aerodromes
b) if the surface irregularities exceed the heights defined by the tolerable limit curve, but are less than the heights
defined by the excessive limit curve, at the specified minimum acceptable length, herein noted by the excessive
region, then maintenance corrective action is mandatory to restore the condition to the acceptable region. The
runway may remain in service but be repaired within a reasonable period. This region could lead to the risk of
possible aircraft structural damage due to a single event or fatigue failure over time; and
c) if the surface irregularities exceed the heights defined by the excessive limit curve, at the specified minimum
acceptable length, herein noted by the unacceptable region, then the area of the runway where the roughness has
been identified warrants closure. Repairs must be made to restore the condition to within the acceptable limit
region and the aircraft operators may be advised accordingly. This region runs the extreme risk of a structural
failure and must be addressed immediately.
Length of irregularity (m)
Surface irregularity 3 6 9 12 15 20 30 45 60
Acceptable surface irregularity
height (cm) 2.9 3.8 4.5 5 5.4 5.9 6.5 8.5 10
Tolerable surface irregularity
height (cm) 3.9 5.5 6.8 7.8 8.6 9.6 11 13.6 16
Excessive surface irregularity
height (cm) 5.8 7.6 9.1 10 10.8 11.9 13.9 17 20
Note that “surface irregularity” is defined herein to mean isolated surface elevation deviations that do not lie along a uniform
slope through any given section of a runway. For the purposes of this concern, a “section of a runway” is defined herein to
mean a segment of a runway throughout which a continuing general uphill, downhill or flat slope is prevalent. The length of
this section is generally between 30 and 60 metres, and can be greater, depending on the longitudinal profile and the
condition of the pavement.
The maximum tolerable step type bump, such as that which could exist between adjacent slabs, is simply the bump height
corresponding to zero bump length at the upper end of the tolerable region of the roughness criteria of Figure A-3. The bump
height at this location is 1.75 cm.
5.4 Figure A-3 illustrates a comparison of the surface roughness criteria with those developed by the United States
Federal Aviation Administration. Further guidance regarding temporary slopes for overlay works on operational runways can
be found in the Aerodrome Design Manual, Part 3 — Pavements (Doc 9157).
5.5 Deformation of the runway with time may also increase the possibility of the formation of water pools. Pools as
shallow as approximately 3 mm in depth, particularly if they are located where they are likely to be encountered at high speed
by landing aeroplanes, can induce aquaplaning, which can then be sustained on a wet runway by a much shallower depth of
water. Improved guidance regarding the significant length and depth of pools relative to aquaplaning is the subject of further
research. It is, of course, especially necessary to prevent pools from forming whenever there is a possibility that they might
become frozen.
ATT A-7 8/11/18
Annex 14 — Aerodromes Volume I
Bump height H, cm
25
RUNWAY ROUGHNESS CRITERIA
L L
L
H H H
Excessive limit curve
20
Unacceptable Region
Tolerable limit curve
15
Excessive Region
Tolerable Region Acceptable limit curve
10
ICAO slope change limit
(1.5% between consecutive
slopes)
Acceptable Region
5 ICAO standard of ICAO tolerable limi t
construction (30 mm per 22.5 m)
(3 mm per 1.5 m)
FAA new construction
smoothness criteria
(6 mm per 2.5 m)
0
0 10 20 30 40 50 60
Bump length L, metres
Figure A-3. Comparison of roughness criteria
Note.— These criteria address single event roughness, not long wavelength harmonic effects
nor the effect of repetitive surface undulations.
6. Assessing the surface friction characteristics of snow-,
slush-, ice- and frost-covered paved surfaces
Applicable until 4 November 2020
6.1 There is an operational need for reliable and uniform information concerning the surface condition of contaminated
runways. Contaminant type, distribution and for loose contaminants, depth are assessed for each third of the runway. An
indication of surface friction characteristics is helpful in conducting runway condition assessment. It can be obtained by
friction measuring devices; however, there is no international consensus on the ability to correlate the results obtained by
such equipment directly with aircraft performance. However, for contaminants such as slush, wet snow and wet ice,
contaminant drag on the equipment’s measuring wheel, amongst other factors, may cause readings obtained in these
conditions to be unreliable.
8/11/18 ATT A-8
Attachment A Annex 14 — Aerodromes
6.2 Any friction measuring device intended predict aircraft braking performance according to an agreed local or
national procedure should be shown to correlate such performance in a manner acceptable to the State. Information on the
practice of one State providing correlation directly with aircraft braking performance can be found in Appendix A of
Assessment, Measurement and Reporting of Runway Surface Conditions (ICAO Cir 329).
6.3 The friction conditions of a runway can be assessed in descriptive terms of “estimated surface friction”. The
estimated surface friction is categorized as good, medium to good, medium, medium to poor, and poor, and promulgated in
PANS-AIM (Doc 10066), Appendix 4, “SNOWTAM format” as well as in PANS-ATM, Chapter 12, 12.3, “ATC
phraseologies”.
6.4 The table below with associated descriptive terms was developed from friction data collected only in compacted
snow and ice and should not therefore be taken to be absolute values applicable in all conditions. If the surface is affected by
snow or ice and the estimated surface friction is reported as “good”, pilots should not expect to find conditions as good as on
a clean dry runway (where the available friction may well be greater than that needed in any case). The value “good” is a
comparative value and is intended to mean that aeroplanes should not experience directional control or braking difficulties,
especially when landing. The figures in the “Measured Coefficient μ” column are given as an indication. At each aerodrome a
specific table can be developed according to the measuring device used on the aerodrome and according to the standard and
correlation criteria set or agreed by the State. The μ values given will be specific to each friction measuring device as well as
to the surface being measured and the speed employed.
Estimated surface
Measured coefficient μ friction 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
6.5 Relating braking action to friction measurements has been elusive over the years. The main reason is that the
industry to date has not achieved the ability to control the total uncertainty associated with the readings from these devices.
Consequently, readings from a friction measuring device should be used only as part of an overall runway condition
assessment. A major difference between the decelerometer type of devices and the other types is that when using the
decelerometer type the operator is an integrated part of the measuring process. In addition to carrying out the measurement,
the operator can feel the behaviour of the vehicle where the decelerometer is installed and by that feel the deceleration
process. This gives additional information in the total assessment process.
6.6 It has been found necessary to provide assessed surface condition information, including estimated surface friction,
for each third of a runway. The thirds are called A, B and C. For the purpose of reporting information to aeronautical service
units, section A is always the section associated with the lower runway designation number. When giving landing
information to a pilot before landing, the sections are however referred to as first, second or third part of the runway. The first
part always means the first third of the runway as seen in the direction of landing. Assessments are made along two lines
parallel to the runway, i.e. along a line on each side of the centre line approximately 3 m, or that distance from the centre line
at which most operations take place. The objective of the assessment is to determine the type, depth and coverage of the
contaminants and their effect on estimated surface friction, given the prevailing weather conditions for sections A, B and C.
In cases where a continuous friction measuring device is used, the mean values are obtained from the friction values recorded
for each section. In cases where a spot measuring friction measuring device is used as part of the total assessment of
estimated surface friction, each third of the runway should have a minimum of three tests carried out on it where achievable.
Information collected and assessed on the state of pavement surface is disseminated using forms prepared by the State for
SNOWTAM and NOTAM (see the Airport Services Manual (Doc 9137) Part 2).
ATT A-9 8/11/18
Annex 14 — Aerodromes Volume I
6.7 The Airport Services Manual (Doc 9137), Part 2 provides guidance on the uniform use of test equipment and other
information on removal of surface contamination and improvement of friction conditions.
6. Runway condition report for reporting runway surface condition
Applicable 5 November 2020
6.1 On a global level, movement areas are exposed to a multitude of climatic conditions and consequently a significant
difference in the condition to be reported. The runway condition report (RCR) describes a basic methodology applicable for
all these climatic variations and is structured in such a way that States can adjust them to the climatic conditions applicable
for that State or region.
6.2 The concept of the RCR is premised on:
a) an agreed set of criteria used in a consistent manner for runway surface condition assessment, aeroplane
(performance) certification and operational performance calculation;
b) a unique runway condition code (RWYCC) linking the agreed set of criteria with the aircraft landing and take-
off performance table, and related to the braking action experienced and eventually reported by flight crews;
c) reporting of contaminant type and depth that is relevant to take-off performance;
d) a standardized common terminology and phraseology for the description of runway surface conditions that can
be used by aerodrome operator inspection personnel, air traffic controllers, aircraft operators and flight crew;
and
e) globally-harmonized procedures for the establishment of the RWYCC with a built-in flexibility to allow for
local variations to match the specific weather, infrastructure and other particular conditions.
6.3 These harmonized procedures are reflected in a runway condition assessment matrix (RCAM) which correlates the
RWYCC, the agreed set of criteria and the aircraft braking action which the flight crew should expect for each value of the
RWYCC.
6.4 Procedures which relate to the use of the RCAM are provided in the PANS-Aerodromes (Doc 9981).
6.5 It is recognized that information provided by the aerodrome’s personnel assessing and reporting runway surface
condition is crucial to the effectiveness of the runway condition report. A misreported runway condition alone should not
lead to an accident or incident. Operational margins should cover for a reasonable error in the assessment, including
unreported changes in the runway condition. But a misreported runway condition can mean that the margins are no longer
available to cover for other operational variance (such as unexpected tailwind, high and fast approach above threshold or long
flare).
6.6 This is further amplified by the need for providing the assessed information in the proper format for dissemination,
which requires insight into the limitations set by the syntax for dissemination. This in turn restricts the wording of plain text
remarks that can be provided.
6.7 It is important to follow standard procedures when providing assessed information on the runway surface
conditions to ensure that safety is not compromised when aeroplanes use wet or contaminated runways. Personnel should be
trained in the relevant fields of competence and their competence verified in a manner required by the State to ensure
confidence in their assessments.
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Attachment A Annex 14 — Aerodromes
6.8 The training syllabus may include initial and periodic recurrent training in the following areas:
a) aerodrome familiarization, including aerodrome markings, signs and lighting;
b) aerodrome procedures as described in the aerodrome manual;
c) aerodrome emergency plan;
d) Notice to Airmen (NOTAM) initiation procedures;
e) completion of/initiation procedures for RCR;
f) aerodrome driving rules;
g) air traffic control procedures on the movement area;
h) radiotelephone operating procedures;
i) phraseology used in aerodrome control, including the ICAO spelling alphabet;
j) aerodrome inspection procedures and techniques;
k) type of runway contaminants and reporting;
l) assessment and reporting of runway surface friction characteristics;
m) use of runway friction measurement device;
n) calibration and maintenance of runway friction measurement device;
o) awareness of uncertainties related to l) and m); and
p) low visibility procedures.
7. Determination of surface friction characteristics
for construction and maintenance purposes
Applicable until 4 November 2020
Note.— The guidance in this section involves the functional measurement of friction-related aspects related to runway
construction and maintenance. Excluded from this section is the operational, as opposed to functional, measurement of
friction for contaminated runways. However, the devices used for functional measurement could also be used for operational
measurement, but in the latter case, the figures given in Airport Services Manual (Doc 9137), Part 2, Table 3-1 are not
relevant.
7.1 The surface friction characteristics of a paved runway should be:
a) assessed to verify the surface friction characteristics of new or resurfaced paved runways (Chapter 3, 3.1.25); and
b) assessed periodically in order to determine the slipperiness of paved runways (Chapter 10, 10.2.4).
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7.2 The condition of a runway pavement is generally assessed under dry conditions using a self-wetting continuous
friction measuring device. Evaluation tests of runway surface friction characteristics are made on clean surfaces of the
runway when first constructed or after resurfacing.
7.3 Friction tests of existing surface conditions are taken periodically in order to avoid falling below the minimum
friction level specified by the State. When the friction of any portion of a runway is found to be below this value, then such
information is promulgated in a NOTAM specifying which portion of the runway is below the minimum friction level and its
location on the runway. A corrective maintenance action must be initiated without delay. Friction measurements are taken at
time intervals that will ensure the identification of runways in need of maintenance or of special surface treatment before
their condition becomes serious. The time intervals and mean frequency of measurements depend on factors such as: aircraft
type and frequency of usage, climatic conditions, pavement type, and pavement service and maintenance requirements.
7.4 Friction measurements of existing, new or resurfaced runways are made with a continuous friction measuring
device provided with a smooth tread tire. The device should use self-wetting features to allow measurements of the surface
friction characteristics to be made at a water depth of 1 mm.
7.5 When it is suspected that the surface friction characteristics of a runway may be reduced because of poor drainage,
owing to inadequate slopes or depressions, then an additional measurement is made, but this time under natural conditions
representative of a local rain. This measurement differs from the previous one in that water depths in the poorly cleared areas
are normally greater in a local rain condition. The measurement results are thus more apt to identify problem areas having
low friction values that could induce aquaplaning than the previous test. If circumstances do not permit measurements to be
conducted during natural conditions representative of a rain, then this condition may be simulated. (See section 8.)
7.6 When conducting friction tests using a self-wetting continuous friction measuring device, it is important to note
that, unlike compacted snow and ice conditions, in which there is very limited variation of the friction coefficient with speed,
a wet runway produces a drop in friction with an increase in speed. However, as the speed increases, the rate at which the
friction is reduced becomes less. Among the factors affecting the friction coefficient between the tire and the runway surface,
texture is particularly important. If the runway has a good macro-texture allowing the water to escape beneath the tire, then
the friction value will be less affected by speed. Conversely, a low macro-texture surface will produce a larger drop in
friction with increase in speed.
7.7 Annex 14, Volume I, requires States to specify a minimum friction level below which corrective maintenance
action should be taken. As criteria for surface friction characteristics of new or resurfaced runway surfaces and its
maintenance planning, the State can establish a maintenance planning level below which appropriate corrective maintenance
action should be initiated to improve the friction. The Airport Services Manual (Doc 9137), Part 2, provides guidance on
establishing maintenance planning and minimum friction levels for runway surfaces in use.
8. Drainage characteristics of the movement area
and adjacent areas
8.1 General
8.1.1 Rapid drainage of surface water is a primary safety consideration in the design, construction and maintenance of
the movement area and adjacent areas. The objective is to minimize water depth on the surface by draining water off the
runway in the shortest path possible and particularly out of the area of the wheel path. There are two distinct drainage
processes taking place:
a) natural drainage of the surface water from the top of the pavement surface until it reaches the final recipient such as
rivers or other water bodies; and
8/11/18 ATT A-12
Attachment A Annex 14 — Aerodromes
b) dynamic drainage of the surface water trapped under a moving tire until it reaches outside the tire-to-ground contact
area.
8.1.2 Both processes can be controlled through:
a) design;
b) construction; and
c) maintenance.
of the pavements in order to prevent accumulation of water on the pavement surface.
8.2 Design of pavement
8.2.1 Surface drainage is a basic requirement and serves to minimize water depth on the surface. The objective is to
drain water off the runway in the shortest path. Adequate surface drainage is provided primarily by an appropriately sloped
surface (in both the longitudinal and transverse directions). The resulting combined longitudinal and transverse slope is the
path for the drainage run-off. This path can be shortened by adding transverse grooves.
8.2.2 Dynamic drainage is achieved through built-in texture in the pavement surface. The rolling tire builds up water
pressure and squeezes the water out the escape channels provided by the texture. The dynamic drainage of the tire-to-ground
contact area may be improved by adding transverse grooves provided that they are subject to rigorous maintenance.
8.3 Construction of pavement
8.3.1 Through construction, the drainage characteristics of the surface are built into the pavement. These surface
characteristics are:
a) slopes;
b) texture:
1) microtexture;
2) macrotexture;
8.3.2 Slopes for the various parts of the movement area and adjacent parts are described in Chapter 3 and figures are
given as per cent. Further guidance is given in the Aerodrome Design Manual (Doc 9157), Part 1, Chapter 5.
8.3.3 Texture in the literature is described as microtexture or macrotexture. These terms are understood differently in
various parts of the aviation industry.
8.3.4 Microtexture is the texture of the individual stones and is hardly detectable by the eye. Microtexture is considered
a primary component in skid resistance at slow speeds. On a wet surface at higher speeds a water film may prevent direct
contact between the surface asperities and the tire due to insufficient drainage from the tire-to-ground contact area.
8.3.5 Microtexture is a built-in quality of the pavement surface. By specifying crushed material that will withstand
polishing microtexture, drainage of thin waterfilms are ensured for a longer period of time. Resistance against polishing is
expressed in terms of the Polished Stone Values (PSV) which is in principle a value obtained from a friction measurement in
accordance with international standards. These standards define the PSV minima that will enable a material with a good
microtexture to be selected.
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8.3.6 A major problem with microtexture is that it can change within short time periods without being easily detected.
A typical example of this is the accumulation of rubber deposits in the touchdown area which will largely mask microtexture
without necessarily reducing macrotexture.
8.3.7 Macrotexture is the texture among the individual stones. This scale of texture may be judged approximately by
the eye. Macrotexture is primarily created by the size of aggregate used or by surface treatment of the pavement and is the
major factor influencing drainage capacity at high speeds. Materials shall be selected so as to achieve good macrotexture.
8.3.8 The primary purpose of grooving a runway surface is to enhance surface drainage. Natural drainage can be
slowed down by surface texture, but grooving can speed up the drainage by providing a shorter drainage path and increasing
the drainage rate.
8.3.9 For measurement of macrotexture, simple methods such as the “sand and grease patch” methods described in the
Airport Services Manual (Doc 9137), Part 2 were developed. These methods were used for the early research on which
current airworthiness requirements are based, which refer to a classification categorizing macrotexture from A to E. This
classification was developed, using sand or grease patch measuring techniques, and issued in 1971 by the Engineering
Sciences Data Unit (ESDU).
Runway classification based on texture information from ESDU 71026:
Classification Texture depths (mm)
A 0.10 – 0.14
B 0.15 – 0.24
C 0.25 – 0.50
D 0.51 – 1.00
E 1.01 – 2.54
8.3.10 Using this classification, the threshold value between microtexture and macrotexture is 0.1 mm mean texture
depth (MTD). Related to this scale, the normal wet runway aircraft performance is based upon texture giving drainage and
friction qualities midway between classification B and C (0.25 mm). Improved drainage through better texture might qualify
for a better aircraft performance class. However such credit must be in accordance with aeroplane manufacturers’
documentation and agreed by the State. Presently credit is given to grooved or porous friction course runways following
design, construction and maintenance criteria acceptable to the State. The harmonized certification standards of some States
refer to texture giving drainage and friction qualities midway between classification D and E (1.0 mm).
8.3.11 For construction, design and maintenance, States use various international standards. Currently ISO 13473-1:
Characterization of pavement texture by use of surface profiles — Part 1: Determination of Mean Profile Depth links the
volumetric measuring technique with non-contact profile measuring techniques giving comparable texture values. These
standards describe the threshold value between microtexture and macrotexture as 0.5 mm. The volumetric method has a
validity range from 0.25 to 5 mm MTD. The profilometry method has a validity range from 0 to 5 mm mean profile depth
(MPD). The values of MPD and MTD differ due to the finite size of the glass spheres used in the volumetric technique and
because the MPD is derived from a two-dimensional profile rather than a three-dimensional surface. Therefore a
transformation equation must be established for the measuring equipment used to relate MPD to MTD.
8.3.12 The ESDU scale groups runway surfaces based on macrotexture from A through E, where E represents the
surface with best dynamic drainage capacity. The ESDU scale thus reflects the dynamic drainage characteristics of the
pavement. Grooving any of these surfaces enhances the dynamic drainage capacity. The resulting drainage capacity of the
surface is thus a function of the texture (A through E) and grooving. The contribution from grooving is a function of the size
of the grooves and the spacing between the grooves. Aerodromes exposed to heavy or torrential rainfall must ensure that the
pavement and adjacent areas have drainage capability to withstand these rainfalls or put limitations on the use of the
pavements under such extreme situations. These airports should seek to have the maximum allowable slopes and the use of
8/11/18 ATT A-14
Attachment A Annex 14 — Aerodromes
aggregates providing good drainage characteristics. They should also consider grooved pavements in the E classification to
ensure that safety is not impaired.
8.4 Maintenance of drainage characteristics of pavement
8.4.1 Macrotexture does not change within a short timespan but accumulation of rubber can fill up the texture and as
such reduce the drainage capacity, which can result in impaired safety. Furthermore the runway structure may change over
time and give unevenness which results in ponding after rainfall. Guidance on rubber removal and unevenness can be found
in the Airport Services Manual (Doc 9137), Part 2. Guidance on methods for improving surface texture can be found in the
Aerodrome Design Manual (Doc 9157), Part 3.
8.4.2 When groovings are used, the condition of the grooves should be regularly inspected to ensure that no
deterioration has occurred and that the grooves are in good condition. Guidance on maintenance of pavements is available in
the Airport Services Manual (Doc 9137), Part 2 — Pavement Surface Conditions and Part 9 — Airport Maintenance
Practices and the Aerodrome Design Manual (Doc 9157), Part 2.
8.4.3 The pavement may be shot blasted in order to enhance the pavement macrotexture.
9. Strips
9.1 Shoulders
9.1.1 The shoulder of a runway or stopway should be prepared or constructed so as to minimize any hazard to an
aeroplane running off the runway or stopway. Some guidance is given in the following paragraphs on certain special
problems which may arise, and on the further question of measures to avoid the ingestion of loose stones or other objects by
turbine engines.
9.1.2 In some cases, the bearing strength of the natural ground in the strip may be sufficient, without special
preparation, to meet the requirements for shoulders. Where special preparation is necessary, the method used will depend on
local soil conditions and the mass of the aeroplanes the runway is intended to serve. Soil tests will help in determining the
best method of improvement (e.g. drainage, stabilization, surfacing, light paving).
9.1.3 Attention should also be paid when designing shoulders to prevent the ingestion of stones or other objects by
turbine engines. Similar considerations apply here to those which are discussed for the margins of taxiways in the Aerodrome
Design Manual (Doc 9157), Part 2, both as to the special measures which may be necessary and as to the distance over which
such special measures, if required, should be taken.
9.1.4 Where shoulders have been treated specially, either to provide the required bearing strength or to prevent the
presence of stones or debris, difficulties may arise because of a lack of visual contrast between the runway surface and that of
the adjacent strip. This difficulty can be overcome either by providing a good visual contrast in the surfacing of the runway or
strip, or by providing a runway side stripe marking.
9.2 Objects on strips
Within the general area of the strip adjacent to the runway, measures should be taken to prevent an aeroplane’s wheel, when
sinking into the ground, from striking a hard vertical face. Special problems may arise for runway light fittings or other
objects mounted in the strip or at the intersection with a taxiway or another runway. In the case of construction, such as
runways or taxiways, where the surface must also be flush with the strip surface, a vertical face can be eliminated by
chamfering from the top of the construction to not less than 30 cm below the strip surface level. Other objects, the functions
of which do not require them to be at surface level, should be buried to a depth of not less than 30 cm.
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9.3 Grading of a strip for precision approach runways
Chapter 3, 3.4.8, recommends that the portion of a strip of an instrument runway within at least 75 m from the centre line
should be graded where the code number is 3 or 4. For a precision approach runway, it may be desirable to adopt a greater
width where the code number is 3 or 4. Figure A-4 shows the shape and dimensions of a wider strip that may be considered
for such a runway. This strip has been designed using information on aircraft running off runways. The portion to be graded
extends to a distance of 105 m from the centre line, except that the distance is gradually reduced to 75 m from the centre line
at both ends of the strip, for a length of 150 m from the runway end.
300 m 300 m
150 m 150 m
Runway
75 m 75 m
105 m 105 m
Figure A-4. Graded portion of a strip including a precision approach runway
where the code number is 3 or 4
10. Runway end safety areas
10.1 Where a runway end safety area is provided in accordance with Chapter 3, consideration should be given to
providing an area long enough to contain overruns and undershoots resulting from a reasonably probable combination of
adverse operational factors. On a precision approach runway, the ILS localizer is normally the first upstanding obstacle, and
the runway end safety area should extend up to this facility. In other circumstances, the first upstanding obstacle may be a
road, a railroad or other constructed or natural feature. The provision of a runway end safety area should take such obstacles
into consideration.
10.2 Where provision of a runway end safety area would be particularly prohibitive to implement, consideration would
have to be given to reducing some of the declared distances of the runway for the provision of a runway end safety area and
installation of an arresting system.
10.3 Research programmes, as well as evaluation of actual aircraft overruns into arresting systems, have demonstrated
that the performance of some arresting systems can be predictable and effective in arresting aircraft overruns.
10.4 Demonstrated performance of an arresting system can be achieved by a validated design method, which can
predict the performance of the system. The design and performance should be based on the type of aircraft anticipated to use
the associated runway that imposes the greatest demand upon the arresting system.
10.5 The design of an arresting system must consider multiple aircraft parameters, including but not limited to,
allowable aircraft gear loads, gear configuration, tire contact pressure, aircraft centre of gravity and aircraft speed.
Accommodating undershoots must also be addressed. Additionally, the design must allow the safe operation of fully loaded
rescue and firefighting vehicles, including their ingress and egress.
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Attachment A Annex 14 — Aerodromes
10.6 The information relating to the provision of a runway end safety area and the presence of an arresting system
should be published in the AIP.
10.7 Additional information is contained in the Aerodrome Design Manual (Doc 9157), Part 1.
240 m 240 m
(Recommended) (Recommended)
90 m Runway strip 90 m
Twice the Twice the
runway width Runway runway width
60 m
Runway strip 60 m
Figure A-5. Runway end safety area for a runway where the code number is 3 or 4
11. Location of threshold
11.1 General
11.1.1 The threshold is normally located at the extremity of a runway, if there are no obstacles penetrating above the
approach surface. In some cases, however, due to local conditions it may be desirable to displace the threshold permanently
(see below). When studying the location of a threshold, consideration should also be given to the height of the ILS reference
datum and/or MLS approach reference datum and the determination of the obstacle clearance limits. (Specifications
concerning the height of the ILS reference datum and MLS approach reference datum are given in Annex 10, Volume I.)
11.1.2 In determining that no obstacles penetrate above the approach surface, account should be taken of mobile
objects (vehicles on roads, trains, etc.) at least within that portion of the approach area within 1 200 m longitudinally from the
threshold and of an overall width of not less than 150 m.
11.2 Displaced threshold
11.2.1 If an object extends above the approach surface and the object cannot be removed, consideration should be
given to displacing the threshold permanently.
11.2.2 To meet the obstacle limitation objectives of Chapter 4, the threshold should ideally be displaced down the
runway for the distance necessary to provide that the approach surface is cleared of obstacles.
11.2.3 However, displacement of the threshold from the runway extremity will inevitably cause reduction of the
landing distance available, and this may be of greater operational significance than penetration of the approach surface by
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marked and lighted obstacles. A decision to displace the threshold, and the extent of such displacement, should therefore
have regard to an optimum balance between the considerations of clear approach surfaces and adequate landing distance. In
deciding this question, account will need to be taken of the types of aeroplanes which the runway is intended to serve, the
limiting visibility and cloud base conditions under which the runway will be used, the position of the obstacles in relation to
the threshold and extended centre line and, in the case of a precision approach runway, the significance of the obstacles to the
determination of the obstacle clearance limit.
11.2.4 Notwithstanding the consideration of landing distance available, the selected position for the threshold should
not be such that the obstacle free surface to the threshold is steeper than 3.3 per cent where the code number is 4 or steeper
than 5 per cent where the code number is 3.
11.2.5 In the event of a threshold being located according to the criteria for obstacle free surfaces in the preceding
paragraph, the obstacle marking requirements of Chapter 6 should continue to be met in relation to the displaced threshold.
11.2.6 Depending on the length of the displacement, the RVR at the threshold could differ from that at the beginning of
the runway for take-offs. The use of red runway edge lights with photometric intensities lower than the nominal value of
10 000 cd for white lights increases that phenomenon. The impact of a displaced threshold on take-off minima should be
assessed by the appropriate authority.
11.2.7 Provisions in Annex 14, Volume I, regarding marking and lighting of displaced thresholds and some operational
recommendations can be found in 5.2.4.9, 5.2.4.10, 5.3.5.5, 5.3.8.1, 5.3.9.7, 5.3.10.3, 5.3.10.7 and 5.3.12.6.
12. Approach lighting systems
12.1 Types and characteristics
12.1.1 The specifications in this volume provide for the basic characteristics for simple and precision approach lighting
systems. For certain aspects of these systems, some latitude is permitted, for example, in the spacing between centre line
lights and crossbars. The approach lighting patterns that have been generally adopted are shown in Figures A-7 and A-8. A
diagram of the inner 300 m of the precision approach category II and III lighting system is shown in Figure 5-14.
12.1.2 The approach lighting configuration is to be provided irrespective of the location of the threshold, i.e. whether
the threshold is at the extremity of the runway or displaced from the runway extremity. In both cases, the approach lighting
system should extend up to the threshold. However, in the case of a displaced threshold, inset lights are used from the runway
extremity up to the threshold to obtain the specified configuration. These inset lights are designed to satisfy the structural
requirements specified in Chapter 5, 5.3.1.9, and the photometric requirements specified in Appendix 2, Figure A2-1 or A2-2.
12.1.3 Flight path envelopes to be used in designing the lighting are shown in Figure A-6.
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Attachment A Annex 14 — Aerodromes
Figure A-6. Flight path envelopes to be used for lighting design for category I, II and III operations
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Annex 14 — Aerodromes Volume I
CENTRE LINE
THRESHOLD THRESHOLD
60 m
60 m
300 m
300 m
420 m mnm
420 m mnm
CROSSBAR
LENGTH
10.5 m
18 m, 30 m
2.7 m 30 m
30 m
4m
(3 m mnm)
A.—SINGLE SOURCE B.—BARRETTE
Figure A-7. Simple approach lighting systems
8/11/18 ATT A-20
Attachment A Annex 14 — Aerodromes
12.2 Installation tolerances
Horizontal
12.2.1 The dimensional tolerances are shown in Figure A-8.
12.2.2 The centre line of an approach lighting system should be as coincident as possible with the extended centre line
of the runway with a maximum tolerance of ±15.
12.2.3 The longitudinal spacing of the centre line lights should be such that one light (or group of lights) is located in
the centre of each crossbar, and the intervening centre line lights are spaced as evenly as practicable between two crossbars or
a crossbar and a threshold.
12.2.4 The crossbars and barrettes should be at right angles to the centre line of the approach lighting system with a
tolerance of ±30, if the pattern in Figure A-8 (A) is adopted or ± 2°, if Figure A-8 (B) is adopted.
12.2.5 When a crossbar has to be displaced from its standard position, any adjacent crossbar should, where possible, be
displaced by appropriate amounts in order to reduce the differences in the crossbar spacing.
12.2.6 When a crossbar in the system shown in Figure A-8 (A) is displaced from its standard position, its overall length
should be adjusted so that it remains one-twentieth of the actual distance of the crossbar from the point of origin. It is not
necessary, however, to adjust the standard 2.7 m spacing between the crossbar lights, but the crossbars should be kept
symmetrical about the centre line of the approach lighting.
Vertical
12.2.7 The ideal arrangement is to mount all the approach lights in the horizontal plane passing through the threshold
(see Figure A-9), and this should be the general aim as far as local conditions permit. However, buildings, trees, etc., should
not obscure the lights from the view of a pilot who is assumed to be 1° below the electronic glide path in the vicinity of the
outer marker.
12.2.8 Within a stopway or clearway, and within 150 m of the end of a runway, the lights should be mounted as near to
the ground as local conditions permit in order to minimize risk of damage to aeroplanes in the event of an overrun or
undershoot. Beyond the stopway and clearway, it is not so necessary for the lights to be mounted close to the ground, and
therefore undulations in the ground contours can be compensated for by mounting the lights on poles of appropriate height.
12.2.9 It is desirable that the lights be mounted so that, as far as possible, no object within a distance of 60 m on each
side of the centre line protrudes through the plane of the approach lighting system. Where a tall object exists within 60 m of
the centre line and within 1 350 m from the threshold for a precision approach lighting system, or 900 m for a simple
approach lighting system, it may be advisable to install the lights so that the plane of the outer half of the pattern clears the
top of the object.
12.2.10 In order to avoid giving a misleading impression of the plane of the ground, the lights should not be mounted
below a gradient of 1 in 66 downwards from the threshold to a point 300 m out, and below a gradient of 1 in 40 beyond the
300 m point. For a precision approach category II and III lighting system, more stringent criteria may be necessary, e.g.
negative slopes not permitted within 450 m of the threshold.
12.2.11 Centre line. The gradients of the centre line in any section (including a stopway or clearway) should be as
small as practicable, and the changes in gradients should be as few and small as can be arranged and should not exceed 1 in
60. Experience has shown that as one proceeds outwards from the runway, rising gradients in any section of up to 1 in 66,
and falling gradients of down to 1 in 40, are acceptable.
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12.2.12 Crossbars. The crossbar lights should be so arranged as to lie on a straight line passing through the associated
centre line lights, and wherever possible this line should be horizontal. It is permissible, however, to mount the lights on a
transverse gradient not more than 1 in 80, if this enables crossbar lights within a stopway or clearway to be mounted nearer to
the ground on sites where there is a cross-fall.
12.3 Clearance of obstacles
12.3.1 An area, hereinafter referred to as the light plane, has been established for obstacle clearance purposes, and all
lights of the system are in this plane. This plane is rectangular in shape and symmetrically located about the approach lighting
system’s centre line. It starts at the threshold and extends 60 m beyond the approach end of the system, and is 120 m wide.
12.3.2 No objects are permitted to exist within the boundaries of the light plane which are higher than the light plane
except as designated herein. All roads and highways are considered as obstacles extending 4.8 m above the crown of the road,
except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with
the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending
5.4 m above the top of the rails.
12.3.3 It is recognized that some components of electronic landing aids systems, such as reflectors, antennas, monitors,
etc., must be installed above the light plane. Every effort should be made to relocate such components outside the boundaries
of the light plane. In the case of reflectors and monitors, this can be done in many instances.
12.3.4 Where an ILS localizer is installed within the light plane boundaries, it is recognized that the localizer, or screen
if used, must extend above the light plane. In such cases the height of these structures should be held to a minimum and they
should be located as far from the threshold as possible. In general the rule regarding permissible heights is 15 cm for each
30 m the structure is located from the threshold. As an example, if the localizer is located 300 m from the threshold, the
screen will be permitted to extend above the plane of the approach lighting system by 10 × 15 = 150 cm maximum, but
preferably should be kept as low as possible consistent with proper operation of the ILS.
12.3.5 In locating an MLS azimuth antenna the guidance contained in Annex 10, Volume I, Attachment G, should be
followed. This material, which also provides guidance on collocating an MLS azimuth antenna with an ILS localizer antenna,
suggests that the MLS azimuth antenna may be sited within the light plane boundaries where it is not possible or practical to
locate it beyond the outer end of the approach lighting for the opposite direction of approach. If the MLS azimuth antenna is
located on the extended centre line of the runway, it should be as far as possible from the closest light position to the MLS
azimuth antenna in the direction of the runway end. Furthermore, the MLS azimuth antenna phase centre should be at least
0.3 m above the light centre of the light position closest to the MLS azimuth antenna in the direction of the runway end. (This
could be relaxed to 0.15 m if the site is otherwise free of significant multipath problems.) Compliance with this requirement,
which is intended to ensure that the MLS signal quality is not affected by the approach lighting system, could result in the
partial obstruction of the lighting system by the MLS azimuth antenna. To ensure that the resulting obstruction does not
degrade visual guidance beyond an acceptable level, the MLS azimuth antenna should not be located closer to the runway
end than 300 m and the preferred location is 25 m beyond the 300 m crossbar (this would place the antenna 5 m behind the
light position 330 m from the runway end). Where an MLS azimuth antenna is so located, a central part of the 300 m crossbar
of the approach lighting system would alone be partially obstructed. Nevertheless, it is important to ensure that the
unobstructed lights of the crossbar remain serviceable all the time.
12.3.6 Objects existing within the boundaries of the light plane, requiring the light plane to be raised in order to meet
the criteria contained herein, should be removed, lowered or relocated where this can be accomplished more economically
than raising the light plane.
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Attachment A Annex 14 — Aerodromes
300 m
THRESHOLD
52.5 m
45 m
37.5 m
30 m
22.5 m
1.5 m 1.5 m
m
30
25
TRANSVERSE SCALE
2.7 m
POINT OF ORIGIN
2.7 m
20
2.7 m
2.7 m
15 150 ± 6 m
2.7 m
150 ± 6 m
10
150 ± 15 m
5 150 ± 15 m
150 ± 22.5 m
0
150 ± 22.5 m
0 25 50 75 100 125 150 m
LONGITUDINAL SCALE
A — DISTANCE CODED CENTRE LINE
900 m
300 m
300 m crossbar
Sequenced flashing lights
10.5 m at 30 m intervals
Runway
30 m
4.5 m
centre line
10.5 m
30 centre line barrettes at 30 m intervals
Threshold lights
B — BARRETTE CENTRE LINE
Figure A-8. Precision approach category I lighting systems ATT A-23 8/11/18
Annex 14 — Aerodromes Volume I
PATTERN SLOPED DOWN TO AVOID POLES
IN EXCESS OF 12 m
HTS)
FOR LIG
PER LIMIT
ACE (UP
A CH SURF
THRESHOLD
LIGHTS SET AT MAXIMUM D APPRO
PERMISSIBLE RISING GRADIENT ASSUME
TO CLEAR HIGH GROUND
GROUND MOUNTED
RUNWAY LEVEL
ALTERNATIVE MOUNTING HEIGHT IF GROUND WERE MORE FAVOURABLE AND LIGHTS CAN
BE MOUNTED CONVENIENTLY BETWEEN 3 m AND 6 m ABOVE GROUND LEVEL
A – RISING GROUND
END OF STOPWAY
THRESHOLD
LIGHTS SET AT MAXIMUM
HEIGHT OF THIS CROSSBAR PERMISSIBLE DOWN GRADIENT
ASSUMED TO BE DUE TO TO REDUCE POLE HEIGHT IN
CROSSFALL ON GROUND VALLEY
RUNWAY LEVEL
GROUND MOUNTED
m
15 MOUNTING HEIGHT RAISED AS HIGH AS 12 m POLES WILL ALLOW
LOWER LIMIT FOR LIGHTS
1 IN 66 FROM THRESHOLD TO 300 m OUT
1 IN 40 FROM 300 m OUT TO 900 m OUT
10 LOWE
R LIM
IT FO
VERTICAL
SCALES R LIG
HTS
5
0
0 25 50 75 100 125 150 m
HORIZONTAL
B – FALLING GROUND
8/11/18 Figure A-9. Vertical installation tolerance ATT A-24
Attachment A Annex 14 — Aerodromes
12.3.7 In some instances objects may exist which cannot be removed, lowered or relocated economically. These
objects may be located so close to the threshold that they cannot be cleared by the 2 per cent slope. Where such conditions
exist and no alternative is possible, the 2 per cent slope may be exceeded or a “stair step” resorted to in order to keep the
approach lights above the objects. Such “step” or increased gradients should be resorted to only when it is impracticable to
follow standard slope criteria, and they should be held to the absolute minimum. Under this criterion no negative slope is
permitted in the outermost portion of the system.
12.4 Consideration of the effects of reduced lengths
12.4.1 The need for an adequate approach lighting system to support precision approaches where the pilot is required
to acquire visual references prior to landing cannot be stressed too strongly. The safety and regularity of such operations is
dependent on this visual acquisition. The height above runway threshold at which the pilot decides there are sufficient visual
cues to continue the precision approach and land will vary, depending on the type of approach being conducted and other
factors such as meteorological conditions, ground and airborne equipment, etc. The required length of approach lighting
system which will support all the variations of such approaches is 900 m, and this shall always be provided whenever
possible.
12.4.2 However, there are some runway locations where it is impossible to provide the 900 m length of approach
lighting system to support precision approaches.
12.4.3 In such cases, every effort should be made to provide as much approach lighting system as possible. The
appropriate authority may impose restrictions on operations to runways equipped with reduced lengths of lighting. There are
many factors which determine at what height the pilot must have decided to continue the approach to land or execute a
missed approach. It must be understood that the pilot does not make an instantaneous judgement upon reaching a specified
height. The actual decision to continue the approach and landing sequence is an accumulative process which is only
concluded at the specified height. Unless lights are available prior to reaching the decision point, the visual assessment
process is impaired and the likelihood of missed approaches will increase substantially. There are many operational
considerations which must be taken into account by the appropriate authorities in deciding if any restrictions are necessary to
any precision approach and these are detailed in Annex 6.
13. Priority of installation of visual approach
slope indicator systems
13.1 It has been found impracticable to develop guidance material that will permit a completely objective analysis to be
made of which runway on an aerodrome should receive first priority for the installation of a visual approach slope indicator
system. However, factors that must be considered when making such a decision are:
a) frequency of use;
b) seriousness of the hazard;
c) presence of other visual and non-visual aids;
d) type of aeroplanes using the runway; and
e) frequency and type of adverse weather conditions under which the runway will be used.
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Annex 14 — Aerodromes Volume I
13.2 With respect to the seriousness of the hazard, the order given in the application specifications for a visual
approach slope indicator system, 5.3.5.1 b) to e) of Chapter 5, may be used as a general guide. These may be summarized as:
a) inadequate visual guidance because of:
1) approaches over water or featureless terrain, or absence of sufficient extraneous light in the approach area by
night;
2) deceptive surrounding terrain;
b) serious hazard in approach;
c) serious hazard if aeroplanes undershoot or overrun; and
d) unusual turbulence.
13.3 The presence of other visual or non-visual aids is a very important factor. Runways equipped with ILS or MLS
would generally receive the lowest priority for a visual approach slope indicator system installation. It must be remembered,
though, that visual approach slope indicator systems are visual approach aids in their own right and can supplement
electronic aids. When serious hazards exist and/or a substantial number of aeroplanes not equipped for ILS or MLS use a
runway, priority might be given to installing a visual approach slope indicator on this runway.
13.4 Priority should be given to runways used by turbojet aeroplanes.
14. Lighting of unserviceable areas
Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These lights should mark the most
potentially dangerous extremities of the area. A minimum of four such lights should be used, except where the area is
triangular in shape where a minimum of three lights may be employed. The number of lights should be increased when the
area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the
area. If the lights are directional, they should be orientated so that as far as possible their beams are aligned in the direction
from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions,
consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions.
Unserviceable area lights should be frangible. Their height should be sufficiently low to preserve clearance for propellers and
for engine pods of jet aircraft.
15. Rapid exit taxiway indicator lights
15.1 Rapid exit taxiway indicator lights (RETILs) comprise a set of yellow unidirectional lights installed in the runway
adjacent to the centre line. The lights are positioned in a 3-2-1 sequence at 100 m intervals prior to the point of tangency of
the rapid exit taxiway centre line. They are intended to give an indication to pilots of the location of the next available rapid
exit taxiway.
15.2 In low visibility conditions, RETILs provide useful situational awareness cues while allowing the pilot to
concentrate on keeping the aircraft on the runway centre line.
15.3 Following a landing, runway occupancy time has a significant effect on achievable runway capacity. RETILs
allow pilots to maintain a good roll-out speed until it is necessary to decelerate to an appropriate speed for the turn into a
rapid exit turn-off. A roll-out speed of 60 knots until the first RETIL (three-light barrette) is reached is seen as the optimum.
8/11/18 ATT A-26
Attachment A Annex 14 — Aerodromes
16. Intensity control of approach and runway lights
16.1 The conspicuity of a light depends on the impression received of contrast between the light and its background. If
a light is to be useful to a pilot by day when on approach, it must have an intensity of at least 2 000 or 3 000 cd, and in the
case of approach lights an intensity of the order of 20 000 cd is desirable. In conditions of very bright daylight fog it may not
be possible to provide lights of sufficient intensity to be effective. On the other hand, in clear weather on a dark night, an
intensity of the order of 100 cd for approach lights and 50 cd for the runway edge lights may be found suitable. Even then,
owing to the closer range at which they are viewed, pilots have sometimes complained that the runway edge lights seemed
unduly bright.
16.2 In fog the amount of light scattered is high. At night this scattered light increases the brightness of the fog over the
approach area and runway to the extent that little increase in the visual range of the lights can be obtained by increasing their
intensity beyond 2 000 or 3 000 cd. In an endeavour to increase the range at which lights would first be sighted at night, their
intensity must not be raised to an extent that a pilot might find excessively dazzling at diminished range.
16.3 From the foregoing will be evident the importance of adjusting the intensity of the lights of an aerodrome lighting
system according to the prevailing conditions, so as to obtain the best results without excessive dazzle that would disconcert
the pilot. The appropriate intensity setting on any particular occasion will depend both on the conditions of background
brightness and the visibility. Detailed guidance material on selecting intensity setting for different conditions is given in the
Aerodrome Design Manual (Doc 9157), Part 4.
17. Signal area
A signal area need be provided only when it is intended to use visual ground signals to communicate with aircraft in flight.
Such signals may be needed when the aerodrome does not have an aerodrome control tower or an aerodrome flight
information service unit, or when the aerodrome is used by aeroplanes not equipped with radio. Visual ground signals may
also be useful in the case of failure of two-way radio communication with aircraft. It should be recognized, however, that the
type of information which may be conveyed by visual ground signals should normally be available in AIPs or NOTAM. The
potential need for visual ground signals should therefore be evaluated before deciding to provide a signal area.
18. Rescue and firefighting services
18.1 Administration
18.1.1 The rescue and firefighting service at an aerodrome should be under the administrative control of the aerodrome
management, which should also be responsible for ensuring that the service provided is organized, equipped, staffed, trained
and operated in such a manner as to fulfil its proper functions.
18.1.2 In drawing up the detailed plan for the conduct of search and rescue operations in accordance with 4.2.1 of
Annex 12 — Search and Rescue, the aerodrome management should coordinate its plans with the relevant rescue
coordination centres to ensure that the respective limits of their responsibilities for an aircraft accident within the vicinity of
an aerodrome are clearly delineated.
18.1.3 Coordination between the rescue and firefighting service at an aerodrome and public protective agencies, such
as local fire brigade, police force, coast guard and hospitals, should be achieved by prior agreement for assistance in dealing
with an aircraft accident.
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Annex 14 — Aerodromes Volume I
18.1.4 A grid map of the aerodrome and its immediate vicinity should be provided for the use of the aerodrome
services concerned. Information concerning topography, access roads and location of water supplies should be indicated. This
map should be conspicuously posted in the control tower and fire station, and available on the rescue and firefighting vehicles
and such other supporting vehicles required to respond to an aircraft accident or incident. Copies should also be distributed to
public protective agencies as desirable.
18.1.5 Coordinated instructions should be drawn up detailing the responsibilities of all concerned and the action to be
taken in dealing with emergencies. The appropriate authority should ensure that such instructions are promulgated and
observed.
18.2 Training
The training curriculum should include initial and recurrent instruction in at least the following areas:
a) airport familiarization;
b) aircraft familiarization;
c) rescue and firefighting personnel safety;
d) emergency communications systems on the aerodrome, including aircraft fire-related alarms;
e) use of the fire hoses, nozzles, turrets and other appliances required for compliance with Chapter 9, 9.2;
f) application of the types of extinguishing agents required for compliance with Chapter 9, 9.2;
g) emergency aircraft evacuation assistance;
h) firefighting operations;
i) adaptation and use of structural rescue and firefighting equipment for aircraft rescue and firefighting;
j) dangerous goods;
k) familiarization with firefighters’ duties under the aerodrome emergency plan; and
l) protective clothing and respiratory protection.
18.3 Level of protection to be provided
18.3.1 In accordance with Chapter 9, 9.2, aerodromes should be categorized for rescue and firefighting purposes and
the level of protection provided should be appropriate to the aerodrome category.
18.3.2 However, Chapter 9, 9.2.3, permits a lower level of protection to be provided for a limited period where the
number of movements of the aeroplanes in the highest category normally using the aerodrome is less than 700 in the busiest
consecutive three months. It is important to note that the concession included in 9.2.3 is applicable only where there is a wide
range of difference between the dimensions of the aeroplanes included in reaching 700 movements.
8/11/18 ATT A-28
Attachment A Annex 14 — Aerodromes
18.4 Rescue equipment for difficult environments
18.4.1 Suitable rescue equipment and services should be available at an aerodrome where the area to be covered by the
service includes water, swampy areas or other difficult environment that cannot be fully served by conventional wheeled
vehicles. This is particularly important where a significant portion of approach/departure operations takes place over these
areas.
18.4.2 The rescue equipment should be carried on boats or other vehicles such as helicopters and amphibious or air
cushion vehicles, capable of operating in the area concerned. The vehicles should be so located that they can be brought into
action quickly to respond to the areas covered by the service.
18.4.3 At an aerodrome bordering the water, the boats or other vehicles should preferably be located on the aerodrome,
and convenient launching or docking sites provided. If these vehicles are located off the aerodrome, they should preferably be
under the control of the aerodrome rescue and firefighting service or, if this is not practicable, under the control of another
competent public or private organization working in close coordination with the aerodrome rescue and firefighting service
(such as police, military services, harbour patrol or coast guard).
18.4.4 Boats or other vehicles should have as high a speed as practicable so as to reach an accident site in minimum
time. To reduce the possibility of injury during rescue operations, water jet-driven boats are preferred to water propeller-
driven boats unless the propellers of the latter boats are ducted. Should the water areas to be covered by the service be frozen
for a significant period of the year, the equipment should be selected accordingly. Vehicles used in this service should be
equipped with life rafts and life preservers related to the requirements of the larger aircraft normally using the aerodrome,
with two-way radio communication, and with floodlights for night operations. If aircraft operations during periods of low
visibility are expected, it may be necessary to provide guidance for the responding emergency vehicles.
18.4.5 The personnel designated to operate the equipment should be adequately trained and drilled for rescue services
in the appropriate environment.
18.5 Facilities
18.5.1 The provision of special telephone, two-way radio communication and general alarm systems for the rescue and
firefighting service is desirable to ensure the dependable transmission of essential emergency and routine information.
Consistent with the individual requirements of each aerodrome, these facilities serve the following purposes:
a) direct communication between the activating authority and the aerodrome fire station in order to ensure the prompt
alerting and dispatch of rescue and firefighting vehicles and personnel in the event of an aircraft accident or
incident;
b) direct communication between the rescue and firefighting service and the flight crew of an aircraft in emergency;
c) emergency signals to ensure the immediate summoning of designated personnel not on standby duty;
d) as necessary, summoning essential related services on or off the aerodrome; and
e) maintaining communication by means of two-way radio with the rescue and firefighting vehicles in attendance at an
aircraft accident or incident.
18.5.2 The availability of ambulance and medical facilities for the removal and after-care of casualties arising from an
aircraft accident should receive the careful consideration of the appropriate authority and should form part of the overall
emergency plan established to deal with such emergencies.
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Annex 14 — Aerodromes Volume I
19. Operators of vehicles
19.1 The authorities responsible for the operation of vehicles on the movement area should ensure that the operators
are properly qualified. This may include, as appropriate to the driver’s function, knowledge of:
a) the geography of the aerodrome;
b) aerodrome signs, markings and lights;
c) radiotelephone operating procedures;
d) terms and phrases used in aerodrome control including the ICAO spelling alphabet;
e) rules of air traffic services as they relate to ground operations;
f) airport rules and procedures; and
g) specialist functions as required, for example, in rescue and firefighting.
19.2 The operator should be able to demonstrate competency, as appropriate, in:
a) the operation or use of vehicle transmit/receive equipment;
b) understanding and complying with air traffic control and local procedures;
c) vehicle navigation on the aerodrome; and
d) special skills required for the particular function.
In addition, as required for any specialist function, the operator should be the holder of a State driver’s licence, a State radio
operator’s licence or other licences.
19.3 The above should be applied as is appropriate to the function to be performed by the operator, and it is not
necessary that all operators be trained to the same level, for example, operators whose functions are restricted to the apron.
19.4 If special procedures apply for operations in low visibility conditions, it is desirable to verify an operator’s
knowledge of the procedures through periodic checks.
20. The ACN-PCN method of reporting pavement strength
20.1 Overload operations
20.1.1 Overloading of pavements can result either from loads too large, or from a substantially increased application
rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it.
With the exception of massive overloading, pavements in their structural behaviour are not subject to a particular limiting
load above which they suddenly or catastrophically fail. Behaviour is such that a pavement can sustain a definable load for an
expected number of repetitions during its design life. As a result, occasional minor overloading is acceptable, when expedient,
with only limited loss in pavement life expectancy and relatively small acceleration of pavement deterioration. For those
operations in which magnitude of overload and/or the frequency of use do not justify a detailed analysis, the following
criteria are suggested:
8/11/18 ATT A-30
Attachment A Annex 14 — Aerodromes
a) for flexible pavements, occasional movements by aircraft with ACN not exceeding 10 per cent above the reported
PCN should not adversely affect the pavement;
b) for rigid or composite pavements, in which a rigid pavement layer provides a primary element of the structure,
occasional movements by aircraft with ACN not exceeding 5 per cent above the reported PCN should not adversely
affect the pavement;
c) if the pavement structure is unknown, the 5 per cent limitation should apply; and
d) the annual number of overload movements should not exceed approximately 5 per cent of the total annual aircraft
movements.
20.1.2 Such overload movements should not normally be permitted on pavements exhibiting signs of distress or failure.
Furthermore, overloading should be avoided during any periods of thaw following frost penetration, or when the strength of
the pavement or its subgrade could be weakened by water. Where overload operations are conducted, the appropriate
authority should review the relevant pavement condition regularly, and should also review the criteria for overload operations
periodically since excessive repetition of overloads can cause severe shortening of pavement life or require major
rehabilitation of pavement.
20.2 ACNs for several aircraft types
For convenience, several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the
four subgrade strength categories in Chapter 2, 2.6.6 b), and the results tabulated in the Aerodrome Design Manual
(Doc 9157), Part 3.
21. Autonomous runway incursion warning system (ARIWS)
Note 1.— These autonomous systems are generally quite complex in design and operation and, as such, deserve careful
consideration by all levels of the industry, from the regulating authority to the end user. This guidance is offered to provide a
more clear description of the system(s) and offer some suggested actions required in order to properly implement these
system(s) at an aerodrome in any State.
Note 2.— The Manual on the Prevention of Runway Incursion (Doc 9870) presents different approaches for the
prevention of runway incursion.
21.1 General description
21.1.1 The operation of an ARIWS is based upon a surveillance system which monitors the actual situation on a
runway and automatically returns this information to warning lights at the runway (take-off) thresholds and entrances. When
an aircraft is departing from a runway (rolling) or arriving at a runway (short final), red warning lights at the entrances will
illuminate, indicating that it is unsafe to enter or cross the runway. When an aircraft is aligned on the runway for take-off and
another aircraft or vehicle enters or crosses the runway, red warning lights will illuminate at the threshold area, indicating that
it is unsafe to start the take-off roll.
21.1.2 In general, an ARIWS consists of an independent surveillance system (primary radar, multilateration,
specialized cameras, dedicated radar, etc.) and a warning system in the form of extra airfield lighting systems connected
through a processor which generates alerts independent from ATC directly to the flight crews and vehicle operators.
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Annex 14 — Aerodromes Volume I
21.1.3 An ARIWS does not require circuit interleaving, secondary power supply or operational connection to other
visual aid systems.
21.1.4 In practice, not every entrance or threshold needs to be equipped with warning lights. Each aerodrome will have
to assess its needs individually depending on the characteristics of the aerodrome. There are several systems developed
offering the same or similar functionality.
21.2 Flight crew actions
21.2.1 It is of critical importance that flight crews understand the warning being transmitted by the ARIWS system.
Warnings are provided in near real-time, directly to the flight crew because there is no time for “relay” types of
communications. In other words, a conflict warning generated to ATS which must then interpret the warning, evaluate the
situation and communicate to the aircraft in question, would result in several seconds being taken up where each second is
critical in the ability to stop the aircraft safely and prevent a potential collision. Pilots are presented with a globally consistent
signal which means “STOP IMMEDIATELY” and must be taught to react accordingly. Likewise, pilots receiving an ATS
clearance to take-off or cross a runway, and seeing the red light array, must STOP and advise ATS that they aborted/stopped
because of the red lights. Again, the criticality of the timeline involved is so tight that there is no room for misinterpretation
of the signal. It is of utmost importance that the visual signal be consistent around the world.
21.2.2 It must also be stressed that the extinguishing of the red lights does not, in itself, indicate a clearance to proceed.
That clearance is still required from air traffic control. The absence of red warning lights only means that potential conflicts
have not been detected.
21.2.3 In the event that a system becomes unserviceable, one of two things will occur. If the system fails in the
extinguished condition, then no procedural changes need to be accomplished. The only thing that will happen is the loss of
the automatic, independent warning system. Both ATS operations and flight crew procedures (in response to ATS clearances)
will remain unchanged.
21.2.4 Procedures should be developed to address the circumstance where the system fails in the illuminated condition.
It will be up to the ATS and/or aerodrome operator to establish those procedures depending on their own circumstances. It
must be remembered that flight crews are instructed to “STOP” at all red lights. If the affected portion of the system, or the
entire system, is shut off the situation is reverted to the extinguished scenario described in 21.2.3.
21.3 Aerodromes
21.3.1 An ARIWS does not have to be provided at all aerodromes. An aerodrome considering the installation of such a
system may wish to assess its needs individually, depending on traffic levels, aerodrome geometry, ground taxi patterns, etc.
Local user groups such as the Local Runway Safety Team (LRST) can be of assistance in this process. Also, not every
runway or taxiway needs to be equipped with the lighting array(s), and not every installation requires a comprehensive
ground surveillance system to feed information to the conflict detection computer.
21.3.2 Although there may be local specific requirements, some basic system requirements are applicable to all
ARIWS:
a) the control system and energy power supply of the system must be independent from any other system in use at the
aerodrome, especially the other parts of the lighting system;
b) the system must operate independently from ATS communications;
c) the system must provide a globally accepted visual signal that is consistent and instantly understood by crews; and
d) local procedures should be developed in the case of malfunction or failure of a portion of, or the entire system.
8/11/18 ATT A-32
Attachment A Annex 14 — Aerodromes
21.4 Air traffic services
21.4.1 The ARIWS is designed to be complementary to normal ATS functions, providing warnings to flight crews and
vehicle operators when some conflict has been unintentionally created or missed during normal aerodrome operations. The
ARIWS will provide a direct warning when, for example, ground control or tower (local) control has provided a clearance to
hold short of a runway but the flight crew or vehicle operator has “missed” the hold short portion of their clearance and tower
has issued a take-off or landing clearance to that same runway, and the non-read back by the flight crew or vehicle operator
was missed by air traffic control.
21.4.2 In the case where a clearance has been issued and a crew reports a non-compliance due to “red lights”, or
aborting because of “red lights”, then it is imperative that the controller assess the situation and provide additional
instructions as necessary. It may well be that the system has generated a false warning or that the potential incursion no
longer exists; however, it may also be a valid warning. In any case, additional instructions and/or a new clearance need to be
provided. In a case where the system has failed, then procedures will need to be put into place as described in 21.2.3 and
21.2.4. In no case should the illumination of the ARIWS be dismissed without confirmation that, in fact, there is no conflict.
It is worth noting that there have been numerous incidents avoided at aerodromes with such systems installed. It is also worth
noting that there have been false warnings as well, usually as a result of the calibration of the warning software, but in any
case, the potential conflict existence or non-existence must be confirmed.
21.4.3 While many installations may have a visual or audio warning available to ATS personnel, it is in no way
intended that ATS personnel be required to actively monitor the system. Such warnings may assist ATS personnel in quickly
assessing the conflict in the event of a warning and help them to provide appropriate further instructions, but the ARIWS
should not play an active part in the normal functioning of any ATS facility.
21.4.4 Each aerodrome where the system is installed will develop procedures depending upon its unique situation.
Again, it must be stressed that under no circumstances should pilots or operators be instructed to “cross the red lights”. As
indicated previously, the use of local runway safety teams can greatly assist in this development process.
21.5 Promulgation of information
21.5.1 Information on the characteristics and status of an ARIWS at an aerodrome are promulgated in the AIP section
AD 2.9 in PANS-AIM (Doc 10066), and its status updated as necessary through NOTAM or ATIS in compliance with 2.9.1
of this Annex.
21.5.2 Aircraft operators are to ensure that flight crews’ documentation include procedures regarding ARIWS and
appropriate guidance information, in compliance with Annex 6, Part I.
21.5.3 Aerodromes may provide additional sources of guidance on operations and procedures for their personnel,
aircraft operators, ATS and third-party personnel who may have to deal with an ARIWS.
22. Taxiway design guidance for minimizing
the potential for runway incursions
22.1 Good aerodrome design practices can reduce the potential for runway incursions while maintaining operating
efficiency and capacity. The following taxiway design guidance may be considered to be part of a runway incursion
prevention programme as a means to ensure that runway incursion aspects are addressed during the design phase for new
runways and taxiways. Within this focused guidance, the prime considerations are to limit the number of aircraft or vehicles
entering or crossing a runway, provide pilots with enhanced unobstructed views of the entire runway, and correct taxiways
identified as hot spots as much as possible.
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22.2 The centre line of an entrance taxiway should be perpendicular to the runway centre line, where possible. This
design principle provides pilots with an unobstructed view of the entire runway, in both directions, to confirm that the
runway and approach are clear of conflicting traffic before proceeding towards the runway. Where the taxiway angle is such
that a clear unobstructed view, in both directions, is not possible, consideration should be given to providing a perpendicular
portion of the taxiway immediately adjacent to the runway to allow for a full visual scan by the pilots prior to entering or
crossing a runway.
22.3 For taxiways intersecting with runways, avoid designing taxiways wider than recommended in this Annex. This
design principle offers improved recognition of the location of the runway holding position and the accompanying sign,
marking and lighting visual cues.
22.4 Existing taxiways wider than recommended in this Annex, can be rectified by painting taxi side stripe markings to
the recommended width. As far as practicable, it is preferable to redesign such locations properly rather than to repaint such
locations.
22.5 Multi-taxiway entrances to a runway should be parallel to each other and should be distinctly separated by an
unpaved area. This design principle allows each runway holding location an earthen area for the proper placement of
accompanying sign, marking and lighting visual cues at each runway holding position. Moreover, the design principle
eliminates the needless costs of building unusable pavement and as well as the costs for painting taxiway edge markings to
indicate such unusable pavement. In general, excess paved areas at runway holding positions reduce the effectiveness of sign,
marking and lighting visual cues.
22.6 Build taxiways that cross a runway as a single straight taxiway. Avoid dividing the taxiway into two after crossing
the runway. This design principle avoids constructing “Y-shaped” taxiways known to present risk of runway incursions.
22.7 If possible, avoid building taxiways that enter at the mid-runway location. This design principle helps to reduce
the collision risks at the most hazardous locations (high energy location) because normally departing aircraft have too much
energy to stop, but not enough speed to take-off, before colliding with another errant aircraft or vehicle.
22.8 Provide clear separation of pavement between a rapid exit taxiway and other non-rapid taxiways entering or
crossing a runway. This design principle avoids two taxiways from overlapping each other to create an excessive paved area
that would confuse pilots entering a runway.
22.9 Avoid the placement of different pavement materials (asphalt and cement concrete) at or near the vicinity of the
runway holding position, as far as practicable. This design principle avoids creating visual confusion as to the actual location
of the runway holding position.
22.10 Many aerodromes have more than one runway, notably paired parallel runways (two runways on one side of the
terminal), which creates a difficult problem in that either on arrival or departure an aircraft is required to cross a runway.
Under such a configuration, the safety objective here is to avoid or at least keep to a minimum the number of runway
crossings. This safety objective may be achieved by constructing a “perimeter taxiway”. A perimeter taxiway is a taxi route
that goes around the end of a runway, enabling arrival aircraft (when landings are on outer runway of a pair) to get to the
terminal, or departure aircraft (when departures are on outer runway of a pair) to get to the runway, without either crossing a
runway or conflicting with a departing or approaching aircraft.
22.11 A perimeter taxiway would be designed according to the following criteria:
a) Sufficient space is required between the landing threshold and the taxiway centre line where it crosses under the
approach path to enable the critical taxiing aircraft to pass under the approach without penetrating any approach
surface.
b) The jet blast impact of aircraft taking off should be considered in consultation with aircraft manufacturers; the extent
of take-off thrust should be evaluated when determining the location of a perimeter taxiway.
8/11/18 ATT A-34
Attachment A Annex 14 — Aerodromes
c) The requirement for a runway end safety area, as well as possible interference with landing systems and other
navigation aids should also be taken into account. For example, in the case of an ILS, the perimeter taxiway should
be located behind the localiser antenna, not between the localiser antenna and the runway, due to the potential for
severe ILS disturbance, noting that this is harder to achieve as the distance between the localizer and the runway
increases.
d) Human factors issues should also be taken into account. Appropriate measures should be put in place to assist pilots
to distinguish between aircraft that are crossing the runway and those that are safely on a perimeter taxiway.
23. Aerodrome mapping data
23.1 Introduction
Chapter 2, 2.1.2 and 2.1.3, relate to the provision of aerodrome mapping data. The aerodrome mapping data features are
collected and made available to the aeronautical information services for aerodromes designated by States with consideration
of the intended applications. These applications are closely tied to an identified need and operational use where the
application of the data would provide a safety benefit or could be used as mitigation of a safety concern.
23.2 Applications
23.2.1 Aerodrome mapping data include aerodrome geographic information that supports applications which improve
the user’s situational awareness or supplement surface navigation, thereby increasing safety margins and operational
efficiency. With appropriate data element accuracy, these data sets support collaborative decision-making, common
situational awareness and aerodrome guidance applications. The data sets are intended to be used in the following air
navigation applications:
a) on-board positioning and route awareness including moving maps with own aircraft position, surface guidance and
navigation;
b) traffic awareness including surveillance and runway incursion detection and alerting (such as, respectively, in
A-SMGCS levels 1 and 2);
c) ground positioning and route awareness including situational displays with aircraft and vehicles position and taxi
route, surface guidance and navigation (such as A-SMGCS levels 3 and 4);
d) facilitation of aerodrome-related aeronautical information, including NOTAMs;
e) resource and aerodrome facility management; and
f) aeronautical chart production.
23.2.2 The data may also be used in other applications such as training/flight simulators and on-board or ground
enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS).
ATT A-35 8/11/18
Annex 14 — Aerodromes Volume I
23.3 Determination of aerodromes to be considered for collection of
aerodrome mapping data features
In order to determine which aerodromes may make use of applications requiring the collection of aerodrome mapping data
features, the following aerodrome characteristics may be considered:
– safety risks at the aerodrome;
– visibility conditions;
– aerodrome layout; and
– traffic density.
Note.— Further guidance on aerodrome mapping data can be found in the Airport Services Manual, Part 8 — Airport
Operational Service (Doc 9137).
_____________________
8/11/18 ATT A-36
ANNEX 14 — VOLUME I
OBSTACLE LIMITATION SURFACES
Note.— The figure shows the obstacle limitation surfaces
at an aerodrome with two runways, an instrument runway
and a non-instrument runway. Both are also take-off
Take-off climb surface
15 000 m
3.4
ATTACHMENT B.
Slope 2%
Transitional surface
Conical surface Slope 14,3% 3,4
Slope 5% 20% 1,2
Inner horizontal surface
Instrument runways Approach surface
Non-instrument runway
4 000 m 3 500 m 3 000 m 3,4
3,4 1,2 2 500 m 2
1 600 m 1
Slope Code number
2,5% 4
ATT B-1
3,33 % 3
Figure B-1
Take-off climb surface 4% 2
15 000 m 3,4 5% 1
2 500 m 2
1 600 m 1 3 000 m
3,4
_____________________
Slope 2% 3,4 Slope 2%
4% 2
5% 1
Approach surface – Instrument runway
3 600 m
Slope 2.5%
45 m
8 400 m
Horizontal section
OBSTACLE LIMITATION SURFACES
8/11/18
LIMITED INDEX OF SIGNIFICANT SUBJECTS
INCLUDED IN ANNEX 14, VOLUME I
AERODROME OPERATION CLEARWAY
apron management service 9.5 accountability as runway length 3.1.8
wildlife strike hazard reduction 9.4 definition 1.1
denoting closed areas 7.1 frangibility 9.9.1 b); 9.9.2 c)
denoting unserviceable areas 7.4 general A-2
disabled aircraft removal 9.3 physical characteristics 3.6
emergency planning 9.1 reporting requirements 2.5.1 f)
ground servicing of aircraft 9.6
light intensity control A-16
lighting of unserviceable areas A-14 DE-ICING/ANTI-ICING FACILITY
maintenance 10
mapping data A-23 definition 1.1
marking of vehicles or mobile objects 6.1.6; 6.2.2; 6.2.14 lighting 5.3.22
measuring runway braking action/friction A-6; A-7 location 3.15.2
mobile obstacles on runway strips 3.4.7 marking 5.2.11.2
monitoring visual aids 8.3
overload operations A-20.1 DECLARED DISTANCES
reporting aerodrome data 2
rescue and firefighting 9.2; A-18 calculation A-3
secondary power supply 8.1 definition 1.1
specific procedures for aerodromes operations 1.7 reporting requirements 2.8
APRON DISABLED AIRCRAFT REMOVAL
clearance of debris 10.2.1 capability 9.3
clearance of snow, ice, etc. 10.3.2; 10.3.3 reporting requirements 2.10
definition 1.1
physical characteristics 3.13
DISPLACED THRESHOLD
isolated aircraft parking position 3.14
lighting 5.3.24
definition 1.1
reporting requirements 2.5.1 d)
lights 5.3.11.1; 5.3.11.3
safety lines 5.2.14
location A-11.2
marking 5.2.4.9; 5.2.4.10
APRON MANAGEMENT SERVICE
FRANGIBILITY
definition 1.1
provision 9.5 definition of frangible object 1.1
elevated approach lights 5.3.1.4; 5.3.1.5
markers 5.5.1
objects on operational areas 9.9
objects on runway strips 3.4.7
other elevated lights 5.3.1.7
PAPI and APAPI 5.3.5.27
Those specifications which relate to the daily operation of an
signs 5.4.1.3
aerodrome as compared with those which relate to its design or
facilities to be provided.
T-VASIS and AT-VASIS 5.3.5.16
ANNEX 14 — VOLUME I 1 8/11/18
Annex 14 — Aerodromes Volume I
GRADING runway evenness 10.2.2; A-5
visual aids 10.5
radio altimeter operating area 3.8.4
runway end safety areas 3.5.8
runway strips 3.4.8–3.4.11 MARKER
strip for precision approach runways A-9.3
taxiway strips 3.11.4 definition 1.1
marker aids 5.5
HELIPORT
MARKING
definition 1.1
specifications See Annex 14, Volume II colour specifications 5.2; Appendix 1
definition 1.1
marking of objects 6.2
HOLDING BAY surface marking patterns 5.2
definition 1.1
physical characteristics 3.12 MONITORING
condition of the movement area and related
INTERMEDIATE HOLDING POSITION facilities 2.9.1–2.9.3
visual aids 8.3
definition 1.1
lighting 5.3.21
location 3.12.4 NON-INSTRUMENT RUNWAY
marking 5.2.11
signs 5.4.3.9 approach lighting system 5.3.4.1–5.3.4.9
definition 1.1
holding bays 3.12.6
LIGHTING obstacle limitation requirements 4.2.1–4.2.6
runway-holding position marking 5.2.10.2
approach lighting systems 5.3.4; Appendix 2; A-12 secondary power supply Table 8-1
colour specifications Appendix 1 threshold lights 5.3.10.1; 5.3.10.4 a)
definitions for lights, etc. 1.1
electrical systems Chapter 8
intensity control 5.3.1.10; 5.3.1.11; A-16 NON-PRECISION APPROACH RUNWAY
lights 5.3
lighting of unserviceable areas A-14 approach lighting system 5.3.4.1–5.3.4.9
maintenance 10.1; 10.5 definition 1.1
monitoring 8.3 holding bays 3.12.6
obstacle lighting 6.3; Appendix 5 obstacle limitation requirements 4.2.7–4.2.12
photometric characteristics Appendix 2 runway threshold identification lights 5.3.8
priority of installation of visual approach slope runway-holding position marking 5.2.10.2
indicator systems A-13 secondary power supply Table 8-1
reporting requirements 2.9.2 h); 2.12 threshold lights 5.3.10.1; 5.3.10.4 a)
secondary power supply 8.1
security lighting 9.11
OBSTACLE/OBJECT
MAINTENANCE clearance of obstacles A-12.3
definition of obstacle and obstacle free zone 1.1
clearance of debris 10.2.1; 10.2.7 lighting 6.3; Appendix 5
clearance of snow, ice, etc. 10.3.1–10.3.5 limitation requirements 4.2
general 10.1 limitation surfaces 4.1
pavement overlays 10.4 marking 6.2
removal of contaminants 10.3 objects to be marked and/or lighted 6.1
8/11/18 2
Index Annex 14 — Aerodromes
on clearways 3.6.6 runway light characteristics Appendix 2
on runway end safety areas 3.5.7 runway-holding position marking 5.2.10.3
on runway strips 3.4.6; 3.4.7 runway touchdown zone lights 5.3.13
on taxiway strips 3.11.3; 9.9 secondary power supply Table 8-1
other objects 4.4 stop bars 5.3.20
outside the obstacle limitation surfaces 4.3 taxiway centre line lights 5.3.17
protection surface 5.3.5.41–5.3.5.45 taxiway light characteristics Appendix 2
reporting of obstacles and obstacle free zone 2.5 threshold lights 5.3.10.4 c)
secondary power supply 8.1 touchdown zone lights 5.3.13
PAVEMENT STRENGTH RESCUE AND FIREFIGHTING
ACNs for aircraft A-20.2 communication and alerting system 9.2.39; 9.2.40
aprons 3.13.3 emergency access roads 9.2.34–9.2.36
overload operations A-20.1 extinguishing agents 9.2.8–9.2.22
reporting requirements 2.6 fire stations 9.2.37; 9.2.38
runways 3.1.20 general 9.2 (Introductory Note)
shoulders A-9.1 level of protection 9.2.3–9.2.7; A-18.3
stopways 3.7.3; A-2.10 personnel 9.2.42–9.2.46
taxiways 3.9.12 reporting requirements 2.11
rescue equipment 9.2.26; 9.2.41
response time 9.2.27–9.2.33
PRECISION APPROACH RUNWAY CATEGORY I vehicles 9.2.41
approach lighting system 5.3.4.10–5.3.4.21
centre line lights 5.3.12.2; 5.3.12.5 RUNWAY
definition 1.1
flight path envelope Figure A-6 autonomous runway incursion
frangibility 9.9 warning system (ARIWS) 9.12; A-21
holding bays 3.12.6–3.12.9 clearance of debris 10.2.1
holding position signs 5.4.2.2–5.4.2.5; 5.4.2.8; 5.4.2.9; clearance of snow, ice, etc. 10.2.8; A-6
5.4.2.11; 5.4.2.14; 5.4.2.16; 5.4.2.17 closed runway marking 7.1
maintenance of visual aids 10.5.1; 10.5.2; 10.5.10 definition 1.1
objects on strips 3.4.7 lights 5.3.7–5.3.13; Appendix 2
obstacle limitation requirements 4.2.13; 4.2.14; markers 5.5.2; 5.5.4
4.2.16–4.2.21 marking 5.2.2–5.2.7; 5.2.9
runway light characteristics Appendix 2 number, siting and orientation A-1
runway-holding position marking 5.2.10.3 pavement overlays 10.4
secondary power supply Table 8-1 physical characteristics 3.1
threshold lights 5.3.10.4 b) reporting requirements 2.3.2; 2.5.1. a); 2.8;
2.9.2; 2.9.4–2.9.11; A-6; A-7
runway surface evenness A-5
PRECISION APPROACH RUNWAYS shoulders 3.2
CATEGORIES II AND III slopes 3.1.13–3.1.20; A-4
strips 2.5.1 b); 3.4; 9.9.1 a); 9.9.3; 9.9.5
approach lighting system 5.3.4.22–5.3.4.39 turn pads 3.3
definition 1.1
flight path envelopes Figure A-6
frangibility 9.9 RUNWAY END SAFETY AREA
holding bays 3.12.6–3.12.9
holding position signs 5.4.2.2–5.4.2.5; 5.4.2.8; 5.4.2.9; definition 1.1
5.4.2.11; 5.4.2.14; 5.4.2.16; 5.4.2.17 dimensions Figure A-5
objects on strips 3.4.7 frangibility 9.9.1 a); 9.9.2 b)
obstacle limitation requirements 4.2.15-4.2.21 general A-10
runway centre line lights 5.3.12.1; 5.3.12.5 physical characteristics 3.5
runway end lights 5.3.11.3 reporting requirements 2.5.1 b)
3 8/11/18
Annex 14 — Aerodromes Volume I
RUNWAY-HOLDING POSITION isolated aircraft parking position 3.14
lighting 9.11
definition 1.1
location 3.12.2; 3.12.3; 3.12.9
marking 5.2.10 STOPWAY
runway guard lights 5.3.23
signs 5.4.2.2–5.4.2.5; 5.4.2.8; 5.4.2.9; 5.4.2.11; 5.4.2.14; accountability as runway length 3.1.8
5.4.2.16; 5.4.2.17 definition 1.1
stop bars 5.3.20 general A-2
lights 5.3.16; Appendix 2
markers 5.5.3
RUNWAY MEANT FOR TAKE-OFF physical characteristics 3.7
reporting requirements 2.5.1. b)
climb surface 4.1.25–4.1.29
frangibility 9.9
maintenance of visual aids 10.5.1; 10.5.2; 10.5.11; 10.5.12 TAXIWAY
obstacle limitation requirements 4.2.22–4.2.27
runway lighting 5.3.9.2; 5.3.12.3; 5.3.12.4 closed taxiway marking 7.1
secondary power supply Table 8-1 definition 1.1
taxiway lighting 5.3.17; 5.3.18 design guidance for minimizing the potential
for runway incursions A-22
lights 5.3.17; 5.3.18; Appendix 2
RUNWAY SURFACE FRICTION CHARACTERISTICS markers 5.5.5; 5.5.6; 5.5.7
marking 5.2.8; 5.2.11; 7.2
drainage characteristics A-8 physical characteristics 3.9
maintenance 10.2.1–10.2.5; 10.2.7; 10.3.3 rapid exit 3.9.16–3.9.19
reporting requirements 2.9 removal of contaminants 10.2.7; 10.3.2; 10.3.4
runway design 3.1.22 reporting requirements 2.5.1 c)
runway surface friction 2.9.6; 2.9.9 shoulders 3.10
snow- and ice-covered paved surfaces — general A-6 strips 3.11; 9.9.1 a); 9.9.3
wet runways – general A-7
VISUAL APPROACH SLOPE INDICATOR SYSTEMS
SECURITY
characteristics 5.3.5
aerodrome emergency planning 9.1.2 (Note) priority of installation A-13
airport design 1.5 reporting requirements 2.12
fencing 9.10 secondary power supply 8.1
— END —
8/11/18 4
International Standards
and Recommended Practices
Annex 14
to the Convention on
International Civil Aviation
Aerodromes
Volume I I
Heliports
This edition incorporates all amendments
adopted by the Council prior to 28 February 2013
and supersedes, on 14 November 2013, all previous
editions of Annex 14, Volume II.
For information regarding the applicability
of Standards and Recommended Practices,
see Chapter 1, 1.2 and Foreword.
Fourth Edition
July 2013
International Civil Aviation Organization
International Standards
and Recommended Practices
Annex 14
to the Convention on
International Civil Aviation
Aerodromes
________________________________
Volume II
Heliports
This edition incorporates all amendments
adopted by the Council prior to 28 February 2013
and supersedes, on 14 November 2013, all
previous editions of Annex 14, Volume II.
For information regarding the applicability
of the Standards and Recommended Practices,
see Chapter 1, 1.2 and Foreword.
Fourth Edition
July 2013
International Civil Aviation Organization
Published in separate English, Arabic, Chinese, French, Russian
and Spanish editions by the
INTERNATIONAL CIVIL AVIATION ORGANIZATION
999 University Street, Montréal, Quebec, Canada H3C 5H7
For ordering information and for a complete listing of sales agents
and booksellers, please go to the ICAO website at www.icao.int
First edition 1990
Second edition 1995
Third edition 2009
Fourth edition 2013
Annex 14, Aerodromes —
Volume II, Heliports
Order Number: AN 14-2
ISBN 978-92-9249-274-8
© ICAO 2013
All rights reserved. No part of this publication may be reproduced, stored in a
retrieval system or transmitted in any form or by any means, without prior
permission in writing from the International Civil Aviation Organization.
AMENDMENTS
Amendments are announced in the supplements to the Catalogue of ICAO
Publications; the Catalogue and its supplements are available on the ICAO website
at www.icao.int. The space below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
Date Date Entered Date Date Entered
No. applicable entered by No. of issue entered by
1-5 Incorporated in this edition
(iii)
TABLE OF CONTENTS
Page
Abbreviations and symbols; manuals .................................................................................................................... (viii)
FOREWORD ......................................................................................................................................................... (xi)
CHAPTER 1. General ...................................................................................................................................... 1-1
1.1 Definitions............................................................................................................................................. 1-1
1.2 Applicability ......................................................................................................................................... 1-4
1.3 Common reference systems .................................................................................................................. 1-5
1.3.1 Horizontal reference system ................................................................................................... 1-5
1.3.2 Vertical reference system........................................................................................................ 1-5
1.3.3 Temporal reference system ..................................................................................................... 1-5
CHAPTER 2. Heliport data ............................................................................................................................. 2-1
2.1 Aeronautical data .................................................................................................................................. 2-1
2.2 Heliport reference point ........................................................................................................................ 2-2
2.3 Heliport elevations ................................................................................................................................ 2-2
2.4 Heliport dimensions and related information ........................................................................................ 2-2
2.5 Declared distances................................................................................................................................. 2-3
2.6 Coordination between aeronautical information services and heliport authorities................................ 2-4
CHAPTER 3. Physical characteristics ............................................................................................................ 3-1
3.1 Surface-level heliports .......................................................................................................................... 3-1
— Final approach and take-off areas .................................................................................................. 3-1
— Helicopter clearways ...................................................................................................................... 3-2
— Touchdown and lift-off areas ......................................................................................................... 3-3
— Safety areas .................................................................................................................................... 3-4
— Helicopter ground taxiways and ground taxi-routes ...................................................................... 3-4
— Helicopter air taxiways and air taxi-routes .................................................................................... 3-6
— Helicopter stands............................................................................................................................ 3-7
— Location of a final approach and take-off area in relation to a runway or taxiway ........................ 3-10
3.2 Elevated heliports .................................................................................................................................. 3-10
— Final approach and take-off areas and touchdown and lift-off areas ............................................. 3-11
— Helicopter clearways ...................................................................................................................... 3-11
— Touchdown and lift-off areas ......................................................................................................... 3-12
— Safety areas .................................................................................................................................... 3-12
— Helicopter ground taxiways and ground taxi-routes ...................................................................... 3-13
— Helicopter air taxiways and air taxi-routes .................................................................................... 3-13
— Aprons............................................................................................................................................ 3-14
ANNEX 14 — VOLUME II (v) 14/11/13
Annex 14 — Aerodromes Volume II
Page
3.3 Helidecks............................................................................................................................................... 3-15
— Final approach and take-off areas and touchdown and lift-off areas ............................................. 3-15
3.4 Shipboard heliports ............................................................................................................................... 3-16
— Final approach and take-off areas and touchdown and lift-off areas ............................................. 3-16
CHAPTER 4. Obstacle environment .............................................................................................................. 4-1
4.1 Obstacle limitation surfaces and sectors ............................................................................................... 4-1
— Approach surface ........................................................................................................................... 4-1
— Transitional surface........................................................................................................................ 4-7
— Take-off climb surface ................................................................................................................... 4-7
— Obstacle-free sector/surface — helidecks ...................................................................................... 4-8
— Limited obstacle surface — helidecks ........................................................................................... 4-9
4.2 Obstacle limitation requirements .......................................................................................................... 4-9
— Surface-level heliports ................................................................................................................... 4-9
— Elevated heliports........................................................................................................................... 4-14
— Helidecks ....................................................................................................................................... 4-14
— Shipboard heliports ........................................................................................................................ 4-15
CHAPTER 5. Visual aids ................................................................................................................................. 5-1
5.1 Indicators............................................................................................................................................... 5-1
5.1.1 Wind direction indicators........................................................................................................ 5-1
5.2 Markings and markers ........................................................................................................................... 5-2
5.2.1 Winching area marking ........................................................................................................... 5-2
5.2.2 Heliport identification marking............................................................................................... 5-3
5.2.3 Maximum allowable mass marking ........................................................................................ 5-3
5.2.4 D-value marking ..................................................................................................................... 5-6
5.2.5 Final approach and take-off area dimension(s) marking ......................................................... 5-8
5.2.6 Final approach and take-off area perimeter marking or markers for surface-level heliports .. 5-8
5.2.7 Final approach and take-off area designation markings for runway-type FATOs .................. 5-10
5.2.8 Aiming point marking ............................................................................................................. 5-10
5.2.9 Touchdown and lift-off area perimeter marking ..................................................................... 5-10
5.2.10 Touchdown/positioning marking ............................................................................................ 5-11
5.2.11 Heliport name marking ........................................................................................................... 5-12
5.2.12 Helideck obstacle-free sector (chevron) marking ................................................................... 5-13
5.2.13 Helideck and shipboard heliport surface marking .................................................................. 5-13
5.2.14 Helideck prohibited landing sector markings ......................................................................... 5-14
5.2.15 Helicopter ground taxiway markings and markers ................................................................. 5-14
5.2.16 Helicopter air taxiway markings and markers ........................................................................ 5-16
5.2.17 Helicopter stand markings ...................................................................................................... 5-17
5.2.18 Flight path alignment guidance marking ................................................................................ 5-19
5.3 Lights .................................................................................................................................................... 5-20
5.3.1 General.................................................................................................................................... 5-20
5.3.2 Heliport beacon ....................................................................................................................... 5-21
5.3.3 Approach lighting system ....................................................................................................... 5-23
14/11/13 (vi)
Table of contents Annex 14 — Aerodromes
Page
5.3.4 Flight path alignment guidance lighting system ..................................................................... 5-24
5.3.5 Visual alignment guidance system.......................................................................................... 5-25
5.3.6 Visual approach slope indicator .............................................................................................. 5-28
5.3.7 Final approach and take-off area lighting systems for surface-level heliports ........................ 5-31
5.3.8 Aiming point lights ................................................................................................................. 5-31
5.3.9 Touchdown and lift-off area lighting system .......................................................................... 5-32
5.3.10 Winching area floodlighting ................................................................................................... 5-34
5.3.11 Taxiway lights ........................................................................................................................ 5-34
5.3.12 Visual aids for denoting obstacles .......................................................................................... 5-34
5.3.13 Floodlighting of obstacles ....................................................................................................... 5-35
CHAPTER 6. Heliport services ....................................................................................................................... 6-1
6.1 Rescue and fire fighting ........................................................................................................................ 6-1
— General ........................................................................................................................................... 6-1
— Level of protection to be provided ................................................................................................. 6-1
— Extinguishing agents ...................................................................................................................... 6-2
— Rescue equipment .......................................................................................................................... 6-3
— Response time ................................................................................................................................ 6-3
APPENDIX 1. Aeronautical data quality requirements................................................................................ APP 1-1
APPENDIX 2. International Standards and Recommended Practices for instrument heliports with
non-precision and/or precision approaches and instrument departures........................................ APP 2-1
1. General .................................................................................................................................................. APP 2-1
2. Heliport data.......................................................................................................................................... APP 2-1
3. Physical characteristics ......................................................................................................................... APP 2-2
4. Obstacle environment ........................................................................................................................... APP 2-2
______________________
(vii) 14/11/13
Annex 14 — Aerodromes Volume II
ABBREVIATIONS AND SYMBOLS
(used in Annex 14, Volume II)
Abbreviations
APAPI Abbreviated precision approach path indicator
ASPSL Arrays of segmented point source lighting
cd Candela
cm Centimetre
FATO Final approach and take-off area
ft Foot
GNSS Global navigation satellite system
HAPI Helicopter approach path indicator
HFM Helicopter flight manual
Hz Hertz
kg Kilogram
km/h Kilometre per hour
kt Knot
L Litre
lb Pounds
LDAH Landing distance available
L/min Litre per minute
LOA Limited obstacle area
LOS Limited obstacle sector
LP Luminescent panel
m Metre
MAPt Missed approach point
MTOM Maximum take-off mass
OFS Obstacle-free sector
PAPI Precision approach path indicator
PinS Point-in-space
R/T Radiotelephony or radio communications
RTODAH Rejected take-off distance available
s Second
t Tonne (1 000 kg)
TLOF Touchdown and lift-off area
TODAH Take-off distance available
UCW Undercarriage width
VSS Visual segment surface
Symbols
° Degree
= Equals
% Percentage
Plus or minus
14/11/13 (viii)
Abbreviations and symbols; manuals Annex 14 — Aerodromes
MANUALS
(related to the specifications of this Annex)
Aerodrome Design Manual (Doc 9157)
Part 1 — Runways
Part 2 — Taxiways, Aprons and Holding Bays
Part 3 — Pavements
Part 4 — Visual Aids
Part 5 — Electrical Systems
Part 6 — Frangibility
Airport Planning Manual (Doc 9184)
Part 1 — Master Planning
Part 2 — Land Use and Environmental Control
Part 3 — Guidelines for Consultant/Construction Services
Airport Services Manual (Doc 9137)
Part 1 — Rescue and Fire Fighting
Part 2 — Pavement Surface Conditions
Part 3 — Wildlife Control and Reduction
Part 4 — Fog Dispersal (withdrawn)
Part 5 — Removal of Disabled Aircraft
Part 6 — Control of Obstacles
Part 7 — Airport Emergency Planning
Part 8 — Airport Operational Services
Part 9 — Airport Maintenance Practices
Heliport Manual (Doc 9261)
Manual of Surface Movement Guidance and Control Systems (SMGCS) (Doc 9476)
Manual on the ICAO Bird Strike Information System (IBIS) (Doc 9332)
Stolport Manual (Doc 9150)
______________________
(ix) 14/11/13
FOREWORD
Historical background
Standards and Recommended Practices for aerodromes were first adopted by the Council on 29 May 1951 pursuant to the
provisions of Article 37 of the Convention on International Civil Aviation (Chicago 1944) and designated as Annex 14 to the
Convention. The document containing these Standards and Recommended Practices is now designated as Annex 14,
Volume I, to the Convention. In general, Volume I addresses planning, design and operations of aerodromes but is not
specifically applicable to heliports.
Therefore, Volume II is being introduced as a means of including provisions for heliports. Proposals for comprehensive
Standards and Recommended Practices covering all aspects of heliport planning, design and operations have been developed
with the assistance of the ANC Visual Aids Panel and the ANC Helicopter Operations Panel.
Table A shows the origin of the provisions in this volume, together with a list of the principal subjects involved and the
dates on which the Annex was adopted by the Council, when it became effective and when it became applicable.
Action by Contracting States
Notification of differences. The attention of Contracting States is drawn to the obligation imposed by Article 38 of the
Convention by which Contracting States are required to notify the Organization of any differences between their national
regulations and practices and the International Standards contained in this Annex and any amendments thereto. Contracting
States are invited to extend such notification to any differences from Recommended Practices contained in this Annex and
any amendments thereto, when the notification of such differences is important for the safety of air navigation. Further,
Contracting States are invited to keep the Organization currently informed of any differences which may subsequently occur,
or of the withdrawal of any differences previously notified. A specified request for notification of differences will be sent to
Contracting States immediately after the adoption of each amendment to this Annex.
The attention of States is also drawn to the provisions of Annex 15 related to the publication of differences between their
national regulations and practices and the related ICAO Standards and Recommended Practices through the Aeronautical
Information Service, in addition to the obligation of States under Article 38 of the Convention.
Promulgation of information. The establishment and withdrawal of and changes to facilities, services and procedures
affecting aircraft operations provided in accordance with the Standards and Recommended Practices specified in this Annex
should be notified and take effect in accordance with the provisions of Annex 15.
Status of Annex components
An Annex is made up of the following component parts, not all of which, however, are necessarily found in every Annex;
they have the status indicated:
1. — Material comprising the Annex proper:
a) Standards and Recommended Practices adopted by the Council under the provisions of the Convention. They
are defined as follows:
ANNEX 14 — VOLUME II (xi) 14/11/13
Annex 14 — Aerodromes Volume II
Standard: Any specification for physical characteristics, configuration, matériel, performance, personnel or
procedure, the uniform application of which is recognized as necessary for the safety or regularity of
international air navigation and to which Contracting States will conform in accordance with the Convention; in
the event of impossibility of compliance, notification to the Council is compulsory under Article 38.
Recommended Practice: Any specification for physical characteristics, configuration, matériel, performance,
personnel or procedure, the uniform application of which is recognized as desirable in the interest of safety,
regularity or efficiency of international air navigation, and to which Contracting States will endeavour to
conform in accordance with the Convention.
b) Appendices comprising material grouped separately for convenience but forming part of the Standards and
Recommended Practices adopted by the Council.
c) Definitions of terms used in the Standards and Recommended Practices which are not self- explanatory in that
they do not have accepted dictionary meanings. A definition does not have independent status but is an essential
part of each Standard and Recommended Practice in which the term is used, since a change in the meaning of
the term would affect the specifications.
d) Tables and Figures which add to or illustrate a Standard or Recommended Practice and which are referred to
therein, form part of the associated Standard or Recommended Practice and have the same status.
2.— Material approved by the Council for publication in association with the Standards and Recommended Practices:
a) Forewords comprising historical and explanatory material based on the action of the Council and including an
explanation of the obligations of States with regard to the application of the Standards and Recommended
Practices ensuing from the Convention and the Resolution of Adoption.
b) Introductions comprising explanatory material introduced at the beginning of parts, chapters or sections of the
Annex to assist in the understanding of the application of the text.
c) Notes included in the text, where appropriate, to give factual information or references bearing on the Standards
or Recommended Practices in question, but not constituting part of the Standards or Recommended Practices.
d) Attachments comprising material supplementary to the Standards and Recommended Practices, or included as a
guide to their application.
Selection of language
This Annex has been adopted in six languages — English, Arabic, Chinese, French, Russian and Spanish. Each Contracting
State is requested to select one of those texts for the purpose of national implementation and for other effects provided for in
the Convention, either through direct use or through translation into its own national language, and to notify the Organization
accordingly.
Editorial practices
The following practice has been adhered to in order to indicate at a glance the status of each statement: Standards have been
printed in light face roman; Recommended Practices have been printed in light face italics, the status being indicated by the
prefix Recommendation; Notes have been printed in light face italics, the status being indicated by the prefix Note.
14/11/13 (xii)
Foreword Annex 14 — Aerodromes
The following editorial practice has been followed in the writing of specifications: for Standards the operative verb
“shall” is used, and for Recommended Practices the operative verb “should’’ is used.
The units of measurement used in this document are in accordance with the International System of Units (SI) as
specified in Annex 5 to the Convention on International Civil Aviation. Where Annex 5 permits the use of non-SI alternative
units these are shown in parentheses following the basic units. Where two sets of units are quoted it must not be assumed that
the pairs of values are equal and interchangeable. It may, however, be inferred that an equivalent level of safety is achieved
when either set of units is used exclusively.
Any reference to a portion of this document, which is identified by a number and/or title, includes all subdivisions of that
portion.
Table A. Amendments to Annex 14, Volume II
Adopted
Effective
Amendment Source(s) Subject(s) Applicable
1st Edition Fourth Meeting of the Physical characteristics; obstacle limitation surfaces; visual aids for visual 19 March 1990
ANC Helicopter meteorological conditions; rescue and fire fighting services. 30 July 1990
Operations Panel; 15 November 1990
Eleventh Meeting of the
ANC Visual Aids Panel
and Secretariat
1 Twelfth Meeting of the Standard geodetic reference system (WGS-84); frangibility; visual aids for 13 March 1995
(2nd Edition) ANC Visual Aids Panel helicopter non-precision approaches; and visual alignment guidance system. 24 July 1995
and Secretariat 19 November 1995
2 Air Navigation Aeronautical databases and vertical component of the World Geodetic 21 March 1997
Commission System — 1984 (WGS-84). 21 July 1997
16 November 1997
3 Fourteenth Meeting of the Definitions of calendar, datum, Gregorian calendar and obstacle; common 27 February 2004
ANC Visual Aids Panel reference systems; heliport dimensions and related information; touchdown and 12 July 2004
and Secretariat lift-off area lighting system; Appendix 1 — Aeronautical Data Quality 25 November 2004
Requirements.
4 First Meeting of the Introductory note; definitions of air transit route, declared distances, dynamic 14 March 2009
(3rd Edition) Aerodromes Panel load-bearing surface, final approach and take-off area, helicopter air taxiway, 20 July 2009
helicopter clearway, helicopter ground taxiway, helicopter stand, helideck, 19 November 2009
obstacle, protection area, rejected take-off area, shipboard heliport, static load-
bearing surface, taxi-route, touchdown and lift-off area, winching area;
applicability; physical characteristics for surface-level heliports, elevated
heliports, helidecks, and shipboard heliports; obstacle limitation surfaces and
sectors and requirements for helidecks and shipboard heliports; winching area
marking; heliport identification marking; maximum allowable mass marking;
maximum allowable D-value marking; touchdown and lift-off area marking;
touchdown/positioning marking; helideck obstacle-free sector marking; helideck
surface marking; and helideck prohibited landing sector marking.
(xiii) 14/11/130
Annex 14 — Aerodromes Volume II
Adopted
Effective
Amendment Source(s) Subject(s) Applicable
5 Second Meeting of the Definitions of D, helicopter taxi-route, helideck, heliport elevation, integrity 27 February 2013
(4rd Edition) Aerodromes Panel (AP/2) classification, point-in-space approach, point-in-space visual segment, runway- 15 July 2013
type FATO and surface-level heliport; applicability; integrity of aeronautical data; 14 November 2013
Secretariat supported by physical characteristics for surface-level heliports; helidecks, shipboard heliports;
the AIS to AIM Study obstacle environment, including obstacle limitation surfaces and sectors and
Group (AIS-AIMSG) obstacle limitation requirements; visual aids, including winching area marking,
heliport identification marking, maximum allowable mass marking, D-value
marking, final approach and take-off area dimension(s) marking, final approach
and take-off area perimeter marking or markers for surface-level heliports, aiming
point marking, touchdown/positioning marking, heliport name marking, helideck
obstacle-free sector (chevron) marking, helideck and shipboard heliport surface
marking, helideck prohibited landing sector markings, helicopter ground taxiway
markings and markers, helicopter air taxiway markings and markers; helicopter
stand markings; flight path alignment guidance marking, flight path alignment
guidance lighting system Appendix 1, Aeronautical Data Quality Requirements;
Appendix 2, International Standards and Recommended Practices for Instrument
Heliports with non-precision and/or precision Approaches and Instrument
Departures.
______________________
14/11/13 (xiv)
INTERNATIONAL STANDARDS
AND RECOMMENDED PRACTICES
CHAPTER 1. GENERAL
Introductory Note.— Annex 14, Volume II, contains Standards and Recommended Practices (specifications) that
prescribe the physical characteristics and obstacle limitation surfaces to be provided for at heliports, and certain facilities
and technical services normally provided at a heliport. It is not intended that these specifications limit or regulate the
operation of an aircraft.
When designing a heliport, the critical design helicopter, having the largest set of dimensions and the greatest maximum
take-off mass (MTOM) the heliport is intended to serve, would need to be considered.
It is to be noted that provisions for helicopter flight operations are contained in Annex 6, Part III.
1.1 Definitions
When the following terms are used in this volume, they have the meanings given below. Annex 14, Volume I, contains
definitions for those terms which are used in both volumes.
Accuracy. A degree of conformance between the estimated or measured value and the true value.
Note.— For measured positional data, the accuracy is normally expressed in terms of a distance from a stated position
within which there is a defined confidence of the true position falling.
Calendar. Discrete temporal reference system that provides the basis for defining temporal position to a resolution of one day
(ISO 19108*).
Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression of data that provides a level of
assurance against loss or alteration of data.
D. The largest overall dimension of the helicopter when rotor(s) are turning measured from the most forward position of the
main rotor tip path plane to the most rearward position of the tail rotor tip path plane or helicopter structure.
Note.— “D” is sometimes referred to in the text using the terminology “D-value”.
Data quality. A degree or level of confidence that the data provided meet the requirements of the data user in terms of
accuracy, resolution and integrity.
* ISO Standard 19108, Geographic information — Temporal schema
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Annex 14 — Aerodromes Volume II
Datum. Any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities
(ISO 19104).
Declared distances — heliports.
a) Take-off distance available (TODAH). The length of the FATO plus the length of helicopter clearway (if provided)
declared available and suitable for helicopters to complete the take-off.
b) Rejected take-off distance available (RTODAH). The length of the FATO declared available and suitable for
helicopters operated in performance class 1 to complete a rejected take-off.
c) Landing distance available (LDAH). The length of the FATO plus any additional area declared available and
suitable for helicopters to complete the landing manoeuvre from a defined height.
Dynamic load-bearing surface. A surface capable of supporting the loads generated by a helicopter conducting an
emergency touchdown on it.
Elevated heliport. A heliport located on a raised structure on land.
Ellipsoid height (Geodetic height). The height related to the reference ellipsoid, measured along the ellipsoidal outer normal
through the point in question.
Final approach and take-off area (FATO). A defined area over which the final phase of the approach manoeuvre to hover or
landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be used by
helicopters operated in performance class 1, the defined area includes the rejected take-off area available.
Geodetic datum. A minimum set of parameters required to define location and orientation of the local reference system with
respect to the global reference system/frame.
Geoid. The equipotential surface in the gravity field of the Earth which coincides with the undisturbed mean sea level (MSL)
extended continuously through the continents.
Note.— The geoid is irregular in shape because of local gravitational disturbances (wind tides, salinity, current, etc.)
and the direction of gravity is perpendicular to the geoid at every point.
Geoid undulation. The distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid.
Note.— In respect to the World Geodetic System — 1984 (WGS-84) defined ellipsoid, the difference between the WGS-84
ellipsoidal height and orthometric height represents WGS-84 geoid undulation.
Gregorian calendar. Calendar in general use; first introduced in 1582 to define a year that more closely approximates the
tropical year than the Julian calendar (ISO 19108***).
Note.— In the Gregorian calendar, common years have 365 days and leap years 366 days divided into twelve sequential
months.
Helicopter air taxiway. A defined path on the surface established for the air taxiing of helicopters.
Helicopter clearway. A defined area on the ground or water, selected and/or prepared as a suitable area over which a
helicopter operated in performance class 1 may accelerate and achieve a specific height.
ISO Standard 19104, Geographic information — Terminology
*** ISO Standard 19108, Geographic information — Temporal schema
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Chapter 1 Annex 14 — Aerodromes
Helicopter ground taxiway. A ground taxiway intended for the ground movement of wheeled undercarriage helicopters.
Helicopter stand. An aircraft stand which provides for parking a helicopter and where ground taxi operations are completed
or where the helicopter touches down and lifts off for air taxi operations.
Helicopter taxi-route. A defined path established for the movement of helicopters from one part of a heliport to another. A
taxi-route includes a helicopter air or ground taxiway which is centred on the taxi-route.
Helideck. A heliport located on a fixed or floating offshore facility such as an exploration and/or production unit used for the
exploitation of oil or gas.
Heliport. An aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and
surface movement of helicopters.
Heliport elevation. The elevation of the highest point of the FATO.
Integrity (aeronautical data). A degree of assurance that an aeronautical data and its value has not been lost nor altered since
the data origination or authorized amendment.
Integrity classification (aeronautical data). Classification based upon the potential risk resulting from the use of corrupted
data. Aeronautical data is classified as:
a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and
landing of an aircraft would be severely at risk with the potential for catastrophe;
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 potential for catastrophe; and
c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing
of an aircraft would be severely at risk with the potential for catastrophe.
Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that:
a) are located on an area intended for the surface movement of aircraft; or
b) extend above a defined surface intended to protect aircraft in flight; or
c) stand outside those defined surfaces and that have been assessed as being a hazard to air navigation.
Orthometric height. Height of a point related to the geoid, generally presented as an MSL elevation.
Point-in-space approach (PinS). The Point-in-space approach is based on GNSS and is an approach procedure designed for
helicopter only. It is aligned with a reference point located to permit subsequent flight manoeuvring or approach and
landing using visual manoeuvring in adequate visual conditions to see and avoid obstacles.
Point-in-space (PinS) visual segment. This is the segment of a helicopter PinS approach procedure from the MAPt to the
landing location for a PinS “proceed visually” procedure. This visual segment connects the Point-in-space (PinS) to the
landing location.
Note.— The procedure design criteria for a PinS approach and the detailed design requirements for a visual segment
are established in the Procedures for Air Navigation Services — Aircraft Operations, (PANS-OPS, Doc 8168).
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Annex 14 — Aerodromes Volume II
Protection area. An area within a taxi-route and around a helicopter stand which provides separation from objects, the FATO,
other taxi-routes and helicopter stands, for safe manoeuvring of helicopters.
Rejected take-off area. A defined area on a heliport suitable for helicopters operating in performance class 1 to complete a
rejected take-off.
Runway-type FATO. A FATO having characteristics similar in shape to a runway.
Safety area. A defined area on a heliport surrounding the FATO which is free of obstacles, other than those required for air
navigation purposes, and intended to reduce the risk of damage to helicopters accidentally diverging from the FATO.
Shipboard heliport. A heliport located on a ship that may be purpose or non-purpose-built. A purpose-built shipboard
heliport is one designed specifically for helicopter operations. A non-purpose-built shipboard heliport is one that utilizes
an area of the ship that is capable of supporting a helicopter but not designed specifically for that task.
Static load-bearing surface. A surface capable of supporting the mass of a helicopter situated upon it.
Station declination. An alignment variation between the zero degree radial of a VOR and true north, determined at the time
the VOR station is calibrated.
Surface-level heliport. A heliport located on the ground or on a structure on the surface of the water.
Touchdown and lift-off area (TLOF). An area on which a helicopter may touch down or lift off.
Winching area. An area provided for the transfer by helicopter of personnel or stores to or from a ship.
1.2 Applicability
Note.— The dimensions discussed in this Annex are based on consideration of single-main-rotor helicopters. For
tandem-rotor helicopters the heliport design will be based on a case-by-case review of the specific models using the basic
requirement for a safety area and protection areas specified in this Annex. The specifications of the main chapters of this
Annex are applicable for visual heliports that may or may not incorporate the use of a Point-in-space approach or departure.
Additional specifications for instrument heliports with non-precision and/or precision approaches and instrument departures
are detailed in Appendix 2. The specifications of this Annex are not applicable for water heliports (touchdown or lift-off on
the surface of the water).
1.2.1 The interpretation of some of the specifications in the Annex expressly requires the exercising of discretion, the
taking of a decision or the performance of a function by the appropriate authority. In other specifications, the expression
appropriate authority does not actually appear although its inclusion is implied. In both cases, the responsibility for whatever
determination or action is necessary shall rest with the State having jurisdiction over the heliport.
1.2.2 The specifications in Annex 14, Volume II, shall apply to all heliports intended to be used by helicopters in
international civil aviation. They shall apply equally to areas for the exclusive use of helicopters at an aerodrome primarily
meant for the use of aeroplanes. Where relevant, the provisions of Annex 14, Volume I, shall apply to the helicopter
operations being conducted at such an aerodrome.
1.2.3 Unless otherwise specified, the specification for a colour referred to within this volume shall be that contained in
Appendix 1 to Annex 14, Volume I.
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Chapter 1 Annex 14 — Aerodromes
1.3 Common reference systems
1.3.1 Horizontal reference system
World Geodetic System — 1984 (WGS-84) shall be used as the horizontal (geodetic) reference system. Reported
aeronautical geographical coordinates (indicating latitude and longitude) shall be expressed in terms of the WGS-84 geodetic
reference datum.
Note.— Comprehensive guidance material concerning WGS-84 is contained in the World Geodetic System — 1984
(WGS-84) Manual (Doc 9674).
1.3.2 Vertical reference system
Mean sea level (MSL) datum, which gives the relationship of gravity-related height (elevation) to a surface known as the
geoid, shall be used as the vertical reference system.
Note 1.— The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity
field of the Earth which coincides with the undisturbed MSL extended continuously through the continents.
Note 2.— Gravity-related heights (elevations) are also referred to as orthometric heights while distances of points above
the ellipsoid are referred to as ellipsoidal heights.
1.3.3 Temporal reference system
1.3.3.1 The Gregorian calendar and Coordinated Universal Time (UTC) shall be used as the temporal reference system.
1.3.3.2 When a different temporal reference system is used, this shall be indicated in GEN 2.1.2 of the Aeronautical
Information Publication (AIP).
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CHAPTER 2. HELIPORT DATA
2.1 Aeronautical data
2.1.1 Determination and reporting of heliport-related aeronautical data shall be in accordance with the accuracy and
integrity requirements set forth in Tables A1-1 to A1-5 contained in Appendix 1 while taking into account the established
quality system procedures. Accuracy requirements for aeronautical data are based upon a 95 per cent confidence level and in
that respect, three types of positional data shall be identified: surveyed points (e.g. FATO threshold), calculated points
(mathematical calculations from the known surveyed points of points in space, fixes) and declared points (e.g. flight
information region boundary points).
Note.— Specifications governing the quality system are given in Annex 15, Chapter 3.
2.1.2 Contracting States shall ensure that integrity of aeronautical data is maintained throughout the data process from
survey/origin to the next intended user. Based on the applicable integrity classification, the validation and verification
procedures shall:
a) for routine data: avoid corruption throughout the processing of the data;
b) for essential data: assure corruption does not occur at any stage of the entire process and may include additional
processes as needed to address potential risks in the overall system architecture to further assure data integrity at this
level; and
c) for critical data: assure corruption does not occur at any stage of the entire process and include additional integrity
assurance procedures to fully mitigate the effects of faults identified by thorough analysis of the overall system
architecture as potential data integrity risks.
Note.— Guidance material in respect to the processing of aeronautical data and aeronautical information is contained
in RTCA Document DO-200B and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-76B —
Standards for Processing Aeronautical Data.
2.1.3 Protection of electronic aeronautical data while stored or in transit shall be totally monitored by the cyclic
redundancy check (CRC). To achieve protection of the integrity level of critical and essential aeronautical data as classified
in 2.1.2, a 32- or 24-bit CRC algorithm shall apply respectively.
2.1.4 Recommendation.— To achieve protection of the integrity level of routine aeronautical data as classified in
2.1.2, a 16-bit CRC algorithm should apply.
Note.— Guidance material on the aeronautical data quality requirements (accuracy, resolution, integrity, protection and
traceability) is contained in the World Geodetic System — 1984 (WGS-84) Manual (Doc 9674). Supporting material in
respect of the provisions of Appendix 1 related to accuracy and integrity of aeronautical data is contained in RTCA
Document DO-201A and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-77 — Industry
Requirements for Aeronautical Information.
2.1.5 Geographical coordinates indicating latitude and longitude shall be determined and reported to the aeronautical
information services authority in terms of the World Geodetic System — 1984 (WGS-84) geodetic reference datum,
identifying those geographical coordinates which have been transformed into WGS-84 coordinates by mathematical means
and whose accuracy of original field work does not meet the requirements in Appendix 1, Table A1-1.
ANNEX 14 — VOLUME II 2-1 14/11/13
Annex 14 — Aerodromes Volume II
2.1.6 The order of accuracy of the field work shall be such that the resulting operational navigation data for the phases
of flight will be within the maximum deviations, with respect to an appropriate reference frame, as indicated in the tables
contained in Appendix 1.
2.1.7 In addition to the elevation (referenced to mean sea level) of the specific surveyed ground positions at heliports,
geoid undulation (referenced to the WGS-84 ellipsoid) for those positions as indicated in Appendix 1 shall be determined and
reported to the aeronautical information services authority.
Note 1.— An appropriate reference frame is that which enables WGS-84 to be realized on a given heliport and with
respect to which all coordinate data are related.
Note 2.— Specifications governing the publication of WGS-84 coordinates are given in Annex 4, Chapter 2, and
Annex 15, Chapter 3.
2.2 Heliport reference point
2.2.1 A heliport reference point shall be established for a heliport not collocated with an aerodrome.
Note.— When the heliport is collocated with an aerodrome, the established aerodrome reference point serves both
aerodrome and heliport.
2.2.2 The heliport reference point shall be located near the initial or planned geometric centre of the heliport and shall
normally remain where first established.
2.2.3 The position of the heliport reference point shall be measured and reported to the aeronautical information
services authority in degrees, minutes and seconds.
2.3 Heliport elevations
2.3.1 The heliport elevation and geoid undulation at the heliport elevation position shall be measured and reported to
the aeronautical information services authority to the accuracy of one-half metre or foot.
2.3.2 The elevation of the TLOF and/or the elevation and geoid undulation of each threshold of the FATO (where
appropriate) shall be measured and reported to the aeronautical information services authority to the accuracy of one-half
metre or foot.
Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates.
2.4 Heliport dimensions and related information
2.4.1 The following data shall be measured or described, as appropriate, for each facility provided on a heliport:
a) heliport type — surface-level, elevated, shipboard or helideck;
b) TLOF — dimensions to the nearest metre or foot, slope, surface type, bearing strength in tonnes (1 000 kg);
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Chapter 2 Annex 14 — Aerodromes
c) FATO — type of FATO, true bearing to one-hundredth of a degree, designation number (where appropriate), length
and width to the nearest metre or foot, slope, surface type;
d) safety area — length, width and surface type;
e) helicopter ground taxiway and helicopter air taxiway — designation, width, surface type;
f) apron — surface type, helicopter stands;
g) clearway — length, ground profile; and
h) visual aids for approach procedures, marking and lighting of FATO, TLOF, helicopter ground taxiways, helicopter
air taxiways and helicopter stands.
2.4.2 The geographical coordinates of the geometric centre of the TLOF and/or of each threshold of the FATO (where
appropriate) shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds
and hundredths of seconds.
2.4.3 The geographical coordinates of appropriate centre line points of helicopter ground taxiways and helicopter air
taxiways shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and
hundredths of seconds.
2.4.4 The geographical coordinates of each helicopter stand shall be measured and reported to the aeronautical
information services authority in degrees, minutes, seconds and hundredths of seconds.
2.4.5 The geographical coordinates of obstacles in Area 2 (the part within the heliport boundary) and in Area 3 shall be
measured and reported to the aeronautical information services authority in degrees, minutes, seconds and tenths of seconds.
In addition, the top elevation, type, marking and lighting (if any) of obstacles shall be reported to the aeronautical information
services authority.
Note 1.— See Annex 15, Appendix 8, for graphical illustrations of obstacle data collection surfaces and criteria used to
identify obstacles in Areas 2 and 3.
Note 2.— Appendix 1 to this Annex provides requirements for obstacle data determination in Areas 2 and 3.
Note 3.— Implementation of Annex 15, provisions 10.1.4 and 10.1.6, concerning the availability, as of 12 November
2015, of obstacle data according to Area 2 and Area 3 specifications would be facilitated by appropriate advance planning
for the collection and processing of such data.
2.5 Declared distances
The following distances to the nearest metre or foot shall be declared, where relevant, for a heliport:
a) take-off distance available;
b) rejected take-off distance available; and
c) landing distance available.
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Annex 14 — Aerodromes Volume II
2.6 Coordination between aeronautical
information services and heliport authorities
2.6.1 To ensure that aeronautical information services units obtain information to enable them to provide up-to-date
pre-flight information and to meet the need for in-flight information, arrangements shall be made between aeronautical
information services and heliport authorities responsible for heliport services to report to the responsible aeronautical
information services unit, with a minimum of delay:
a) information on heliport conditions;
b) the operational status of associated facilities, services and navigation aids within their area of responsibility;
c) any other information considered to be of operational significance.
2.6.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible
for such changes of the time needed by the aeronautical information service for the preparation, production and issue of
relevant material for promulgation. To ensure timely provision of the information to the aeronautical information service,
close coordination between those services concerned is therefore required.
2.6.3 Of a particular importance are changes to aeronautical information that affect charts and/or computer-based
navigation systems which qualify to be notified by the aeronautical information regulation and control (AIRAC) system, as
specified in Annex 15, Chapter 6 and Appendix 4. The predetermined, internationally agreed AIRAC effective dates in
addition to 14 days postage time shall be observed by the responsible heliport services when submitting the raw
information/data to aeronautical information services.
2.6.4 The heliport services responsible for the provision of raw aeronautical information/data to the aeronautical
information services shall do that while taking into account accuracy and integrity requirements for aeronautical data as
specified in Appendix 1 to this Annex.
Note 1.— Specifications for the issue of a NOTAM and SNOWTAM are contained in Annex 15, Chapter 5, and
Appendices 6 and 2, respectively.
Note 2.— The AIRAC information is distributed by the AIS at least 42 days in advance of the AIRAC effective dates with
the objective of reaching recipients at least 28 days in advance of the effective date.
Note 3.— The schedule of the predetermined internationally agreed AIRAC common effective dates at intervals of
28 days and guidance for the AIRAC use are contained in the Aeronautical Information Services Manual (Doc 8126,
Chapter 2, 2.6).
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CHAPTER 3. PHYSICAL CHARACTERISTICS
3.1 Surface-level heliports
Note 1.— The provisions given in this section are based on the design assumption that no more than one helicopter will
be in the FATO at the same time.
Note 2.— The design provisions given in this section assume when conducting operations to a FATO in proximity to
another FATO, these operations will not be simultaneous. If simultaneous helicopter operations are required, appropriate
separation distances between FATOs need to be determined, giving due regard to such issues as rotor downwash and
airspace, and ensuring the flight paths for each FATO, defined in Chapter 4, do not overlap.
Note 3.— The specifications for ground taxi-routes and air taxi-routes are intended for the safety of simultaneous
operations during the manoeuvring of helicopters. However, the wind velocity induced by the rotor downwash might have to
be considered.
Final approach and take-off areas
3.1.1 A surface-level heliport shall be provided with at least one final approach and take-off area (FATO).
Note.— A FATO may be located on or near a runway strip or taxiway strip.
3.1.2 A FATO shall be obstacle free.
3.1.3 The dimensions of a FATO shall be:
a) where intended to be used by helicopters operated in performance class 1, as prescribed in the helicopter flight
manual (HFM) except that, in the absence of width specifications, the width shall be not less than the greatest
overall dimension (D) of the largest helicopter the FATO is intended to serve;
b) where intended to be used by helicopters operated in performance class 2 or 3, of sufficient size and shape to contain
an area within which can be drawn a circle of diameter not less than:
1) 1 D of the largest helicopter when the maximum take-off mass (MTOM) of helicopters the FATO is intended to
serve is more than 3 175 kg;
2) 0.83 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is 3 175 kg or
less.
Note.— The term FATO is not used in the HFM. The minimum landing/take-off area specified in the HFM for the
appropriate performance class 1 flight profile is necessary to determine the size of the FATO. However, for vertical take-off
procedures in performance class 1, the required rejected take-off area is not normally quoted in the HFM, and it will be
necessary to obtain information which includes complete containment — this figure will always be greater than 1 D.
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Annex 14 — Aerodromes Volume II
3.1.4 Recommendation.— Where intended to be used by helicopters operated in performance class 2 or 3 with
MTOM of 3 175 kg or less, the FATO should be of sufficient size and shape to contain an area within which can be drawn a
circle of diameter not less than 1 D.
Note.— Local conditions, such as elevation and temperature, may need to be considered when determining the size of a
FATO. Guidance is given in the Heliport Manual (Doc 9261).
3.1.5 The FATO shall provide rapid drainage but the mean slope in any direction shall not exceed 3 per cent. No
portion of a FATO shall have a local slope exceeding:
a) 5 per cent where the heliport is intended to be used by helicopters operated in performance class 1; and
b) 7 per cent where the heliport is intended to be used by helicopters operated in performance class 2 or 3.
3.1.6 The surface of the FATO shall:
a) be resistant to the effects of rotor downwash;
b) be free of irregularities that would adversely affect the take-off or landing of helicopters; and
c) have bearing strength sufficient to accommodate a rejected take-off by helicopters operated in performance class 1.
3.1.7 The surface of a FATO surrounding a touchdown and lift-off area (TLOF) intended for use by helicopters
operated in performance classes 2 and 3 shall be static load-bearing.
3.1.8 Recommendation.— The FATO should provide ground effect.
3.1.9 Recommendation.— The FATO should be located so as to minimize the influence of the surrounding
environment, including turbulence, which could have an adverse impact on helicopter operations.
Note.— Guidance on determining the influence of turbulence is given in the Heliport Manual (Doc 9261). If turbulence
mitigating design measures are warranted but not practical, operational limitations may need to be considered under certain
wind conditions.
Helicopter clearways
Note.— A helicopter clearway would need to be considered when the heliport is intended to be used by helicopters
operating in performance class 1. See the Heliport Manual (Doc 9261).
3.1.10 When a helicopter clearway is provided, it shall be located beyond the end of the FATO.
3.1.11 Recommendation.— The width of a helicopter clearway should not be less than that of the associated safety
area. (See Figure 3-1.)
3.1.12 Recommendation.— The ground in a helicopter clearway should not project above a plane having an upward
slope of 3 per cent, the lower limit of this plane being a horizontal line which is located on the periphery of the FATO.
3.1.13 Recommendation.— An object situated in a helicopter clearway, which may endanger helicopters in the air,
should be regarded as an obstacle and should be removed.
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Chapter 3 Annex 14 — Aerodromes
Safety area = at least 3 m or 0.25 D
(each side for quadrilateral,
every direction for circular)
FATO + safety area =
minimum 2 D FATO
Figure 3-1. FATO and associated safety area
Touchdown and lift-off areas
3.1.14 At least one TLOF shall be provided at a heliport.
3.1.15 One TLOF shall be located within the FATO or one or more TLOFs shall be collocated with helicopter stands.
For runway-type FATOs, additional TLOFs located in the FATO are acceptable.
Note.— For further guidance see the Heliport Manual (Doc 9261).
3.1.16 The TLOF shall be of sufficient size to contain a circle of diameter of at least 0.83 D of the largest helicopter the
area is intended to serve.
Note.— A TLOF may be any shape.
3.1.17 Slopes on a TLOF shall be sufficient to prevent accumulation of water on the surface of the area, but shall not
exceed 2 per cent in any direction.
3.1.18 Where the TLOF is within the FATO, the TLOF shall be dynamic load-bearing.
3.1.19 Where a TLOF is collocated with a helicopter stand, the TLOF shall be static load-bearing and be capable of
withstanding the traffic of helicopters that the area is intended to serve.
3.1.20 Where a TLOF is located within a FATO which can contain a circle of diameter more than 1 D, the centre of the
TLOF shall be located not less than 0.5 D from the edge of the FATO.
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Safety areas
3.1.21 A FATO shall be surrounded by a safety area which need not be solid.
3.1.22 A safety area surrounding a FATO shall extend outwards from the periphery of the FATO for a distance of at
least 3 m or 0.25 D, whichever is greater, of the largest helicopter the FATO is intended to serve and:
a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral; or
b) the outer diameter of the safety area shall be at least 2 D where the FATO is circular.
(See Figure 3-1.)
3.1.23 There shall be a protected side slope rising at 45 degrees from the edge of the safety area to a distance of 10 m,
whose surface shall not be penetrated by obstacles, except that when obstacles are located to one side of the FATO only, they
may be permitted to penetrate the side slope surface.
Note.— When only a single approach and take-off climb surface is provided, the need for specific protected side slopes
would be addressed in the aeronautical study required in 4.2.7.
3.1.24 No fixed object shall be permitted above the plane of the FATO on a safety area, except for frangible objects,
which, because of their function, must be located on the area. No mobile object shall be permitted on a safety area during
helicopter operations.
3.1.25 Objects whose function requires them to be located on the safety area shall not:
a) if located at a distance of less than 0.75 D from the centre of the FATO, penetrate a plane at a height of 5 cm above
the plane of the FATO; and
b) if located at a distance of 0.75 D or more from the centre of the FATO, penetrate a plane originating at a height of
25 cm above the plane of the FATO and sloping upwards and outwards at a gradient of 5 per cent.
3.1.26 The surface of the safety area, when solid, shall not exceed an upward slope of 4 per cent outwards from the
edge of the FATO.
3.1.27 Where applicable, the surface of the safety area shall be treated to prevent flying debris caused by rotor
downwash.
3.1.28 When solid, the surface of the safety area abutting the FATO shall be continuous with the FATO.
Helicopter ground taxiways and helicopter ground taxi-routes
Note 1.— A helicopter ground taxiway is intended to permit the surface movement of a wheeled helicopter under its own
power.
Note 2.— When a taxiway is intended for use by aeroplanes and helicopters, the provisions for taxiways for aeroplanes
and helicopter ground taxiways will be taken into consideration and the more stringent requirements will be applied.
3.1.29 The width of a helicopter ground taxiway shall not be less than 1.5 times the largest width of the undercarriage
(UCW) of the helicopters the helicopter ground taxiway is intended to serve. (See Figure 3-2.)
3.1.30 The longitudinal slope of a helicopter ground taxiway shall not exceed 3 per cent.
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Ground taxiway = 1.5 UCW
Ground taxi-route =
1.5 × largest overall width
Protection area
Figure 3-2. Helicopter ground taxi-route/taxiway
3.1.31 A helicopter ground taxiway shall be static load-bearing and be capable of withstanding the traffic of the
helicopters the helicopter ground taxiway is intended to serve.
3.1.32 A helicopter ground taxiway shall be centred on a ground taxi-route.
3.1.33 A helicopter ground taxi-route shall extend symmetrically on each side of the centre line for at least 0.75 times
the largest overall width of the helicopters it is intended to serve.
Note.— The part of the helicopter ground taxi-route that extends symmetrically on each side of the centre line from
0.5 times the largest overall width of the helicopters it is intended to serve to the outermost limit of the helicopter ground
taxi-route is its protection area.
3.1.34 No fixed object shall be permitted above the surface of the ground on a helicopter ground taxi-route, except for
frangible objects, which, because of their function, must be located thereon. No mobile object shall be permitted on a ground
taxi-route during helicopter movements.
3.1.35 Objects whose function requires them to be located on a helicopter ground taxi-route shall not:
a) be located at a distance of less than 50 cm from the edge of the helicopter ground taxiway; and
b) penetrate a plane originating at a height of 25 cm above the plane of the helicopter ground taxiway, at a distance of
50 cm from the edge of the helicopter ground taxiway and sloping upwards and outwards at a gradient of 5 per cent.
3.1.36 The helicopter ground taxiway and the helicopter ground taxi-route shall provide rapid drainage but the
helicopter ground taxiway transverse slope shall not exceed 2 per cent.
3.1.37 The surface of a helicopter ground taxi-route shall be resistant to the effect of rotor downwash.
3.1.38 For simultaneous operations, the helicopter ground taxi-routes shall not overlap.
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Helicopter air taxiways and helicopter air taxi-routes
Note.— A helicopter air taxiway is intended to permit the movement of a helicopter above the surface at a height
normally associated with ground effect and at ground speed less than 37km/h (20 kt).
3.1.39 The width of a helicopter air taxiway shall be at least two times the largest width of the undercarriage (UCW) of
the helicopters that the helicopter air taxiway is intended to serve. (See Figure 3-3.)
3.1.40 Recommendation.— The surface of a helicopter air taxiway should be static load-bearing.
3.1.41 Recommendation.— The slopes of the surface of a helicopter air taxiway should not exceed the slope landing
limitations of the helicopters the helicopter air taxiway is intended to serve. In any event the transverse slope should not
exceed 10 per cent and the longitudinal slope should not exceed 7 per cent.
3.1.42 A helicopter air taxiway shall be centred on an air taxi-route.
3.1.43 A helicopter air taxi-route shall extend symmetrically on each side of the centre line for a distance at least equal
to the largest overall width of the helicopters it is intended to serve.
Note.— The part of the helicopter air taxi-route that extends symmetrically on each side of the centre line from 0.5 times
the largest overall width of the helicopters it is intended to serve to the outermost limit of the helicopter air taxi-route is its
protection area.
3.1.44 No fixed object shall be permitted above the surface of the ground on an air taxi-route, except for frangible
objects, which, because of their function, must be located thereon. No mobile object shall be permitted on an air taxi-route
during helicopter movements.
Air taxiway = 2 UCW
Air taxi-route =
2 × largest overall width
Protection area
Figure 3-3. Helicopter air taxi-route/taxiway
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Chapter 3 Annex 14 — Aerodromes
3.1.45 Objects above ground level whose function requires them to be located on a helicopter air taxi-route shall not:
a) be located at a distance of less than 1 m from the edge of the helicopter air taxiway; and
b) penetrate a plane originating at a height of 25 cm above the plane of the helicopter air taxiway, at a distance of 1 m
from the edge of the helicopter air taxiway and sloping upwards and outwards at a gradient of 5 per cent.
3.1.46 Recommendation.— Objects above ground level whose function requires them to be located on a helicopter
air taxi-route should not:
a) be located at a distance of less than 0.5 times the largest overall width of the helicopter for which the helicopter air
taxi-route is designed from the centre line of the helicopter air taxiway; and
b) penetrate a plane originating at a height of 25 cm above the plane of the helicopter air taxiway, at a distance of
0.5 times the largest overall width of the helicopter for which the helicopter air taxi-route is designed from the
centre line of the helicopter air taxiway, and sloping upwards and outwards at a gradient of 5 per cent.
3.1.47 The surface of a helicopter air taxi-route shall be resistant to the effect of rotor downwash.
3.1.48 The surface of a helicopter air taxi-route shall provide ground effect.
3.1.49 For simultaneous operations, the helicopter air taxi-routes shall not overlap.
Helicopter stands
Note.— The provisions of this section do not specify the location for helicopter stands but allow a high degree of
flexibility in the overall design of the heliport. However, it is not considered good practice to locate helicopter stands under a
flight path. See the Heliport Manual (Doc 9261) for further guidance.
3.1.50 When a TLOF is collocated with a helicopter stand, the protection area of the stand shall not overlap the
protection area of any other helicopter stand or associated taxi route.
3.1.51 The helicopter stand shall provide rapid drainage but the slope in any direction shall not exceed 2 per cent.
Note.— The requirements on the dimensions of helicopter stands assume the helicopter will turn in a hover when
operating over a stand.
3.1.52 A helicopter stand intended to be used by helicopters turning in a hover shall be of sufficient size to contain a
circle of diameter of at least 1.2 D of the largest helicopter the stand is intended to serve. (See Figure 3-4.)
3.1.53 Where a helicopter stand is intended to be used for taxi-through and where the helicopter using the stand is not
required to turn, the minimum width of the stand and associated protection area shall be that of the taxi-route.
3.1.54 Where a helicopter stand is intended to be used for turning, the minimum dimension of the stand and protection
area shall be not less than 2 D.
3.1.55 Where a helicopter stand is intended to be used for turning, it shall be surrounded by a protection area which
extends for a distance of 0.4 D from the edge of the helicopter stand.
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Annex 14 — Aerodromes Volume II
0.83 D central zone
Touchdown/positioning marking
0.4 D Protection zone
Stand = 1.2 D
Figure 3-4. Helicopter stand and associated protection area
3.1.56 For simultaneous operations, the protection areas of helicopter stands and their associated taxi-routes shall not
overlap. (See Figure 3-5.)
Note.— Where non-simultaneous operations are envisaged, the protection areas of helicopter stands and their
associated taxi-routes may overlap. (See Figure 3-6.)
3.1.57 A helicopter stand and associated protection area intended to be used for air taxiing shall provide ground effect.
3.1.58 No fixed object shall be permitted above the surface of the ground on a helicopter stand.
3.1.59 No fixed object shall be permitted above the surface of the ground in the protection area around a helicopter
stand except for frangible objects, which because of their function, must be located there.
3.1.60 No mobile object shall be permitted on a helicopter stand and the associated protection area during helicopter
movements.
3.1.61 Objects whose function requires them to be located in the protection area shall not:
a) if located at a distance of less than 0.75 D from the centre of the helicopter stand, penetrate a plane at a height of
5 cm above the plane of the central zone; and
b) if located at a distance of 0.75 D or more from the centre of the helicopter stand, penetrate a plane at a height of
25 cm above the plane of the central zone and sloping upwards and outwards at a gradient of 5 per cent.
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Chapter 3 Annex 14 — Aerodromes
2D
2 × largest overall width
Figure 3-5. Helicopter stands designed for hover turns with
air taxi-routes/taxiways — simultaneous operations
2D
2 × largest overall width
Figure 3-6. Helicopter stands designed for hover turns with
air taxi-routes/taxiways — non-simultaneous operations
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3.1.62 The central zone of a helicopter stand shall be capable of withstanding the traffic of helicopters it is intended to
serve and have a static load-bearing area:
a) of diameter not less than 0.83 D of the largest helicopter it is intended to serve; or
b) for a helicopter stand intended to be used for taxi-through, and where the helicopter using the stand is not required to
turn, the same width as the helicopter ground taxiway.
Note.— For a helicopter stand intended to be used for turning on the ground by wheeled helicopters, the dimension of
the helicopter stand, including the dimension of the central zone, would need to be significantly increased. See the Heliport
Manual (Doc 9261) for further guidance.
Location of a final approach and take-off area
in relation to a runway or taxiway
3.1.63 Where a FATO is located near a runway or taxiway, and where simultaneous operations are planned, the
separation distance between the edge of a runway or taxiway and the edge of a FATO shall not be less than the appropriate
dimension in Table 3-1.
3.1.64 Recommendation.— A FATO should not be located:
a) near taxiway intersections or holding points where jet engine efflux is likely to cause high turbulence; or
b) near areas where aeroplane vortex wake generation is likely to exist.
3.2 Elevated heliports
Note 1.— The dimensions of the taxi-routes and helicopter stands include a protection area.
Note 2.— Guidance on structural design for elevated heliports is given in the Heliport Manual (Doc 9261).
3.2.1 In the case of elevated heliports, design considerations of the different elements of the heliport shall take into
account additional loading resulting from the presence of personnel, snow, freight, refuelling, fire fighting equipment, etc.
Table 3-1. FATO minimum separation distance
Distance between
FATO edge and
runway edge or
If aeroplane mass and/or helicopter mass are taxiway edge
up to but not including 3 175 kg 60 m
3 175 kg up to but not including 5 760 kg 120 m
5 760 kg up to but not including 100 000 kg 180 m
100 000 kg and over 250 m
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Chapter 3 Annex 14 — Aerodromes
Final approach and take-off areas and
touchdown and lift-off areas
Note.— On elevated heliports it is presumed that the FATO and one TLOF will be coincidental.
3.2.2 An elevated heliport shall be provided with one FATO.
3.2.3 A FATO shall be obstacle free.
3.2.4 The dimensions of the FATO shall be:
a) where intended to be used by helicopters operated in performance class 1, as prescribed in the helicopter flight
manual (HFM) except that, in the absence of width specifications, the width shall be not less than 1 D of the largest
helicopter the FATO is intended to serve;
b) where intended to be used by helicopters operated in performance class 2 or 3, of sufficient size and shape to contain
an area within which can be drawn a circle of diameter not less than:
1) 1 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is more than
3 175 kg;
2) 0.83 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is 3 175 kg or
less.
3.2.5 Recommendation.— Where intended to be used by helicopters operated in performance class 2 or 3 with
MTOM of 3 175 kg or less, the FATO should be of sufficient size and shape to contain an area within which can be drawn a
circle of diameter not less than 1 D.
Note.— Local conditions, such as elevation and temperature, may need to be considered when determining the size of a
FATO. Guidance is given in the Heliport Manual (Doc 9261).
3.2.6 Slopes on a FATO at an elevated heliport shall be sufficient to prevent accumulation of water on the surface of
the area, but shall not exceed 2 per cent in any direction.
3.2.7 The FATO shall be dynamic load-bearing.
3.2.8 The surface of the FATO shall be:
a) resistant to the effects of rotor downwash; and
b) free of irregularities that would adversely affect the take-off or landing of helicopters.
3.2.9 Recommendation.— The FATO should provide ground effect.
Helicopter clearways
3.2.10 When a helicopter clearway is provided, it shall be located beyond the end of the rejected take-off area available.
3.2.11 Recommendation.— The width of a helicopter clearway should not be less than that of the associated safety
area.
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3.2.12 Recommendation.— When solid, the surface of the helicopter clearway should not project above a plane
having an upward slope of 3 per cent, the lower limit of this plane being a horizontal line which is located on the periphery
of the FATO.
3.2.13 Recommendation.— An object situated on a helicopter clearway which may endanger helicopters in the air
should be regarded as an obstacle and should be removed.
Touchdown and lift-off areas
3.2.14 One TLOF shall be coincidental with the FATO.
Note.— Additional TLOFs may be collocated with helicopter stands.
3.2.15 For a TLOF coincidental with the FATO, the dimensions and the characteristics of the TLOF shall be the same
as those of the FATO.
3.2.16 When the TLOF is collocated with a helicopter stand, the TLOF shall be of sufficient size to contain a circle of
diameter of at least 0.83 D of the largest helicopter the area is intended to serve.
3.2.17 Slopes on a TLOF collocated with a helicopter stand shall be sufficient to prevent accumulation of water on the
surface of the area, but shall not exceed 2 per cent in any direction.
3.2.18 When the TLOF is collocated with a helicopter stand and intended to be used by ground taxiing helicopters only,
the TLOF shall at least be static load-bearing and be capable of withstanding the traffic of the helicopters the area is intended
to serve.
3.2.19 When the TLOF is collocated with a helicopter stand and intended to be used by air taxiing helicopters, the
TLOF shall have a dynamic load-bearing area.
Safety areas
3.2.20 The FATO shall be surrounded by a safety area which need not be solid.
3.2.21 A safety area surrounding a FATO intended to be used by helicopters operated in performance class 1 in
visual meteorological conditions (VMC) shall extend outwards from the periphery of the FATO for a distance of at least 3 m
or 0.25 D, whichever is greater, of the largest helicopter the FATO is intended to serve and:
a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral; or
b) the outer diameter of the safety area shall be at least 2 D where the FATO is circular.
3.2.22 A safety area surrounding a FATO intended to be used by helicopters operated in performance class 2 or 3 in
visual meteorological conditions (VMC) shall extend outwards from the periphery of the FATO for a distance of at least 3 m
or 0.5 D, whichever is the greater, of the largest helicopter the FATO is intended to serve and:
a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral; or
b) the outer diameter of the safety area shall be at least 2 D where the FATO is circular.
3.2.23 There shall be a protected side slope rising at 45 degrees from the edge of the safety area to a distance of 10 m,
whose surface shall not be penetrated by obstacles, except that when obstacles are located to one side of the FATO only, they
may be permitted to penetrate the side slope surface.
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Chapter 3 Annex 14 — Aerodromes
3.2.24 No fixed object shall be permitted on a safety area, except for frangible objects, which, because of their function,
must be located on the area. No mobile object shall be permitted on a safety area during helicopter operations.
3.2.25 Objects whose function require them to be located on the safety area shall not exceed a height of 25 cm when
located along the edge of the FATO nor penetrate a plane originating at a height of 25 cm above the edge of the FATO and
sloping upwards and outwards from the edge of the FATO at a gradient of 5 per cent.
3.2.26 Recommendation.— In the case of a FATO of diameter less than 1 D, the maximum height of the objects
whose functions require them to be located on the safety area should not exceed a height of 5 cm.
3.2.27 The surface of the safety area, when solid, shall not exceed an upward slope of 4 per cent outwards from the
edge of the FATO.
3.2.28 Where applicable, the surface of the safety area shall be prepared in a manner to prevent flying debris caused by
rotor downwash.
3.2.29 The surface of the safety area abutting the FATO shall be continuous with the FATO.
Helicopter ground taxiways and ground taxi-routes
Note.— The following specifications are intended for the safety of simultaneous operations during the manoeuvring of
helicopters. However, the wind velocity induced by the rotor downwash might have to be considered.
3.2.30 The width of a helicopter ground taxiway shall not be less than 2 times the largest width of the undercarriage
(UCW) of the helicopters the ground taxiway is intended to serve.
3.2.31 The longitudinal slope of a helicopter ground taxiway shall not exceed 3 per cent.
3.2.32 A helicopter ground taxiway shall be static load-bearing and be capable of withstanding the traffic of the
helicopters the helicopter ground taxiway is intended to serve.
3.2.33 A helicopter ground taxiway shall be centred on a ground taxi-route.
3.2.34 A helicopter ground taxi-route shall extend symmetrically on each side of the centre line to a distance not less
than the largest overall width of the helicopters it is intended to serve.
3.2.35 No objects shall be permitted on a helicopter ground taxi-route, except for frangible objects, which, because of
their function, must be located there.
3.2.36 The helicopter ground taxiway and the ground taxi-route shall provide rapid drainage but the helicopter ground
taxiway transverse slope shall not exceed 2 per cent.
3.2.37 The surface of a helicopter ground taxi-route shall be resistant to the effect of rotor downwash.
Helicopter air taxiways and air taxi-routes
Note.— A helicopter air taxiway is intended to permit the movement of a helicopter above the surface at a height
normally associated with ground effect and at ground speed less than 37 km/h (20 kt).
3.2.38 The width of a helicopter air taxiway shall be at least three times the largest width of the undercarriage (UCW)
of the helicopters the air taxiway is intended to serve.
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3.2.39 The surface of a helicopter air taxiway shall be dynamic load-bearing.
3.2.40 The transverse slope of the surface of a helicopter air taxiway shall not exceed 2 per cent and the longitudinal
slope shall not exceed 7 per cent. In any event, the slopes shall not exceed the slope landing limitations of the helicopters the
air taxiway is intended to serve.
3.2.41 A helicopter air taxiway shall be centred on an air taxi-route.
3.2.42 A helicopter air taxi-route shall extend symmetrically on each side of the centre line to a distance not less than
the largest overall width of the helicopters it is intended to serve.
3.2.43 No objects shall be permitted on an air taxi-route, except for frangible objects, which, because of their function,
must be located thereon.
3.2.44 The surface of an air taxi-route shall be resistant to the effect of rotor downwash.
3.2.45 The surface of an air taxi-route shall provide ground effect.
Aprons
3.2.46 The slope in any direction on a helicopter stand shall not exceed 2 per cent.
3.2.47 A helicopter stand shall be of sufficient size to contain a circle of diameter of at least 1.2 D of the largest
helicopters the stand is intended to serve.
3.2.48 If a helicopter stand is used for taxi-through, the minimum width of the stand and associated protection area
shall be that of the taxi-route.
3.2.49 When a helicopter stand is used for turning, the minimum dimension of the stand and protection area shall be
not less than 2 D.
3.2.50 When a helicopter stand is used for turning, it shall be surrounded by a protection area which extends for a
distance of 0.4 D from the edge of the helicopter stand.
3.2.51 For simultaneous operations, the protection area of helicopter stands and their associated taxi-routes shall not
overlap.
Note.— Where non-simultaneous operations are envisaged, the protection area of helicopter stands and their associated
taxi-routes may overlap.
3.2.52 When intended to be used for ground taxi operations by wheeled helicopters, the dimensions of a helicopter
stand shall take into account the minimum turn radius of the wheeled helicopters the stand is intended to serve.
3.2.53 A helicopter stand and associated protection area intended to be used for air taxiing shall provide ground effect.
3.2.54 No fixed objects shall be permitted on a helicopter stand and the associated protection area.
3.2.55 The central zone of the helicopter stand shall be capable of withstanding the traffic of the helicopters it is
intended to serve and have a load-bearing area:
a) of diameter not less than 0.83 D of the largest helicopter it is intended to serve; or
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b) for a helicopter stand intended to be used for ground taxi-through, the same width as the ground taxiway.
3.2.56 The central zone of a helicopter stand intended to be used for ground taxiing only shall be static load-bearing.
3.2.57 The central zone of a helicopter stand intended to be used for air taxiing shall be dynamic load-bearing.
Note.— For a helicopter stand intended to be used for turning on the ground, the dimension of the central zone might
have to be increased.
3.3 Helidecks
Note.— The following specifications are for helidecks located on structures engaged in such activities as mineral
exploitation, research or construction. See 3.4 for shipboard heliport provisions.
Final approach and take-off areas and
touchdown and lift-off areas
Note 1.— For helidecks that have a 1 D or larger FATO it is presumed that the FATO and the TLOF will always occupy
the same space and have the same load bearing characteristics so as to be coincidental. For helidecks that are less than 1 D,
the reduction in size is only applied to the TLOF which is a load bearing area. In this case, the FATO remains at 1 D but the
portion extending beyond the TLOF perimeter need not be load bearing for helicopters. The TLOF and the FATO may be
assumed to be collocated.
Note 2.— Guidance on the effects of airflow direction and turbulence, prevailing wind velocity and high temperatures
from gas turbine exhausts or flare-radiated heat on the location of the FATO is given in the Heliport Manual (Doc 9261).
3.3.1 The specifications in paragraphs 3.3.14 and 3.3.15 shall be applicable for helidecks completed on or after
1 January 2012.
3.3.2 A helideck shall be provided with one FATO and one coincident or collocated TLOF.
3.3.3 A FATO may be any shape but shall be of sufficient size to contain an area within which can be accommodated a
circle of diameter of not less than 1 D of the largest helicopter the helideck is intended to serve.
3.3.4 A TLOF may be any shape but shall be of sufficient size to contain:
a) for helicopters with an MTOM of more than 3 175 kg, an area within which can be accommodated a circle of
diameter not less than 1 D of the largest helicopter the helideck is intended to serve; and
b) for helicopters with an MTOM of 3 175 kg or less, an area within which can be accommodated a circle of diameter
not less than 0.83 D of the largest helicopter the helideck is intended to serve.
3.3.5 Recommendation.— For helicopters with a MTOM of 3175 kg or less, the TLOF should be of sufficient size to
contain an area within which can be accommodated a circle of diameter of not less than 1 D of the largest helicopter the
helideck is intended to serve.
3.3.6 A helideck shall be arranged to ensure that a sufficient and unobstructed air-gap is provided which encompasses
the full dimensions of the FATO.
Note.— Specific guidance on the characteristics of an air-gap is given in the Heliport Manual (Doc 9261). As a general
rule, except for shallow superstructures of three stories or less, a sufficient air-gap will be at least 3 m.
3-15 14/11/13
Annex 14 — Aerodromes Volume II
3.3.7 Recommendation.— The FATO should be located so as to avoid, as far as is practicable, the influence of
environmental effects, including turbulence, over the FATO, which could have an adverse impact on helicopter operations.
3.3.8 The TLOF shall be dynamic load-bearing.
3.3.9 The TLOF shall provide ground effect.
3.3.10 No fixed object shall be permitted around the edge of the TLOF except for frangible objects, which, because of
their function, must be located thereon.
3.3.11 For any TLOF designed for use by helicopters having a D-value of greater than 16.0 m, objects in the obstacle-
free sector whose function requires them to be located on the edge of the TLOF shall not exceed a height of 25 cm.
3.3.12 For any TLOF designed for use by helicopters having a D-value of 16.0 m or less, objects in the obstacle-free
sector whose function requires them to be located on the edge of the TLOF, shall not exceed a height of 5 cm.
3.3.13 For any TLOF having dimensions of less than 1 D, the maximum height of such objects in the obstacle-free
sector whose function requires them to be located on the edge of the TLOF shall not exceed a height of 5 cm.
Note.— Lighting that is mounted at a height of less than 25 cm is typically assessed for adequacy of visual cues before
and after installation.
3.3.14 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a
height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters.
Note.— Examples of potential hazards include nets or raised fittings on the deck that might induce dynamic rollover for
helicopters equipped with skids.
3.3.15 Safety devices such as safety nets or safety shelves shall be located around the edge of a helideck but shall not
exceed the height of the TLOF.
3.3.16 The surface of the TLOF shall be skid-resistant to both helicopters and persons and be sloped to prevent pooling
of water.
Note.— Guidance on rendering the surface of the TLOF skid-resistant is contained in the Heliport Manual (Doc 9261).
3.4 Shipboard heliports
3.4.1 The specifications in paragraph 3.4.16 and 3.4.17 shall be applicable to shipboard heliports completed on or after
1 January 2012 and 1 January 2015, respectively.
3.4.2 When helicopter operating areas are provided in the bow or stern of a ship or are purpose-built above the ship’s
structure, they shall be regarded as purpose-built shipboard heliports.
Final approach and take-off areas and
touchdown and lift-off areas
Note.— Except for the arrangement described in 3.4.8 b), for shipboard heliports it is presumed that the FATO and the
TLOF will be coincidental. Guidance on the effects of airflow direction and turbulence, prevailing wind velocity and high
temperature from gas turbine exhausts or flare-radiated heat on the location of the FATO is given in the Heliport Manual
(Doc 9261).
14/11/13 3-16
Chapter 3 Annex 14 — Aerodromes
3.4.3 A shipboard heliport shall be provided with one FATO and one coincidental or collocated TLOF.
3.4.4 A FATO may be any shape but shall be of sufficient size to contain an area within which can be accommodated a
circle of diameter of not less than 1 D of the largest helicopter the helideck is intended to serve.
3.4.5 The TLOF of a shipboard heliport shall be dynamic load-bearing.
3.4.6 The TLOF of a shipboard heliport shall provide ground effect.
3.4.7 For purpose-built shipboard heliports provided in a location other than the bow or stern, the TLOF shall be of
sufficient size to contain a circle with a diameter not less than 1 D of the largest helicopter the heliport is intended to serve.
3.4.8 For purpose-built shipboard heliports provided in the bow or stern of a ship, the TLOF shall be of sufficient size
to:
a) contain a circle with a diameter not less than 1 D of the largest helicopter the heliport is intended to serve; or
b) for operations with limited touchdown directions, contain an area within which can be accommodated two opposing
arcs of a circle with a diameter of not less than 1 D in the helicopter’s longitudinal direction. The minimum width of
the heliport shall be not less than 0.83 D. (See Figure 3-7.)
Note 1.— The ship will need to be manoeuvred to ensure that the relative wind is appropriate to the direction of the
helicopter touchdown heading.
Note 2.— The touchdown heading of the helicopter is limited to the angular distance subtended by the 1 D arc headings,
minus the angular distance which corresponds to 15 degrees at each end of the arc.
3.4.9 For non-purpose-built shipboard heliports, the TLOF shall be of sufficient size to contain a circle with a diameter
not less than 1 D of the largest helicopter the heliport is intended to serve.
3.4.10 A shipboard heliport shall be arranged to ensure that a sufficient and unobstructed air-gap is provided which
encompasses the full dimensions of the FATO.
Note.— Specific guidance on the characteristics of an air-gap is given in the Heliport Manual (Doc 9261). As a general
rule, except for shallow superstructures of three stories or less, a sufficient air-gap will be at least 3 m.
3.4.11 Recommendation.— The FATO should be located so as to avoid, as far as is practicable, the influence of
environmental effects, including turbulence, over the FATO, which could have an adverse impact on helicopter operations.
3.4.12 No fixed object shall be permitted around the edge of the TLOF except for frangible objects, which, because of
their function, must be located thereon.
3.4.13 For any TLOF designed for use by helicopters having a D-value of greater than 16.0 m, objects in the obstacle-
free sector whose function requires them to be located on the edge of the TLOF shall not exceed a height of 25 cm.
3.4.14 For any TLOF designed for use by helicopters having a D-value of 16.0 m or less, objects in the obstacle-free
sector, whose function requires them to be located on the edge of the TLOF, shall not exceed a height of 5 cm.
3.4.15 For any TLOF having dimensions of less than 1 D, the maximum height of such objects in the obstacle-free
sector whose function requires them to be located on the edge of the TLOF shall not exceed a height of 5 cm.
Note.— Lighting that is mounted at a height of less than 25 cm is typically assessed for adequacy of visual cues before
and after installation.
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Annex 14 — Aerodromes Volume II
Permitted heading landing
arc
15° 15°
BOW
D
15° 15°
0.83 D
Arc of minimum value 1 D
Figure 3-7. Shipboard permitted landing headings for limited heading operations
3.4.16 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a
height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters.
3.4.17 Safety devices such as safety nets or safety shelves shall be located around the edge of a shipboard heliport,
except where structural protection exists, but shall not exceed the height of the TLOF.
3.4.18 The surface of the TLOF shall be skid-resistant to both helicopters and persons.
______________________
14/11/13 3-18
CHAPTER 4. OBSTACLE ENVIRONMENT
Note.— The objectives of the specifications in this chapter are to describe the airspace around heliports so as to permit
intended helicopter operations to be conducted safely and to prevent, where appropriate State controls exist, heliports from
becoming unusable by the growth of obstacles around them. This is achieved by establishing a series of obstacle limitation
surfaces that define the limits to which objects may project into the airspace.
4.1 Obstacle limitation surfaces and sectors
Approach surface
4.1.1 Description. An inclined plane or a combination of planes or, when a turn is involved, a complex surface sloping
upwards from the end of the safety area and centred on a line passing through the centre of the FATO.
Note.— See Figures 4-1, 4-2, 4-3 and 4-4 for depiction of surfaces. See Table 4-1 for dimensions and slopes of surfaces.
4.1.2 Characteristics. The limits of an approach surface shall comprise:
a) an inner edge horizontal and equal in length to the minimum specified width/diameter of the FATO plus the safety
area, perpendicular to the centre line of the approach surface and located at the outer edge of the safety area;
b) two side edges originating at the ends of the inner edge diverging uniformly at a specified rate from the vertical
plane containing the centre line of the FATO; and:
c) an outer edge horizontal and perpendicular to the centre line of the approach surface and at a specified height of
152 m (500 ft) above the elevation of the FATO.
4.1.3 The elevation of the inner edge shall be the elevation of the FATO at the point on the inner edge that is
intersected by the centre line of the approach surface. For heliports intended to be used by helicopters operated in
performance class 1 and when approved by an appropriate authority, the origin of the inclined plane may be raised directly
above the FATO.
4.1.4 The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the
surface.
4.1.5 In the case of an approach surface involving a turn, the surface shall be a complex surface containing the
horizontal normals to its centre line and the slope of the centre line shall be the same as that for a straight approach surface.
Note.— See Figure 4-5.
4.1.6 In the case of an approach surface involving a turn, the surface shall not contain more than one curved portion.
4.1.7 Where a curved portion of an approach surface is provided, the sum of the radius of arc defining the centre line of
the approach surface and the length of the straight portion originating at the inner edge shall not be less than 575 m.
ANNEX 14 — VOLUME II 4-1 14/11/13
Annex 14 — Aerodromes Volume II
Take-off climb/
approach surface
Take-off climb/
approach surface
FATO 90°
90°
Safety area
Safety area FATO
Note 1. — Dark grey shaded area requires the Note 2.— Angle between take-off climb/approaches surfaces
same characteristics as the safety area from centreline to centreline depicted for illustration
purposes only
Note 3.— Offset take-off climb/approach surface rotated
around centre point of FATO
Figure 4-1. Obstacle limitation surfaces — Take-off climb and approach surface
15% night divergence
10 times rotor diameter overall width / night
7 times rotor diameter overall width / day
FATO
10% day divergence
Distance to where surface slope
Take-off climb / approach centreline reaches 152 m above FATO elevation
10% day divergence
Safety area
15% night divergence
Figure 4-2. Take-off climb/Approach surface width
14/11/13 4-2
Chapter 4 Annex 14 — Aerodromes
Transitional surfaces
Take-off climb / approach surface
FATO
Take-off climb / approach surface
Safety area
Note 1.— For single take-off climb / approach surface. Transition surface extends perpendicular to far side of Safety Area.
Note 2.— PANS-OPS, Doc 8168, Volume II, Part IV Helicopters, details procedure design criteria.
Note 3.— This figure shows a square FATO for illustration purposes only. For a circular FATO the transitional surface
lower and upper edges would also be circular.
Figure 4-3. Transitional surface for a FATO with a PinS approach procedure with a VSS
Take-off decision point
Raised inclined plane
4.5% slope
10.7 m (35 ft) 10.7 m (35 ft)
Max accepted Max accepted
obstacle height line obstacle height line
FATO
LEGEND: Back-up procedure for departure as per Flight Manual
Take-off profile or single-engine departure after take-off decision point
Approach or rejected take-off after engine failure at take-off decision point
Figure 4-4. Example of raised inclined plane during operations in Performance Class 1
Note 1.— This example diagram does not represent any specific profile, technique or helicopter type and is intended to
show a generic example. An approach profile and a back-up procedure for departure profile are depicted. Specific
manufacturers operations in performance class 1 may be represented differently in the specific Helicopter Flight Manual.
Annex 6, Part 3, Attachment A provides back-up procedures that may be useful for operations in performance class 1.
Note 2.— The approach/landing profile may not be the reverse of the take-off profile.
Note 3.— Additional obstacle assessment might be required in the area that a back-up procedure is intended. Helicopter
performance and the Helicopter Flight Manual limitations will determine the extent of the assessment required.
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Annex 14 — Aerodromes Volume II
Minimum
length 1 075 m
m
Minimum 270
R=
length 1 075 m
m 305 m
57 5
R=
Note 1.— Any combination of curve and straight portion may be established using the following formula:
S+R > 575 m and R > 270 m where S = 305 m, where S is the length of the straight portion
and R is the radius of tum. Note any combination > 575 m will work.
Note 2.— The minimum length of the centre line of the curve and straight portion is 1 075 m but may be
longer depending upon the slope used. See Table 4-1 for longer lengths.
Note 3.— Helicopter take-off performance is reduced in a curve and as such a straight portion along the
take-off climb surface prior to the start of the curve should be considered to allow for acceleration.
Figure 4-5. Curved approach and take-off climb surface for all FATOs
14/11/13 4-4
Chapter 4 Annex 14 — Aerodromes
Table 4-1. Dimensions and slopes of obstacle limitation surfaces
for all visual FATOs
SLOPE DESIGN CATEGORIES
SURFACE and DIMENSIONS A B C
APPROACH and TAKE-OFF CLIMB
SURFACE:
Length of inner edge Width of safety area Width of safety area Width of safety area
Location of inner edge Safety area boundary Safety area boundary Safety area boundary
(Clearway boundary
if provided)
Divergence: (1st and 2nd section)
Day use only 10% 10% 10%
Night use 15% 15% 15%
First Section:
Length 3 386 m 245 m 1 220 m
Slope 4.5% 8% 12.5%
(1:22.2) (1:12.5) (1:8)
Outer Width (b) N/A (b)
Second Section:
Length N/A 830 m N/A
Slope N/A 16% N/A
(1:6.25)
Outer Width N/A (b) N/A
Total Length from inner edge (a) 3 386 m 1 075 m 1 220 m
Transitional Surface: (FATOs with a PinS
approach procedure with a VSS)
Slope 50% 50% 50%
(1:2) (1:2) (1:2)
Height 45 m 45 m 45 m
(a) The approach and take-off climb surface lengths of 3 386 m, 1 075 m and 1 220 m associated with the respective
slopes, brings the helicopter to 152 m (500 ft) above FATO elevation.
(b) Seven rotor diameters overall width for day operations or 10 rotor diameters overall width for night operations.
Note.— The slope design categories in Table 4-1 may not be restricted to a specific performance class of operation and
may be applicable to more than one performance class of operation. The slope design categories depicted in Table 4-1
represent minimum design slope angles and not operational slopes. Slope category “A” generally corresponds with
helicopters operated in performance class 1; slope category “B” generally corresponds with helicopters operated in
performance class 3; and slope category “C” generally corresponds with helicopters operated in performance class 2.
Consultation with helicopter operators will help to determine the appropriate slope category to apply according to the
heliport environment and the most critical helicopter type for which the heliport is intended.
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Annex 14 — Aerodromes Volume II
Single section as per
Table 4-1
a) Approach and take-off climb surfaces - “A” slope profile - 4.5% design
Second section as per
Table 4-1
First section as per
Table 4-1
b) Approach and take-off climb surfaces - “B” slope profile - 8% and 16% design
Single section as per
Table 4-1
c) Approach and take-off climb surfaces - “C” slope profile - 12.5% design
Figure 4-6. Approach and take-off climb surfaces with different slope design categories
14/11/13 4-6
Chapter 4 Annex 14 — Aerodromes
4.1.8 Any variation in the direction of the centre line of an approach surface shall be designed so as not to necessitate a
turn radius less than 270 m.
Note.— For heliports intended to be used by helicopters operated in performance class 2 and 3, it is good practice for
the approach paths to be selected so as to permit safe forced landing or one-engine-inoperative landings such that, as a
minimum requirement, injury to persons on the ground or water or damage to property are minimized. The most critical
helicopter type for which the heliport is intended and the ambient conditions may be factors in determining the suitability of
such areas.
Transitional surface
Note.— For a FATO at a heliport without a PinS approach incorporating a visual segment surface (VSS) there is no
requirement to provide transitional surfaces.
4.1.9 Description. A complex surface along the side of the safety area and part of the side of the approach/take-off
climb surface, that slopes upwards and outwards to a predetermined height of 45 m (150 ft).
Note.— See Figure 4-3. See Table 4-1 for dimensions and slopes of surfaces.
4.1.10 Characteristics. The limits of a transitional surface shall comprise:
a) a lower edge beginning at a point on the side of the approach/take-off climb surface at a specified height above the
lower edge extending down the side of the approach/take-off climb surface to the inner edge of the approach/take-
off climb surface and from there along the length of the side of the safety area parallel to the centre line of the
FATO; and
b) an upper edge located at a specified height above the lower edge as set out in Table 4-1.
4.1.11 The elevation of a point on the lower edge shall be:
a) along the side of the approach/take-off climb surface — equal to the elevation of the approach/take-off climb surface
at that point; and
b) along the safety area — equal to the elevation of the inner edge of the approach/take-off climb surface.
Note 1.— If the origin of the inclined plane of the approach/take-off climb surface is raised as approved by an
appropriate authority, the elevation of the origin of the transitional surface will be raised accordingly.
Note 2.— As a result of b) the transitional surface along the safety area will be curved if the profile of the FATO is
curved, or a plane if the profile is a straight line.
4.1.12 The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the
FATO.
Take-off climb surface
4.1.13 Description. An inclined plane, a combination of planes or, when a turn is involved, a complex surface sloping
upwards from the end of the safety area and centred on a line passing through the centre of the FATO.
Note.— See Figures 4-1, 4-2, 4-3 and 4-4 for depiction of surfaces. See Table 4-1 for dimensions and slopes of surfaces.
4-7 14/11/13
Annex 14 — Aerodromes Volume II
4.1.14 Characteristics. The limits of a take-off climb surface shall comprise:
a) an inner edge horizontal and equal in length to the minimum specified width/diameter of the FATO plus the safety
area, perpendicular to the centre line of the take-off climb surface and located at the outer edge of the safety area;
b) two side edges 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 FATO; and
c) an outer edge horizontal and perpendicular to the centre line of the take-off climb surface and at a specified height of
152 m (500 ft) above the elevation of the FATO.
4.1.15 The elevation of the inner edge shall be the elevation of the FATO at the point on the inner edge that is
intersected by the centre line of the take-off climb surface. For heliports intended to be used by helicopters operated in
performance class 1 and when approved by an appropriate authority, the origin of the inclined plane may be raised directly
above the FATO.
4.1.16 Where a clearway is provided the elevation of the inner edge of the take-off climb surface shall be located at the
outer edge of the clearway at the highest point on the ground based on the centre line of the clearway.
4.1.17 In the case of a straight take-off climb surface, the slope shall be measured in the vertical plane containing the
centre line of the surface.
4.1.18 In the case of a take-off climb surface involving a turn, the surface shall be a complex surface containing the
horizontal normals to its centre line and the slope of the centre line shall be the same as that for a straight take-off climb
surface.
Note.— See Figure 4-5.
4.1.19 In the case of a take-off climb surface involving a turn, the surface shall not contain more than one curved
portion.
4.1.20 Where a curved portion of a take-off climb surface is provided the sum of the radius of arc defining the centre
line of the take-off climb surface and the length of the straight portion originating at the inner edge shall not be less than
575 m.
4.1.21 Any variation in the direction of the centre line of a take-off climb surface shall be designed so as not to
necessitate a turn of radius less than 270 m.
Note 1.— Helicopter take-off performance is reduced in a curve and as such a straight portion along the take-off climb
surface prior to the start of the curve allows for acceleration.
Note 2.— For heliports intended to be used by helicopters operated in performance class 2 and 3 it is good practice for
the departure paths to be selected so as to permit safe forced landings or one-engine-inoperative landings such that, as a
minimum requirement, injury to persons on the ground or water or damage to property are minimized. The most critical
helicopter type for which the heliport is intended and the ambient conditions may be factors in determining the suitability of
such areas.
Obstacle-free sector/surface — helidecks
4.1.22 Description. A complex surface originating at and extending from, a reference point on the edge of the FATO of
a helideck. In the case of a TLOF of less than 1 D, the reference point shall be located not less than 0.5 D from the centre of
the TLOF.
14/11/13 4-8
Chapter 4 Annex 14 — Aerodromes
4.1.23 Characteristics. An obstacle-free sector/surface shall subtend an arc of specified angle.
4.1.24 A helideck obstacle-free sector shall comprise of two components, one above and one below helideck level:
Note.— See Figure 4-7.
a) Above helideck level. The surface shall be a horizontal plane level with the elevation of the helideck surface that
subtends an arc of at least 210 degrees with the apex located on the periphery of the D circle extending outwards to a
distance that will allow for an unobstructed departure path appropriate to the helicopter the helideck is intended to
serve.
b) Below helideck level. Within the (minimum) 210-degree arc, the surface shall additionally extend downward from
the edge of the FATO below the elevation of the helideck to water level for an arc of not less than 180 degrees that
passes through the centre of the FATO and outwards to a distance that will allow for safe clearance from the
obstacles below the helideck in the event of an engine failure for the type of helicopter the helideck is intended to
serve.
Note.— For both the above obstacle-free sectors for helicopters operated in performance class 1 or 2, the horizontal
extent of these distances from the helideck will be compatible with the one-engine-inoperative capability of the helicopter
type to be used.
Limited obstacle sector/surface — helidecks
Note.— Where obstacles are necessarily located on the structure, a helideck may have a limited obstacle sector (LOS).
4.1.25 Description. A complex surface originating at the reference point for the obstacle-free sector and extending over
the arc not covered by the obstacle-free sector within which the height of obstacles above the level of the TLOF will be
prescribed.
4.1.26 Characteristics. A limited obstacle sector shall not subtend an arc greater than 150 degrees. Its dimensions and
location shall be as indicated in Figure 4-8 for a 1 D FATO with coincidental TLOF and Figure 4-9 for a 0.83 D TLOF.
4.2 Obstacle limitation requirements
Note 1.— The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a FATO, i.e.
approach manoeuvre to hover or landing, or take-off manoeuvre and type of approach, and are intended to be applied when
such use is made of the FATO. In cases where operations are conducted to or from both directions of a FATO, then the
function of certain surfaces may be nullified because of more stringent requirements of another lower surface.
Note 2.— If a visual approach slope indicator (VASI) is installed, there are additional obstacle protection surfaces,
detailed in Chapter 5, that need to be considered and may be more demanding than the obstacle limitation surfaces
prescribed in Table 4-1.
Surface-level heliports
4.2.1 The following obstacle limitation surfaces shall be established for a FATO at heliports with a PinS approach
procedure utilizing a visual segment surface:
a) take-off climb surface;
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Annex 14 — Aerodromes Volume II
b) approach surface; and
c) transitional surfaces.
Note 1.— See Figure 4-3.
Note 2.— The Procedures for Air Navigation Services — Aircraft Operations, (PANS-OPS, Doc 8168), Volume II,
Part IV — Helicopters, details procedure design criteria.
4.2.2 The following obstacle limitation surfaces shall be established for a FATO at heliports, other than specified in
4.2.1, including heliports with a PinS approach procedure where a visual segment surface is not provided:
a) take-off climb surface; and
b) approach surface.
4.2.3 The slopes of the obstacle limitation surfaces shall not be greater than, and their other dimensions not less than,
those specified in Table 4-1 and shall be located as shown in Figures 4-1, 4-2 and 4-6.
4.2.4 For heliports that have an approach/take-off climb surface with a 4.5 per cent slope design, objects shall be
permitted to penetrate the obstacle limitation surface, if the results of an aeronautical study approved by an appropriate
authority have reviewed the associated risks and mitigation measures.
Note 1.— The identified objects may limit the heliport operation.
Note 2.— Annex 6, Part 3, provides procedures that may be useful in determining the extent of obstacle penetration.
4.2.5 New objects or extensions of existing objects shall not be permitted above any of the surfaces in 4.2.1 and 4.2.2
except when shielded by an existing immovable object or after an aeronautical study approved by an appropriate authority
determines that the object will not adversely affect the safety or significantly affect the regularity of operations of helicopters.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual (Doc 9137), Part 6.
4.2.6 Recommendation.— Existing objects above any of the surfaces in 4.2.1 and 4.2.2 should, as far as practicable,
be removed except when the object is shielded by an existing immovable object or after an aeronautical study approved by an
appropriate authority determines that the object will not adversely affect the safety or significantly affect the regularity of
operations of helicopters.
Note.— The application of curved approach or take-off climb surfaces as specified in 4.1.5 or 4.1.18 may alleviate the
problems created by objects infringing these surfaces.
4.2.7 A surface-level heliport shall have at least one approach and take-off climb surface. An aeronautical study shall
be undertaken by an appropriate authority when only a single approach and take-off climb surface is provided considering as
a minimum, the following factors:
a) the area/terrain over which the flight is being conducted;
b) the obstacle environment surrounding the heliport;
c) the performance and operating limitations of helicopters intending to use the heliport; and
d) the local meteorological conditions including the prevailing winds.
14/11/13 4-10
Chapter 4 Annex 14 — Aerodromes
210° sector
Alternative positions on the
periphery and swinging the whole
sector ±15° from that shown may
±15° ±15°
be used in satisfying requirements stacle
ed ob
PLAN Limit surface
Safety net
or shelf
D
Landing area level
Falling gradient (3 or 5:1)
Water level
210° sector
180° sector
PROFILE
Within 210° sector
Landing area no objects above this line
Safety net
or shelf
Area in which
No fixed obstacle rig structure No fixed obstacle
between these is permitted between these
lines in 180° in 180° sector lines in 180°
sector sector
t
Falling
gradien
gradien
Falling
t
Water level Water level
Figure 4-7. Helideck obstacle-free sector
4-11 14/11/13
Annex 14 — Aerodromes Volume II
OBSTACLE FREE 210°
SECTOR
± 15° 150°
LIMITED
OBSTACLE
TD/PM
Circle
0.25 D 1xD
FATO/TLOF
± 15°
OBSTACLE FREE 210°
SECTOR
FATO/TLOF = Dynamic Load-Bearing (DLB) Surface
0.83 D
0.62 D
1 :2
25 cm 0.05 D
D
0.12 D
DLB 0.21 D
Figure 4-8. Helideck obstacle limitation sectors and surfaces for a FATO and
coincidental TLOF of 1 D and larger
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Chapter 4 Annex 14 — Aerodromes
OBSTACLE FREE 210°
SECTOR
± 15°
150°
LIMITED
OBSTACLE
TD/PM
Circle
0.25 D
0.83 D
TLOF
1xD
FATO
± 15°
OBSTACLE FREE 210°
SECTOR
TLOF = Dynamic Load-Bearing (DLB) Surface
FATO (outside 0.83 D TLOF) = Non-Load-Bearing (NLB) for helicopters
0.83 D
0.62 D
1: 2
0.5 D
5 cm
0.415 D
0.05 D
0.085 D 0.085 D
0.83 D
NLB DLB NLB 0.12 D
0.21 D
Note: Height of 5 cm high shaded area is not to scale.
Figure 4-9. Helideck obstacle limitation sectors and surfaces for
a TLOF of 0.83 D and larger
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4.2.8 Recommendation.— A surface-level heliport should have at least two approach and take-off climb surfaces to
avoid downwind conditions, minimize crosswind conditions and permit for a balked landing.
Note.— See the Heliport Manual (Doc 9261) for guidance.
Elevated heliports
4.2.9 The obstacle limitation surfaces for elevated heliports shall conform to the requirements for surface-level
heliports specified in 4.2.1 to 4.2.6.
4.2.10 An elevated heliport shall have at least one approach and take-off climb surface. An aeronautical study shall be
undertaken by an appropriate authority when only a single approach and take-off climb surface is provided considering as a
minimum, the following factors:
a) the area/terrain over which the flight is being conducted;
b) the obstacle environment surrounding the heliport;
c) the performance and operating limitations of helicopters intending to use the heliport; and
d) the local meteorological conditions including the prevailing winds.
4.2.11 Recommendation.— An elevated heliport should have at least two approach and take-off climb surfaces to
avoid downwind conditions, minimize crosswind conditions and permit for a balked landing.
Note.— See the Heliport Manual (Doc 9261) for guidance.
Helidecks
4.2.12 A helideck shall have an obstacle-free sector.
Note.— A helideck may have a LOS (see 4.1.26).
4.2.13 There shall be no fixed obstacles within the obstacle-free sector above the obstacle-free surface.
4.2.14 In the immediate vicinity of the helideck, obstacle protection for helicopters shall be provided below the
helideck level. This protection shall extend over an arc of at least 180 degrees with the origin at the centre of the FATO, with
a descending gradient having a ratio of one unit horizontally to five units vertically from the edges of the FATO within the
180-degree sector. This descending gradient may be reduced to a ratio of one unit horizontally to three units vertically within
the 180-degree sector for multi-engine helicopters operated in performance class 1 or 2. (See Figure 4-7.)
Note.— Where there is a requirement to position, at sea surface level, one or more offshore support vessel(s) (e.g. a
Standby Vessel) essential to the operation of a fixed or floating offshore facility, but located within the proximity of the fixed
or floating offshore facility, any offshore support vessel(s) would need to be positioned so as not to compromise the safety of
helicopter operations during take-off departure and/or approach to landing.
4.2.15 For a TLOF of 1 D and larger, within the 150-degree limited obstacle surface/sector out to a distance of 0.12 D
measured from the point of origin of the limited obstacle sector, objects shall not exceed a height of 25 cm above the TLOF.
Beyond that arc, out to an overall distance of a further 0.21 D measured from the end of the first sector, the limited obstacle
surface rises at a rate of one unit vertically for each two units horizontally originating at a height 0.05 D above the level of the
TLOF. (See Figure 4-8.)
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Chapter 4 Annex 14 — Aerodromes
Note.— Where the area enclosed by the TLOF perimeter marking is a shape other than circular, the extent of the LOS
segments are represented as lines parallel to the perimeter of the TLOF rather than arcs. Figure 4-8 has been constructed on
the assumption that an octagonal helideck arrangement is provided. Further guidance for square (quadrilateral) and
circular FATO and TLOF arrangements is given in the Heliport Manual (Doc 9261).
4.2.16 For a TLOF less than 1 D within the 150-degree limited obstacle surface/sector out to a distance of 0.62 D and
commencing from a distance 0.5 D, both measured from the centre of the TLOF, objects shall not exceed a height of 5 cm
above the TLOF. Beyond that arc, out to an overall distance of 0.83 D from the centre of the TLOF, the limited obstacle
surface rises at a rate of one unit vertically for each two units horizontally originating at a height 0.05 D above the level of the
TLOF. (See Figure 4-9.)
Note.— Where the area enclosed by the TLOF perimeter marking is a shape other than circular, the extent of the LOS
segments are represented as lines parallel to the perimeter of the TLOF rather than arcs. Figure 4-9 has been constructed on
the assumption that an octagonal helideck arrangement is provided. Further guidance for square (quadrilateral) and
circular FATO and TLOF arrangements is given in the Heliport Manual (Doc 9261).
Shipboard heliports
4.2.17 The specifications in 4.2.20 and 4.2.22 shall be applicable for shipboard heliports completed on or after 1
January 2012.
Purpose-built heliports located forward or aft
4.2.18 When helicopter operating areas are provided in the bow or stern of a ship they shall apply the obstacle criteria
for helidecks.
Amidships location — purpose-built and non-purpose-built
4.2.19 Forward and aft of a TLOF of 1 D and larger shall be two symmetrically located sectors, each covering an arc of
150 degrees, with their apexes on the periphery of the TLOF. Within the area enclosed by these two sectors, there shall be no
objects rising above the level of the TLOF, except those aids essential for the safe operation of a helicopter and then only up
to a maximum height of 25 cm.
4.2.20 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a
height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters.
Note.— Examples of potential hazards include nets or raised fittings on the deck that might induce dynamic rollover for
helicopters equipped with skids.
4.2.21 To provide further protection from obstacles fore and aft of the TLOF, rising surfaces with gradients of one unit
vertically to five units horizontally shall extend from the entire length of the edges of the two 150-degree sectors. These
surfaces shall extend for a horizontal distance equal to at least 1 D of the largest helicopter the TLOF is intended to serve and
shall not be penetrated by any obstacle. (See Figure 4-10.)
Non-purpose-built heliports
Ship’s side location
4.2.22 No objects shall be located within the TLOF except those aids essential for the safe operation of a helicopter
(such as nets or lighting) and then only up to a maximum height of 2.5 cm. Such objects shall only be present if they do not
represent a hazard to helicopters.
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Annex 14 — Aerodromes Volume II
Limited obstacle Limited obstacle
sector Obstacle-free sector sector
D D
Reference
points
FATO/
TLOF
A A
150° 150° 150° 150°
D
D D
Plan view
D = Helicopter largest overall dimension
1:5 1:5
D
D D
Section A-A
Figure 4-10. Amidship’s location — Shipboard heliport obstacle limitation surfaces
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Chapter 4 Annex 14 — Aerodromes
4.2.23 From the fore and aft mid-points of the D circle in two segments outside the circle, limited obstacle areas shall
extend to the ship’s rail to a fore and aft distance of 1.5 times the fore-to-aft-dimension of the TLOF, located symmetrically
about the athwartships bisector of the D circle. Within these areas there shall be no objects rising above a maximum height of
25 cm above the level of the TLOF. (See Figure 4-11.) Such objects shall only be present if they do not represent a hazard to
helicopters.
4.2.24 A limited obstacle sector horizontal surface shall be provided, at least 0.25 D beyond the diameter of the D
circle, which shall surround the inboard sides of the TLOF to the fore and aft mid-points of the D circle The limited obstacle
sector shall continue to the ship’s rail to a fore and aft distance of 2.0 times the fore-to-aft dimension of the TLOF, located
symmetrically about the athwartships bisector of the D circle. Within this sector there shall be no objects rising above a
maximum height of 25 cm above the level of the TLOF.
Note.— Any objects located within the areas described in 4.2.23 and 4.2.24 that exceed the height of the TLOF are
notified to the helicopter operator using a ship’s helicopter landing area plan. For notification purposes it may be necessary
to consider immoveable objects beyond the limit of the surface prescribed in 4.2.24 particularly if objects are significantly
higher than 25 cm and in close proximity to the boundary of the LOS. See the Heliport Manual (Doc 9261) for guidance.
Limited obstacle sector
maximum height 25 cm
D5
0.2
FATO / TLOF
D
Athwartships
Bisector
0.5 D
LOA LOA
Max. Max.
height 25 cm height 25 cm
1.5 D
LOA extended at the ship’s side
2D
Limited Obstacle Sector extended at the ship’s side
D = Helicopter largest overall dimension
LOA = Limited obstacle area
Figure 4-11. Ships-side non-purpose-built heliport obstacle limitation sectors and surfaces
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Annex 14 — Aerodromes Volume II
Winching areas
4.2.25 An area designated for winching on-board ships shall be comprised of a circular clear zone of diameter 5 m and
extending from the perimeter of the clear zone, a concentric manoeuvring zone of diameter 2 D. (See Figure 4-12.)
4.2.26 The manoeuvring zone shall be comprised of two areas:
a) the inner manoeuvring zone extending from the perimeter of the clear zone and of a circle of diameter not less than
1.5 D; and
b) the outer manoeuvring zone extending from the perimeter of the inner manoeuvring zone and of a circle of diameter
not less than 2 D.
4.2.27 Within the clear zone of a designated winching area, no objects shall be located above the level of its surface.
4.2.28 Objects located within the inner manoeuvring zone of a designated winching area shall not exceed a height of
3 m.
4.2.29 Objects located within the outer manoeuvring zone of a designated winching area shall not exceed a height of
6 m.
Note.— See the Heliport Manual (Doc 9261) for guidance.
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Chapter 4 Annex 14 — Aerodromes
WINCH WINCH ONLY to be
marked in white so as to
be easily visible to the
helicopter pilot.
ONLY
CLEAR
ZONE
(5 metres minimum)
Circle painted a conspicuous colour
(Diameter 1.5 D)
MANOEUVRING ZONE
(Diameter 2 D)
Circumference painted in yellow
No 0.2 metre wide broken line No
obstructions obstructions
higher higher
than No obstructions No obstructions than
6 metres higher than No obstructions higher than 6 metres
3 metres 3 metres
Figure 4-12. Winching area of a ship
______________________
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CHAPTER 5. VISUAL AIDS
Note 1.— The procedures used by some helicopters require that they utilize a FATO having characteristics similar
in shape to a runway for fixed wing aircraft. For the purpose of this chapter a FATO having characteristics similar in shape
to a runway is considered as satisfying the concept for a “runway-type FATO”. For such arrangements it is sometimes
necessary to provide specific markings to enable a pilot to distinguish a runway-type FATO during an approach. Appropriate
markings are contained within sub-sections entitled “Runway-type FATOs”. The requirements applicable to all other types
of FATOs are given within sub-sections entitled “All FATOs except runway-type FATOs”.
Note 2.— It has been found that, on surfaces of light colour, the conspicuity of white and yellow markings can be
improved by outlining them in black.
Note 3.— Guidance is given in the Heliport Manual (Doc 9261) on marking the maximum allowable mass (5.2.3),
the D-value (5.2.4) and, if required, the actual FATO dimension(s) (5.2.5) on the heliport surface to avoid confusion between
markings where metric units are used and markings where imperial units are used.
Note 4.— For a non-purpose-built heliport located on a ship’s side the surface colour of the main deck can vary
from ship to ship and therefore some discretion may need to be exercised in the colour selection of heliport paint schemes;
the objective being to ensure that the markings are conspicuous against the surface of the ship and the operating background.
5.1 Indicators
5.1.1 Wind direction indicators
Application
5.1.1.1 A heliport shall be equipped with at least one wind direction indicator.
Location
5.1.1.2 A wind direction indicator shall be located so as to indicate the wind conditions over the FATO and TLOF and
in such a way as to be free from the effects of airflow disturbances caused by nearby objects or rotor downwash. It shall be
visible from a helicopter in flight, in a hover or on the movement area.
5.1.1.3 Recommendation.— Where a TLOF and/or FATO may be subject to a disturbed airflow, then additional wind
direction indicators located close to the area should be provided to indicate the surface wind on the area.
Note.— Guidance on the location of wind direction indicators is given in the Heliport Manual (Doc 9261).
Characteristics
5.1.1.4 A wind direction indicator shall be constructed so that it gives a clear indication of the direction of the wind and
a general indication of the wind speed.
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Annex 14 — Aerodromes Volume II
5.1.1.5 Recommendation.— An indicator should be a truncated cone made of lightweight fabric and should have the
following minimum dimensions:
Surface-level Elevated heliports
heliports and helidecks
Length 2.4 m 1.2 m
Diameter (larger end) 0.6 m 0.3 m
Diameter (smaller end) 0.3 m 0.15 m
5.1.1.6 Recommendation.— The colour of the wind direction indicator should be so selected as to make it clearly
visible and understandable from a height of at least 200 m (650 ft) above the heliport, having regard to background. Where
practicable, a single colour, preferably white or orange, should be used. Where a combination of two colours is required to
give adequate conspicuity against changing backgrounds, they should preferably be orange and white, red and white, or
black and white, and should be arranged in five alternate bands the first and last band being the darker colour.
5.1.1.7 A wind direction indicator at a heliport intended for use at night shall be illuminated.
5.2 Markings and markers
Note.— See Annex 14, Volume I, 5.2.1.4, Note 1, concerning improving conspicuity of markings.
5.2.1 Winching area marking
Application
5.2.1.1 Winching area markings shall be provided at a designated winching area. (See Figure 4-12.)
Location
5.2.1.2 Winching area markings shall be located so that their centre(s) coincides with the centre of the clear zone of the
winching area. (See Figure 4-12.)
Characteristics
5.2.1.3 Winching area markings shall comprise a winching area clear zone marking and a winching area manoeuvring
zone marking.
5.2.1.4 A winching area clear zone marking shall consist of a solid circle of diameter not less than 5 m and of a
conspicuous colour.
5.2.1.5 A winching area manoeuvring zone marking shall consist of a broken circle line of 30 cm in width and of a
diameter not less than 2 D and be marked in a conspicuous colour. Within it “WINCH ONLY” shall be marked to be easily
visible to the pilot.
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Chapter 5 Annex 14 — Aerodromes
5.2.2 Heliport identification marking
Application
5.2.2.1 Heliport identification markings shall be provided at a heliport.
Location — All FATOs except runway-type FATOs
5.2.2.2 A heliport identification marking shall be located at or near the centre of the FATO.
Note 1.— If the touchdown/positioning marking is offset on a helideck, the heliport identification marking is established
in the centre of the touchdown/positioning marking.
Note 2.— On a FATO, which does not contain a TLOF and which is marked with an aiming point marking (see 5.2.8),
except for a heliport at a hospital, the heliport identification marking is established in the centre of the aiming point marking
as shown in Figure 5-1.
5.2.2.3 On a FATO which contains a TLOF, a heliport identification marking shall be located in the FATO so the
position of it coincides with the centre of the TLOF.
Location — Runway-type FATOs
5.2.2.4 A heliport identification marking shall be located in the FATO and when used in conjunction with FATO
designation markings, shall be displayed at each end of the FATO as shown in Figure 5-2.
Characteristics
5.2.2.5 A heliport identification marking, except for a heliport at a hospital, shall consist of a letter H, white in colour.
The dimensions of the H marking shall be no less than those shown in Figure 5-3 and where the marking is used for a
runway-type FATO , its dimensions shall be increased by a factor of 3 as shown in Figure 5-2.
5.2.2.6 A heliport identification marking for a heliport at a hospital shall consist of a letter H, red in colour, on a white
cross made of squares adjacent to each of the sides of a square containing the H as shown in Figure 5-3.
5.2.2.7 A heliport identification marking shall be oriented with the cross arm of the H at right angles to the preferred
final approach direction. For a helideck the cross arm shall be on or parallel to the bisector of the obstacle-free sector. For a
non-purpose-built shipboard heliport located on a ship’s side, the cross arm shall be parallel with the side of the ship.
5.2.2.8 Recommendation.— On a helideck and shipboard heliport the size of the heliport identification H marking
should have a height of 4 m with an overall width not exceeding 3 m and a stroke width not exceeding 0.75 m.
5.2.3 Maximum allowable mass marking
Application
5.2.3.1 A maximum allowable mass marking shall be displayed at an elevated heliport, a helideck and a shipboard
heliport.
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Annex 14 — Aerodromes Volume II
Note: Aiming point and
heliport identification
White dashed line markings are to be
1.5 m long 30 cm wide aligned along preferred
flight path direction
Spacing 1.5 - 2.0 m
Aiming 1.8 m
point
marking Heliport
identification
3m
marking
0.40 m 0.10 m
9.0 m
FATO perimeter marking
Note: The aiming point, heliport identification and FATO perimeter markings are white and may be edged
with a 10 cm black border to improve contrast
Figure 5-1. Combined heliport identification, aiming point
and FATO perimeter marking
5.2.3.2 Recommendation.— A maximum allowable mass marking should be displayed at a surface-level heliport.
Location
5.2.3.3 Recommendation.— A maximum allowable mass marking should be located within the TLOF or FATO and so
arranged as to be readable from the preferred final approach direction.
Characteristics
5.2.3.4 A maximum allowable mass marking shall consist of a one-, two- or three-digit number.
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Chapter 5 Annex 14 — Aerodromes
2.3 m
9m
9m
6m
6m
Figure 5-2. FATO designation marking and heliport
identification marking for a runway-type FATO
3m
White in colour for
Red in color all heliports except
for hospital for hospital heliport
heliport 3m
3m 1.8 m
0.4 m
White cross
in background
for hospital
heliport
Figure 5-3. Hospital heliport identification and heliport identification marking
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Annex 14 — Aerodromes Volume II
5.2.3.5 The maximum allowable mass shall be expressed in tonnes (1 000 kg) rounded down to the nearest 1 000 kg
followed by a letter “t”. Where States use mass in pounds, the maximum allowable mass marking shall indicate the allowable
helicopter mass in thousands of pounds rounded down to the nearest 1 000 lbs.
Note.— Where States express the maximum allowable mass in pounds, it is not appropriate to suffix with the letter “t”
which is used only to indicate metric tonnes. Guidance on markings where States use imperial units is given in the Heliport
Manual (Doc 9261).
5.2.3.6 Recommendation.— The maximum allowable mass should be expressed to the nearest 100 kg. The marking
should be presented to one decimal place and rounded to the nearest 100 kg followed by the letter “t”. Where States use
mass in pounds, the maximum allowable mass marking should indicate the allowable helicopter mass in hundreds of pounds
rounded to the nearest 100 lb.
5.2.3.7 Recommendation.— When the maximum allowable mass is expressed to 100 kg, the decimal place should be
preceded with a decimal point marked with a 30 cm square.
All FATOs except runway-type FATOs
5.2.3.8 Recommendation.— The numbers and the letter of the marking should have a colour contrasting with the
background and should be in the form and proportion shown in Figure 5-4 for a FATO with a dimension of more than 30 m.
For a FATO with a dimension of between 15 m to 30 m the height of the numbers and the letter of the marking should be a
minimum of 90 cm, and for a FATO with a dimension of less than 15 m the height of the numbers and the letter of the
marking should be a minimum of 60 cm, each with a proportional reduction in width and thickness.
Runway-type FATOs
5.2.3.9 Recommendation.— The numbers and the letter of the marking should have a colour contrasting with the
background and should be in the form and proportion shown in Figure 5-4.
5.2.4 D-value marking
Application
All FATOs except runway-type FATOs
5.2.4.1 The D-value marking shall be displayed at a helideck and at a shipboard heliport.
Runway-type FATOs
Note.—The D-value is not required to be marked on a heliport with a runway-type FATO.
5.2.4.2 Recommendation.— The D-value marking should be displayed at surface-level and elevated heliports
designed for helicopters operated in Performance Class 2 or 3.
Location
5.2.4.3 A D-value marking shall be located within the TLOF or FATO and so arranged as to be readable from the
preferred final approach direction.
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Chapter 5 Annex 14 — Aerodromes
10 40
25
25
25
30
40
45
20
50
60
20 20
25
150
50
15
65
20
90
20
25
75
55
45
25
25
25
20 75 75 100 75
50
20
35
25
25
25
25
60
65
20 35
35
150
20
20
20 35 20 25
100
10 35
90
35
85
20
25
25
20 35 20
75 90 75
145
95 115
20
20 30
20 50
145 45
Note.— All units are expressed in centimetres.
Figure 5-4. Form and proportions of numbers and letters
5.2.4.4 Recommendation.— Where there is more than one approach direction, additional D-value markings should
be provided such that at least one D-value marking is readable from the final approach directions. For a non-purpose-built
heliport located on a ship’s side, D-value markings should be provided on the perimeter of the D circle at the 2 o’clock,
10 o’clock and 12 o’clock positions when viewed from the side of the ship facing towards the centre line.
Characteristics
5.2.4.5 The D-value marking shall be white. The D-value marking shall be rounded to the nearest whole metre or foot
with 0.5 rounded down.
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5.2.4.6 Recommendation.— The numbers of the marking should have a colour contrasting with the background and
should be in the form and proportion shown in Figure 5-4 for a FATO with a dimension of more than 30 m. For a FATO with
a dimension of between 15 m to 30 m the height of the numbers of the marking should be a minimum of 90 cm, and for a
FATO with a dimension of less than 15 m the height of the numbers of the marking should be a minimum of 60 cm, each with
a proportional reduction in width and thickness.
5.2.5 Final approach and take-off area dimension(s) marking
Application
5.2.5.1 Recommendation.— The actual dimension(s) of the FATO intended to be used by helicopters operated in
performance class 1 should be marked on the FATO.
5.2.5.2 Recommendation.— If the actual dimension(s) of the FATO to be used by helicopters operated in
performance class 2 or 3 is less than 1 D, the dimension(s) should be marked on the FATO.
Location
5.2.5.3 A FATO dimension marking shall be located within the FATO and so arranged as to be readable from the
preferred final approach direction.
Characteristics
5.2.5.4 The dimension(s) shall be rounded to the nearest metre or foot.
Note.— If the FATO is rectangular both the length and width of the FATO relative to the preferred final approach
direction is indicated.
All FATOs except runway-type FATOs
5.2.5.5 Recommendation.— The numbers of the marking should have a colour contrasting with the background and
should be in the form and proportion shown in Figure 5-4 for a FATO with a dimension of more than 30 m. For a FATO with
a dimension between 15 m to 30 m the height of the numbers of the marking should be a minimum of 90 cm, and for a FATO
with a dimension of less than 15 m the height of the numbers of the marking should be a minimum of 60 cm, each with a
proportional reduction in width and thickness.
Runway-type FATOs
5.2.5.6 Recommendation.— The numbers of the marking should have a colour contrasting with the background and
should be in the form and proportion shown in Figure 5-4.
5.2.6 Final approach and take-off area perimeter marking or markers for surface-level heliports
Application
5.2.6.1 FATO perimeter marking or markers shall be provided at a surface-level heliport where the extent of the FATO
is not self-evident.
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Chapter 5 Annex 14 — Aerodromes
Location
5.2.6.2 The FATO perimeter marking or markers shall be located on the edge of the FATO.
Characteristics — Runway-type FATOs
5.2.6.3 The perimeter of the FATO shall be defined with markings or markers spaced at equal intervals of not more
than 50 m with at least three markings or markers on each side including a marking or marker at each corner.
5.2.6.4 A FATO perimeter marking shall be a rectangular stripe with a length of 9 m or one-fifth of the side of the
FATO which it defines and a width of 1 m.
5.2.6.5 FATO perimeter markings shall be white.
5.2.6.6 A FATO perimeter marker shall have dimensional characteristics as shown in Figure 5-5.
5.2.6.7 FATO perimeter markers shall be of colour(s) that contrast effectively against the operating background.
5.2.6.8 Recommendation.— FATO perimeter markers should be a single colour, orange or red, or two contrasting
colours, orange and white or, alternatively, red and white should be used except where such colours would merge with the
background.
Characteristics — All FATOs except runway-type FATOs
5.2.6.9 For an unpaved FATO the perimeter shall be defined with flush in-ground markers. The FATO perimeter
markers shall be 30 cm in width, 1.5 m in length, and with end-to-end spacing of not less than 1.5 m and not more than 2 m.
The corners of a square or rectangular FATO shall be defined.
5.2.6.10 For a paved FATO the perimeter shall be defined with a dashed line. The FATO perimeter marking segments
shall be 30 cm in width, 1.5 m in length, and with end-to-end spacing of not less than 1.5 m and not more than 2 m. The
corners of the square or rectangular FATO shall be defined.
5.2.6.11 FATO perimeter markings and flush in-ground markers shall be white.
3m
0.25 m
1m
Figure 5-5. Runway-type FATO edge marker
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5.2.7 Final approach and take-off area designation markings for runway-type FATOs
Application
5.2.7.1 Recommendation.— A FATO designation marking should be provided at a heliport where it is necessary to
designate the FATO to the pilot.
Location
5.2.7.2 A FATO designation marking shall be located at the beginning of the FATO as shown in Figure 5-2.
Characteristics
5.2.7.3 A FATO designation marking shall consist of a two-digit number. The two-digit number shall be the whole
number nearest the one-tenth of the magnetic North when viewed from the direction of approach. When the above rule would
give a single digit number, it shall be preceded by a zero. The marking as shown in Figure 5-2, shall be supplemented by the
heliport identification marking.
5.2.8 Aiming point marking
Application
5.2.8.1 Recommendation.— An aiming point marking should be provided at a heliport where it is necessary for a
pilot to make an approach to a particular point above a FATO before proceeding to a TLOF.
Location — Runway-type FATOs
5.2.8.2 The aiming point marking shall be located within the FATO.
Location — All FATOs except runway-type FATOs
5.2.8.3 The aiming point marking shall be located at the centre of the FATO as shown in Figure 5-1.
Characteristics
5.2.8.4 The aiming point marking shall be an equilateral triangle with the bisector of one of the angles aligned with the
preferred approach direction. The marking shall consist of continuous white lines, and the dimensions of the marking shall
conform to those shown in Figure 5-6.
5.2.9 Touchdown and lift-off area perimeter marking
Application
5.2.9.1 A TLOF perimeter marking shall be displayed on a TLOF located in a FATO at a surface-level heliport if the
perimeter of the TLOF is not self-evident.
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Chapter 5 Annex 14 — Aerodromes
1m
Light
9m
Figure 5-6. Aiming point marking
5.2.9.2 A TLOF perimeter marking shall be displayed on an elevated heliport, a helideck and a shipboard heliport.
5.2.9.3 Recommendation.— A TLOF perimeter marking should be provided on each TLOF collocated with a
helicopter stand at a surface-level heliport.
Location
5.2.9.4 The TLOF perimeter marking shall be located along the edge of the TLOF.
Characteristics
5.2.9.5 A TLOF perimeter marking shall consist of a continuous white line with a width of at least 30 cm.
5.2.10 Touchdown/positioning marking
Application
5.2.10.1 A touchdown/positioning marking shall be provided where it is necessary for a helicopter to touch down
and/or be accurately positioned by the pilot. A touchdown/positioning marking shall be provided on a helicopter stand
designed for turning.
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Annex 14 — Aerodromes Volume II
Location
5.2.10.2 A touchdown/positioning marking shall be located so that when the pilot’s seat is over the marking, the whole
of the undercarriage will be within the TLOF and all parts of the helicopter will be clear of any obstacle by a safe margin.
5.2.10.3 On a heliport the centre of the touchdown/positioning marking shall be located at the centre of the TLOF,
except the centre of the touchdown/positioning marking may be offset away from the centre of the TLOF where an
aeronautical study indicates such offsetting to be necessary and providing that a marking so offset would not adversely affect
safety. For a helicopter stand designed for hover turning, the touchdown/positioning marking shall be located in the centre of
the central zone. (See Figure 3-4.)
5.2.10.4 On a helideck the centre of the touchdown marking shall be located at the centre of the FATO, except that the
marking may be offset away from the origin of the obstacle-free sector by no more than 0.1 D where an aeronautical study
indicates such offsetting to be necessary and that a marking so offset would not adversely affect the safety.
Note.— See the Heliport Manual (Doc 9261) for guidance.
Characteristics
5.2.10.5 A touchdown/positioning marking shall be a yellow circle and have a line width of at least 0.5 m. For a
helideck and a purpose-built shipboard heliport, the line width shall be at least 1 m.
5.2.10.6 The inner diameter of the touchdown/positioning marking shall be 0.5 D of the largest helicopter the TLOF
and/or the helicopter stand is intended to serve.
5.2.11 Heliport name marking
Application
5.2.11.1 Recommendation.— A heliport name marking should be provided at a heliport and helideck where there is
insufficient alternative means of visual identification.
Location
5.2.11.2 Recommendation.— The heliport name marking should be displayed on the heliport so as to be visible, as
far as practicable, at all angles above the horizontal. Where an obstacle sector exists on a helideck the marking should be
located on the obstacle side of the heliport identification marking. For a non-purpose-built heliport located on a ship’s side
the marking should be located on the inboard side of the heliport identification marking in the area between the TLOF
perimeter marking and the boundary of the LOS.
Characteristics
5.2.11.3 A heliport name marking shall consist of the name or the alphanumeric designator of the heliport as used in
the radio (R/T) communications.
5.2.11.4 Recommendation.— A heliport name marking intended for use at night or during conditions of poor
visibility should be illuminated, either internally or externally.
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Chapter 5 Annex 14 — Aerodromes
Runway-type FATOs
5.2.11.5 Recommendation.— The characters of the marking should be not less than 3 m in height.
All FATOs except runway-type FATOs.
5.2.11.6 Recommendation.— The characters of the marking should be not less than 1.5 m in height at surface-level
heliports and not less than 1.2 m on elevated heliports, helidecks and shipboard heliports. The colour of the marking should
contrast with the background and preferably be white.
5.2.12 Helideck obstacle-free sector (chevron) marking
Application
5.2.12.1 A helideck with adjacent obstacles that penetrate above the level of the helideck shall have an obstacle-free
sector marking.
Location
5.2.12.2 A helideck obstacle-free sector marking shall be located, where practicable, at a distance from the centre of
the TLOF equal to the radius of the largest circle that can be drawn in the TLOF or 0.5 D, whichever is greater.
Note.— Where the Point of Origin is outside the TLOF, and it is not practicable to physically paint the chevron, the
chevron is relocated to the TLOF perimeter on the bisector of the OFS. In this case the distance and direction of
displacement, along with the attention getting “WARNING DISPLACED CHEVRON”, with the distance and direction of
displacement, is marked in a box beneath the chevron in black characters not less than 10 cm high — an example Figure is
given in the Heliport Manual (Doc 9261).
Characteristics
5.2.12.3 The helideck obstacle-free sector marking shall indicate the location of the obstacle-free sector and the
directions of the limits of the sector.
Note.— Example figures are given in the Heliport Manual (Doc 9261).
5.2.12.4 The height of the chevron shall not be less than 30 cm.
5.2.12.5 The chevron shall be marked in a conspicuous colour.
5.2.12.6 Recommendation.— The colour of the chevron should be black.
5.2.13 Helideck and shipboard heliport surface marking
Application
5.2.13.1 Recommendation.— A surface marking should be provided to assist the pilot to identify the location of the
helideck or shipboard heliport during an approach by day.
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Annex 14 — Aerodromes Volume II
Location
5.2.13.2 Recommendation.— A surface marking should be applied to the dynamic load bearing area bounded by the
TLOF perimeter marking.
Characteristics
5.2.13.3 Recommendation.— The helideck or shipboard heliport surface bounded by the TLOF perimeter marking
should be of dark green using a high friction coating.
Note.— Where the application of a surface coating may have a degrading effect on friction qualities the surface might
not be painted. In such cases the best operating practice to enhance the conspicuity of markings is to outline deck markings
with a contrasting colour.
5.2.14 Helideck prohibited landing sector markings
Application
5.2.14.1 Recommendation.— Helideck prohibited landing sector markings should be provided where it is necessary
to prevent the helicopter from landing within specified headings.
Location
5.2.14.2 The prohibited landing sector markings shall be located on the touchdown/positioning marking to the edge of
the TLOF, within the relevant headings.
Characteristics
5.2.14.3 The prohibited landing sector markings shall be indicated by white and red hatched markings as shown in
Figure 5-7.
Note.— Prohibited landing sector markings, where deemed necessary, are applied to indicate a range of helicopter
headings that are not to be used by a helicopter when landing. This is to ensure that the nose of the helicopter is kept clear of
the hatched markings during the manoeuvre to land.
5.2.15 Helicopter ground taxiway markings and markers
Note 1.— The specifications for taxi-holding position markings in Annex 14, Volume I, 5.2.10 are equally applicable to
taxiways intended for ground taxiing of helicopters.
Note 2.— Ground taxi-routes are not required to be marked.
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Chapter 5 Annex 14 — Aerodromes
Figure 5-7. Helideck prohibited landing sector marking
Application
5.2.15.1 Recommendation.— The centre line of a helicopter ground taxiway should be identified with a marking, and
the edges of a helicopter ground taxiway, if not self-evident, should be identified with markers or markings.
Location
5.2.15.2 Helicopter ground taxiway markings shall be along the centre line and, if required, along the edges of a
helicopter ground taxiway.
5.2.15.3 Helicopter ground taxiway edge markers shall be located at a distance of 0.5 m to 3 m beyond the edge of the
helicopter ground taxiway.
5.2.15.4 Helicopter ground taxiway edge markers, where provided, shall be spaced at intervals of not more than 15 m
on each side of straight sections and 7.5 m on each side of curved sections with a minimum of four equally spaced markers
per section.
Characteristics
5.2.15.5 A helicopter ground taxiway centre line marking shall be a continuous yellow line 15 cm in width.
5.2.15.6 Helicopter ground taxiway edge markings shall be a continuous double yellow line, each 15 cm in width, and
spaced 15 cm apart (nearest edge to nearest edge).
Note.— Signage may be required on an aerodrome where it is necessary to indicate that a helicopter ground taxiway is
suitable only for the use of helicopters.
5.2.15.7 A helicopter ground taxiway edge marker shall be frangible.
5.2.15.8 A helicopter ground taxiway edge marker shall not exceed a plane originating at a height of 25 cm above the
plane of the helicopter ground taxiway, at a distance of 0.5 m from the edge of the helicopter ground taxiway and sloping
upwards and outwards at a gradient of 5 per cent to a distance of 3 m beyond the edge of the helicopter ground taxiway.
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Annex 14 — Aerodromes Volume II
5.2.15.9 A helicopter ground taxiway edge marker shall be blue.
Note 1.— Guidance on suitable edge markers is given in the Heliport Manual (Doc 9261).
Note 2.— If blue markers are used on an aerodrome, signage may be required to indicate that the helicopter ground
taxiway is suitable only for helicopters.
5.2.15.10 If the helicopter ground taxiway is to be used at night, the edge markers shall be internally illuminated or
retro-reflective.
5.2.16 Helicopter air taxiway markings and markers
Note.— Air taxi-routes are not required to be marked.
Application
5.2.16.1 Recommendation.— The centre line of a helicopter air taxiway or, if not self-evident, the edges of a
helicopter air taxiway should be identified with markers or markings.
Location
5.2.16.2 A helicopter air taxiway centre line marking or flush in-ground centre line marker shall be located along the
centre line of the helicopter air taxiway.
5.2.16.3 Helicopter air taxiway edge markings shall be located along the edges of a helicopter air taxiway.
5.2.16.4 Helicopter air taxiway edge markers shall be located at a distance of 1 m to 3 m beyond the edge of the
helicopter air taxiway.
5.2.16.5 Recommendation.— Helicopter air taxiway edge markers should not be located at a distance of less than
0.5 times the largest overall width of the helicopter for which it is designed from the centre line of the helicopter air taxiway.
Characteristics
5.2.16.6 A helicopter air taxiway centre line, when on a paved surface, shall be marked with a continuous yellow line
15 cm in width.
5.2.16.7 The edges of a helicopter air taxiway, when on a paved surface, shall be marked with continuous double
yellow lines each 15 cm in width, and spaced 15 cm apart (nearest edge to nearest edge).
Note.— Where there is potential for a helicopter air taxiway to be confused with a helicopter ground taxiway, signage
may be required to indicate the mode of taxi operations that are permitted.
5.2.16.8 A helicopter air taxiway centre line, when on an unpaved surface that will not accommodate painted markings,
shall be marked with flush in-ground 15 cm wide and approximately 1.5 m in length yellow markers, spaced at intervals of
not more than 30 m on straight sections and not more than 15 m on curves, with a minimum of four equally spaced markers
per section.
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Chapter 5 Annex 14 — Aerodromes
5.2.16.9 Helicopter air taxiway edge markers, where provided, shall be spaced at intervals of not more than 30 m on
each side of straight sections and not more than 15 m on each side of curves, with a minimum of four equally spaced markers
per section.
5.2.16.10 Helicopter air taxiway edge markers shall be frangible.
5.2.16.11 Helicopter air taxiway edge markers shall not penetrate a plane originating at a height of 25 cm above the
plane of the helicopter air taxiway, at a distance of 1 m from the edge of the helicopter air taxiway and sloping upwards and
outwards at a gradient of 5 per cent to a distance of 3 m beyond the edge of the helicopter air taxiway.
5.2.16.12 Recommendation.— Helicopter air taxiway edge markers should not penetrate a plane originating at a
height of 25 cm above the plane of the helicopter air taxiway, at a distance of 0.5 times the largest overall width of the
helicopter for which it is designed from the centre line of the helicopter air taxiway, and sloping upwards and outwards at a
gradient of 5 per cent.
5.2.16.13 A helicopter air taxiway edge marker shall be of colour(s) that contrast effectively against the operating
background. The colour red shall not be used for markers.
Note.— Guidance for suitable edge markers is given in the Heliport Manual (Doc 9261).
5.2.16.14 If the helicopter air taxiway is to be used at night, helicopter air taxiway edge markers shall be either
internally illuminated or retro-reflective.
5.2.17 Helicopter stand markings
Application
5.2.17.1 A helicopter stand perimeter marking shall be provided on a helicopter stand designed for turning. If a
helicopter stand perimeter marking is not practicable, a central zone perimeter marking shall be provided instead if the
perimeter of the central zone is not self-evident.
5.2.17.2 For a helicopter stand intended to be used for taxi-through and which does not allow the helicopter to turn, a
stop line shall be provided.
5.2.17.3 Recommendation.— Alignment lines and lead-in/lead-out lines should be provided on a helicopter stand.
Note 1.— See Figure 5-8.
Note 2.— Helicopter stand identification markings may be provided where there is a need to identify individual stands.
Note 3.— Additional markings relating to stand size may be provided. See the Heliport Manual (Doc 9261).
Location
5.2.17.4 A helicopter stand perimeter marking on a helicopter stand designed for turning or, a central zone perimeter
marking, shall be concentric with the central zone of the stand.
5.2.17.5 For a helicopter stand intended to be used for taxi-through and which does not allow the helicopter to turn, a
stop line shall be located on the helicopter ground taxiway axis at right angles to the centre line.
5.2.17.6 Alignment lines and lead-in/lead-out lines shall be located as shown in Figure 5-8.
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Annex 14 — Aerodromes Volume II
Alignment Continuous yellow line
Line (optional) 15 cm line width
Helicopter Stand
Perimeter Marking
Yellow circle
15 cm line width
if practicable
Central Zone
Perimeter Marking
(only required if perimeter
marking not practical and if the
1.2 D 0.83 D perimeter is not self evident)
Yellow circle
15 cm line width.
When TLOF is collocated
with a helicopter stand
White circle
30 cm line width
Touchdown / Positioning Marking
Yellow circle width 0.5 m – heliport
Lead-in/Lead-out Note: Inner diameter 0.5 D
Lines (optional)
Taxiway centre line
Figure 5-8. Helicopter stand markings
Characteristics
5.2.17.7 A helicopter stand perimeter marking shall be a yellow circle and have a line width of 15 cm.
5.2.17.8 A central zone perimeter marking shall be a yellow circle and have a line width of 15 cm, except when the
TLOF is collocated with a helicopter stand, the characteristics of the TLOF perimeter markings shall apply.
5.2.17.9 For a helicopter stand intended to be used for taxi-through and which does not allow the helicopter to turn, a
yellow stop line shall not be less than the width of the helicopter ground taxiway and have a line thickness of 50 cm.
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Chapter 5 Annex 14 — Aerodromes
5.2.17.10 Alignment lines and lead-in/lead-out lines shall be continuous yellow lines and have a width of 15 cm.
5.2.17.11 Curved portions of alignment lines and lead-in/lead-out lines shall have radii appropriate to the most
demanding helicopter type the helicopter stand is intended to serve.
5.2.17.12 Stand identification markings shall be marked in a contrasting colour so as to be easily readable.
Note 1.— Where it is intended that helicopters proceed in one direction only, arrows indicating the direction to be
followed may be added as part of the alignment lines.
Note 2.— The characteristics of markings related to the stand size and alignment and lead-in/lead-out lines are
illustrated in Figure 5-8.
5.2.18 Flight path alignment guidance marking
Application
5.2.18.1 Recommendation.— Flight path alignment guidance marking(s) should be provided at a heliport where it is
desirable and practicable to indicate available approach and/or departure path direction(s).
Note.— The flight path alignment guidance marking can be combined with a flight path alignment guidance lighting
system described in 5.3.4.
Location
5.2.18.2 The flight path alignment guidance marking shall be located in a straight line along the direction of approach
and/or departure path on one or more of the TLOF, FATO, safety area or any suitable surface in the immediate vicinity of the
FATO or safety area.
Characteristics
5.2.18.3 A flight path alignment guidance marking shall consist of one or more arrows marked on the TLOF, FATO
and/or safety area surface as shown in Figure 5-9. The stroke of the arrow(s) shall be 50 cm in width and at least 3 m in
length. When combined with a flight path alignment guidance lighting system it shall take the form shown in Figure 5-9
which includes the scheme for marking ‘heads of the arrows’ which are constant regardless of stroke length.
Note.— In the case of a flight path limited to a single approach direction or single departure direction, the arrow
marking may be unidirectional. In the case of a heliport with only a single approach/departure path available, one
bidirectional arrow is marked.
5.2.18.4 Recommendation.— The markings should be in a colour which provides good contrast against the
background colour of the surface on which they are marked, preferably white.
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Annex 14 — Aerodromes Volume II
Arrow Details
1.6 m
0.50 m Width
1.5 m
3.0 m
(minimum)
FATO
Stroke between arrow heads can be longer.
Arrow heads constant dimensions.
Examples shown for both multiple and
single take-off climb/approach surfaces
Arrows can be positioned within TLOF,
Lights – 3 or more FATO and/or safety area
at 1.5 m to 3.0 m spacing
Lights can be aligned outside arrow
Safety Area
Figure 5-9. Flight path alignment guidance markings and lights
5.3 Lights
5.3.1 General
Note 1.— See Annex 14, Volume I, 5.3.1, concerning specifications on screening of non-aeronautical ground lights, and
design of elevated and inset lights.
Note 2.— In the case of helidecks and heliports located near navigable waters, consideration needs to be given to
ensuring that aeronautical ground lights do not cause confusion to mariners.
Note 3.— As helicopters will generally 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 and reflected glare.
Note 4.— Specifications in sections 5.3.4, 5.3.6, 5.3.7, and 5.3.8 are designed to provide effective lighting systems based
on night conditions. Where lights are to be used in conditions other than night (i.e. day or twilight) it may be necessary to
increase the intensity of the lighting to maintain effective visual cues by use of a suitable brilliancy control. Guidance is
provided in the Aerodrome Design Manual (Doc 9157), Part 4 — Visual Aids.
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Chapter 5 Annex 14 — Aerodromes
5.3.2 Heliport beacon
Application
5.3.2.1 Recommendation.— A heliport beacon should be provided at a heliport where:
a) long-range visual guidance is considered necessary and is not provided by other visual means; or
b) identification of the heliport is difficult due to surrounding lights.
Location
5.3.2.2 The heliport beacon shall be located on or adjacent to the heliport preferably at an elevated position and so that
it does not dazzle a pilot at short range.
Note.— Where a heliport beacon is likely to dazzle pilots at short range, it may be switched off during the final stages of
the approach and landing.
Characteristics
5.3.2.3 The heliport beacon shall emit repeated series of equispaced short duration white flashes in the format in
Figure 5-10.
5.3.2.4 The light from the beacon shall show at all angles of azimuth.
5.3.2.5 Recommendation.— The effective light intensity distribution of each flash should be as shown in Figure 5-11,
Illustration 1.
Note.— Where brilliancy control is desired, settings of 10 per cent and 3 per cent have been found to be satisfactory. In
addition, shielding may be necessary to ensure that pilots are not dazzled during the final stages of the approach and landing.
Intensity Flash duration
0.5 — 2.0
milliseconds
0.8 s 0.8 s
1.2 s
Time
Figure 5-10. Heliport beacon flash characteristics
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14/11/13
Elevation Elevation Elevation
15° 25 cd 15° 250 cd*
10° 250 cd*
9° 250 cd 9° 2 500 cd*
7° 750 cd*
Annex 14 — Aerodromes
6° 350 cd 6° 3 500 cd*
4° 1 700 cd* 5° 350 cd 5° 3 500 cd* Elevation
2 1/2° 2 500 cd*
1 1/2° 2 500 cd* 2° 250 cd 2° 2 500 cd* 90° 55 cd/m 2
0° 1 700 cd* 0° 25 cd 0° 250 cd*
–180° Azimuth +180° –180° Azimuth +180° –180° Azimuth +180°
(white light) (white light) (white light)
* Effective intensity * Effective intensity 60° 55 cd/m 2
Illustration 1 — Heliport beacon Illustration 2 — Approach light Illustration 3 — Approach light flashing
steady burning 40° 50 cd/m 2
9 000 cd 30° 45 cd/m2
6 375 cd
5-22
3 750 cd Elevation Elevation (E) 20° 30 cd/m 2
Elevation
1 875 cd
375 cd 30° 10 cd 20°<E90° 3 cd 10° 15 cd/m 2
Azimuth 50 cd 13°<E20° 8 cd 5 cd/m 2
25° 0°
–180° Azimuth +180°
Green (green light)
Figure 5-11. Isocandela diagrams
20° 100 cd 10°<E13° 15 cd
Red 3° 6° 9° 12° 15°
2°
4°
6° 10° 5°<E10° 30 cd Illustration 7 — Touchdown and lift-off area
375 cd 8° luminescent panels
1 875 cd 10° 2°E5° 15 cd
3° 100 cd Azimuth
3 750 cd –180° +180°
6 375 cd 0° 10 cd (green or white light)
9 000 cd –180° Azimuth +180°
Note.— Additional values may be required in the case of
installations requiring identification by means of the lights
at an elevation of less than two degrees.
Illustration 4 — HAPI system Illustration 5 — Final approach and Illustration 6 — TLOF perimeter lights and
take-off area lights and flight path alignment guidance lighting system
aiming point lights
Volume II
Chapter 5 Annex 14 — Aerodromes
18 m
FATO
30 m
90 m
210 m
Figure 5-12. Approach lighting system
5.3.3 Approach lighting system
Application
5.3.3.1 Recommendation.— An approach lighting system should be provided at a heliport where it is desirable and
practicable to indicate a preferred approach direction.
Location
5.3.3.2 The approach lighting system shall be located in a straight line along the preferred direction of approach.
Characteristics
5.3.3.3 Recommendation.— An approach lighting system should consist of a row of three lights spaced uniformly at
30 m intervals and of a crossbar 18 m in length at a distance of 90 m from the perimeter of the FATO as shown in
Figure 5-12. The lights forming the crossbar should be as nearly as practicable in a horizontal straight line at right angles to,
and bisected by, the line of the centre line lights and spaced at 4.5 m intervals. Where there is the need to make the final
approach course more conspicuous, additional lights spaced uniformly at 30 m intervals should be added beyond the
crossbar. The lights beyond the crossbar may be steady or sequenced flashing, depending upon the environment.
Note.— Sequenced flashing lights may be useful where identification of the approach lighting system is difficult due to
surrounding lights.
5.3.3.4 The steady lights shall be omnidirectional white lights.
5.3.3.5 Sequenced flashing lights shall be omnidirectional white lights.
5.3.3.6 Recommendation.— The flashing lights should have a flash frequency of one per second and their light
distribution should be as shown in Figure 5-11, Illustration 3. The flash sequence should commence from the outermost light
and progress towards the crossbar.
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Annex 14 — Aerodromes Volume II
5.3.3.7 Recommendation.— A suitable brilliancy control should be incorporated to allow for adjustment of light
intensity to meet the prevailing conditions.
Note.— The following intensity settings have been found suitable:
a) steady lights — 100 per cent, 30 per cent and 10 per cent; and
b) flashing lights — 100 per cent, 10 per cent and 3 per cent.
5.3.4 Flight path alignment guidance lighting system
Application
5.3.4.1 Recommendation.— Flight path alignment guidance lighting system(s) should be provided at a heliport where
it is desirable and practicable to indicate available approach and/or departure path direction(s).
Note.— The flight path alignment guidance lighting can be combined with a flight path alignment guidance marking(s)
described in 5.2.18.
Location
5.3.4.2 The flight path alignment guidance lighting system shall be in a straight line along the direction(s) of approach
and/or departure path on one or more of the TLOF, FATO, safety area or any suitable surface in the immediate vicinity of the
FATO, TLOF or safety area.
5.3.4.3 Recommendation.— If combined with a flight path alignment guidance marking, as far as is practicable the
lights should be located inside the “arrow” markings.
Characteristics
5.3.4.4 Recommendation.— A flight path alignment guidance lighting system should consist of a row of three or more
lights spaced uniformly a total minimun distance of 6 m. Intervals between lights should not be less than 1.5 m and should
not exceed 3 m. Where space permits there should be 5 lights. (See Figure 5-9.)
Note.— The number of lights and spacing between these lights may be adjusted to reflect the space available. If more
than one flight path alignment system is used to indicate available approach and/or departure path direction(s), the
characteristics for each system are typically kept the same. (See Figure 5-9.)
5.3.4.5 The lights shall be steady omnidirectional inset white lights.
5.3.4.6 Recommendation.— The distribution of the lights should be as indicated in Figure 5-11, Illustration 6.
5.3.4.7 Recommendation.— A suitable control should be incorporated to allow for adjustment of light intensity to
meet the prevailing conditions and to balance the flight path alignment guidance lighting system with other heliport lights
and general lighting that may be present around the heliport.
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Chapter 5 Annex 14 — Aerodromes
5.3.5 Visual alignment guidance system
Application
5.3.5.1 Recommendation.— A visual alignment guidance system should be provided to serve the approach to a
heliport where one or more of the following conditions exist especially at night:
a) obstacle clearance, noise abatement or traffic control procedures require a particular direction to be flown;
b) the environment of the heliport provides few visual surface cues; and
c) it is physically impracticable to install an approach lighting system.
Location
5.3.5.2 The visual alignment guidance system shall be located such that a helicopter is guided along the prescribed
track towards the FATO.
5.3.5.3 Recommendation.— The system should be located at the downwind edge of the FATO and aligned along the
preferred approach direction.
5.3.5.4 The light units shall be frangible and mounted as low as possible.
5.3.5.5 Where the lights of the system need to be seen as discrete sources, light units shall be located such that at the
extremes of system coverage the angle subtended between units as seen by the pilot shall not be less than 3 minutes of arc.
5.3.5.6 The angles subtended between light units of the system and other units of comparable or greater intensities shall
also be not less than 3 minutes of arc.
Note.— Requirements of 5.3.5.5 and 5.3.5.6 can be met for lights on a line normal to the line of sight if the light units are
separated by 1 m for every kilometre of viewing range.
Signal format
5.3.5.7 The signal format of the alignment guidance system shall include a minimum of three discrete signal sectors
providing “offset to the right”, “on track” and “offset to the left” signals.
5.3.5.8 The divergence of the “on track” sector of the system shall be as shown in Figure 5-13.
5.3.5.9 The signal format shall be such that there is no possibility of confusion between the system and any associated
visual approach slope indicator or other visual aids.
5.3.5.10 The system shall avoid the use of the same coding as any associated visual approach slope indicator.
5.3.5.11 The signal format shall be such that the system is unique and conspicuous in all operational environments.
5.3.5.12 The system shall not significantly increase the pilot workload.
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Annex 14 — Aerodromes Volume II
1°
1°
FATO FATO
1°
1°
Example A Example B
Figure 5-13. Divergence of the “on track” sector
Light distribution
5.3.5.13 The usable coverage of the visual alignment guidance system shall be equal to or better than that of the visual
approach slope indicator system with which it is associated.
5.3.5.14 A suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and
to avoid dazzling the pilot during approach and landing.
Approach track and azimuth setting
5.3.5.15 A visual alignment guidance system shall be capable of adjustment in azimuth to within ±5 minutes of arc of
the desired approach path.
5.3.5.16 The angle of the azimuth guidance system shall 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 approach area by a safe margin.
5.3.5.17 The characteristics of the obstacle protection surface specified in 5.3.6.23, Table 5-1 and Figure 5-14 shall
equally apply to the system.
Characteristics of the visual alignment guidance system
5.3.5.18 In the event of the failure of any component affecting the signal format the system shall be automatically
switched off.
5.3.5.19 The light units shall be so designed that deposits of condensation, ice, dirt, etc., on 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.
14/11/13 5-26
Chapter 5 Annex 14 — Aerodromes
Table 5-1. Dimensions and slopes of the obstacle protection surface
SURFACE AND DIMENSIONS FATO
Length of inner edge Width of safety area
Distance from end of FATO 3 m minimum
Divergence 10%
Total length 2 500 m
Slope PAPI Aa – 0.57°
HAPI Ab – 0.65°
APAPI Aa – 0.9°
a. As indicated in Annex 14, Volume I, Figure 5-19.
b. The angle of the upper boundary of the “below slope” signal.
A A
Divergence
FATO
Obstacle protection surface
(Dimensions as in Table 5-1)
Approach surface inner edge
ce
surfa
rotection 5-1)
p Table
acle
Obst pe as in
(slo
Origin
Downwind edge Approach surface inner edge
Section A-A
Figure 5-14. Obstacle protection surface for visual approach slope indicator systems
5-27 14/11/13
Annex 14 — Aerodromes Volume II
5.3.6 Visual approach slope indicator
Application
5.3.6.1 Recommendation.— A visual approach slope indicator should be provided to serve the approach to a heliport,
whether or not the heliport is served by other visual approach aids or by non-visual aids, where one or more of the following
conditions exist especially at night:
a) obstacle clearance, noise abatement or traffic control procedures require a particular slope to be flown;
b) the environment of the heliport provides few visual surface cues; and
c) the characteristics of the helicopter require a stabilized approach.
5.3.6.2 The standard visual approach slope indicator systems for helicopter operations shall consist of the following:
a) PAPI and APAPI systems conforming to the specifications contained in Annex 14, Volume I, 5.3.5.23 to 5.3.5.40
inclusive, except that the angular size of the on-slope sector of the systems shall be increased to 45 minutes; or
b) helicopter approach path indicator (HAPI) system conforming to the specifications in 5.3.6.6 to 5.3.6.21 inclusive.
Location
5.3.6.3 A visual approach slope indicator shall be located such that a helicopter is guided to the desired position within
the FATO and so as to avoid dazzling the pilot during final approach and landing.
5.3.6.4 Recommendation.— A visual approach slope indicator should be located adjacent to the nominal aiming
point and aligned in azimuth with the preferred approach direction.
5.3.6.5 The light unit(s) shall be frangible and mounted as low as possible.
HAPI signal format
5.3.6.6 The signal format of the HAPI shall include four discrete signal sectors, providing an “above slope”, an “on
slope”, a “slightly below” and a “below slope” signal.
5.3.6.7 The signal format of the HAPI shall be as shown in Figure 5-15, Illustrations A and B.
Note.— Care is required in the design of the unit to minimize spurious signals between the signal sectors and at the
azimuth coverage limits.
5.3.6.8 The signal repetition rate of the flashing sector of the HAPI shall be at least 2 Hz.
5.3.6.9 Recommendation.— The on-to-off ratio of pulsing signals of the HAPI should be 1 to 1, and the modulation
depth should be at least 80 per cent.
5.3.6.10 The angular size of the “on-slope” sector of the HAPI shall be 45 minutes.
5.3.6.11 The angular size of the “slightly below” sector of the HAPI shall be 15 minutes.
14/11/13 5-28
Chapter 5 Annex 14 — Aerodromes
e
ov
ab
pe
n—
Sector Format
slo pe
slo
ee
h
ac on
gr
Above Flashing o lo w
pr be
g
green —
Ap
hin
n t l y
ee gh w
S li
as
Gr elo
—b
Fl
On slope Green d — d
Re re
ng
shi
Slightly Red Fla
below
Below Flashing
red
Illustration A Illustration B
Figure 5-15. HAPI signal format
Light distribution
5.3.6.12 Recommendation.— The light intensity distribution of the HAPI in red and green colours should be as
shown in Figure 5-11, Illustration 4.
Note.— A larger azimuth coverage can be obtained by installing the HAPI system on a turntable.
5.3.6.13 Colour transition of the HAPI in the vertical plane shall be such as to appear to an observer at a distance of not
less than 300 m to occur within a vertical angle of not more than three minutes.
5.3.6.14 The transmission factor of a red or green filter shall be not less than 15 per cent at the maximum intensity
setting.
5.3.6.15 At full intensity the red light of the HAPI shall have a Y-coordinate not exceeding 0.320, and the green light
shall be within the boundaries specified in Annex 14, Volume I, Appendix 1, 2.1.3.
5.3.6.16 A suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and
to avoid dazzling the pilot during approach and landing.
Approach slope and elevation setting
5.3.6.17 A HAPI system shall be capable of adjustment in elevation at any desired angle between 1 degree and
12 degrees above the horizontal with an accuracy of ±5 minutes of arc.
5.3.6.18 The angle of elevation setting of HAPI shall 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 area by a safe margin.
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Annex 14 — Aerodromes Volume II
Characteristics of the light unit
5.3.6.19 The system shall be so designed that:
a) in the event the vertical misalignment of a unit exceeds ±0.5 degrees (±30 minutes), the system will switch off
automatically; and
b) if the flashing mechanism fails, no light will be emitted in the failed flashing sector(s).
5.3.6.20 The light unit of the HAPI shall be so designed that deposits of condensation, ice, dirt, etc., on 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.
5.3.6.21 Recommendation.— A HAPI system intended for installation on a floating helideck should afford a
stabilization of the beam to an accuracy of ± 1/4 degree within ± 3-degree pitch and roll movement of the heliport.
Obstacle protection surface
Note.— The following specifications apply to PAPI, APAPI and HAPI.
5.3.6.22 An obstacle protection surface shall be established when it is intended to provide a visual approach slope
indicator system.
5.3.6.23 The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope, shall
correspond to those specified in the relevant column of Table 5-1 and in Figure 5-14.
5.3.6.24 New objects or extensions of existing objects shall 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.
Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services
Manual, Part 6 (Doc 9137).
5.3.6.25 Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the
appropriate authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that
the object would not adversely affect the safety of operations of helicopters.
5.3.6.26 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 following measures shall be taken:
a) suitably raise the approach slope of the system;
b) reduce the azimuth spread of the system so that the object is outside the confines of the beam;
c) displace the axis of the system and its associated obstacle protection surface by no more than 5 degrees;
d) suitably displace the FATO; and
e) install a visual alignment guidance system specified in 5.3.5.
Note.— Guidance on this issue is contained in the Heliport Manual (Doc 9261).
14/11/13 5-30
Chapter 5 Annex 14 — Aerodromes
5.3.7 Final approach and take-off area lighting systems for surface-level heliports
Application
5.3.7.1 Where a FATO is established at a surface-level heliport on ground intended for use at night, FATO lights shall
be provided except that they may be omitted where the FATO and the TLOF are nearly coincidental or the extent of the
FATO is self-evident.
Location
5.3.7.2 FATO lights shall be placed along the edges of the FATO. The lights shall be uniformly spaced as follows:
a) for an area in the form of a square or rectangle, at intervals of not more than 50 m with a minimum of four lights on
each side including a light at each corner; and
b) for any other shaped area, including a circular area, at intervals of not more than 5 m with a minimum of ten lights.
Characteristics
5.3.7.3 FATO lights shall be fixed omnidirectional lights showing white. Where the intensity of the lights is to be
varied the lights shall show variable white.
5.3.7.4 Recommendation.— The light distribution of FATO lights should be as shown in Figure 5-11, Illustration 5.
5.3.7.5 Recommendation.— The lights should not exceed a height of 25 cm and should be inset when a light
extending above the surface would endanger helicopter operations. Where a FATO is not meant for lift-off or touchdown, the
lights should not exceed a height of 25 cm above ground or snow level.
5.3.8 Aiming point lights
Application
5.3.8.1 Recommendation.— Where an aiming point marking is provided at a heliport intended for use at night,
aiming point lights should be provided.
Location
5.3.8.2 Aiming point lights shall be collocated with the aiming point marking.
Characteristics
5.3.8.3 Aiming point lights shall form a pattern of at least six omnidirectional white lights as shown in Figure 5-6. The
lights shall be inset when a light extending above the surface could endanger helicopter operations.
5.3.8.4 Recommendation.— The light distribution of aiming point lights should be as shown in Figure 5-11,
Illustration 5.
5-31 14/11/13
Annex 14 — Aerodromes Volume II
5.3.9 Touchdown and lift-off area lighting system
Application
5.3.9.1 A TLOF lighting system shall be provided at a heliport intended for use at night.
5.3.9.2 The TLOF lighting system for a surface-level heliport shall consist of one or more of the following:
a) perimeter lights; or
b) floodlighting; or
c) arrays of segmented point source lighting (ASPSL) or luminescent panel (LP) lighting to identify the TLOF when a)
and b) are not practicable and FATO lights are available.
5.3.9.3 The TLOF lighting system for an elevated heliport or helideck shall consist of:
a) perimeter lights; and
b) ASPSL and/or LPs to identify the touchdown marking where it is provided and/or floodlighting to illuminate the
TLOF.
Note.— At elevated heliports and helidecks, surface texture cues within the TLOF are essential for helicopter positioning
during the final approach and landing. Such cues can be provided using various forms of lighting (ASPSL, LP, floodlights or
a combination of these lights, etc.) in addition to perimeter lights. Best results have been demonstrated by the combination of
perimeter lights and ASPSL in the form of encapsulated strips of light emitting diodes (LEDs) to identify the touchdown and
heliport identification markings.
5.3.9.4 Recommendation.— TLOF ASPSL and/or LPs to identify the touchdown marking and/ or floodlighting should
be provided at a surface-level heliport intended for use at night when enhanced surface texture cues are required.
Location
5.3.9.5 TLOF perimeter lights shall be placed along the edge of the area designated for use as the TLOF or within a
distance of 1.5 m from the edge. Where the TLOF is a circle the lights shall be:
a) located on straight lines in a pattern which will provide information to pilots on drift displacement; and
b) where a) is not practicable, evenly spaced around the perimeter of the TLOF at the appropriate interval, except that
over a sector of 45 degrees the lights shall be spaced at half spacing.
5.3.9.6 TLOF perimeter lights shall be uniformly spaced at intervals of not more than 3 m for elevated heliports and
helidecks and not more than 5 m for surface-level heliports. There shall be a minimum number of four lights on each side
including a light at each corner. For a circular TLOF, where lights are installed in accordance with 5.3.9.5 b) there shall be a
minimum of fourteen lights.
Note.— Guidance on this issue is contained in the Heliport Manual (Doc 9261).
5.3.9.7 The TLOF perimeter lights shall be installed at an elevated heliport or fixed helideck such that the pattern
cannot be seen by the pilot from below the elevation of the TLOF.
14/11/13 5-32
Chapter 5 Annex 14 — Aerodromes
5.3.9.8 The TLOF perimeter lights shall be installed at a floating helideck, such that the pattern cannot be seen by the
pilot from below the elevation of the TLOF when the helideck is level.
5.3.9.9 On surface-level heliports, ASPSL or LPs, if provided to identify the TLOF, shall be placed along the marking
designating the edge of the TLOF. Where the TLOF is a circle, they shall be located on straight lines circumscribing the area.
5.3.9.10 On surface-level heliports the minimum number of LPs on a TLOF shall be nine. The total length of LPs in a
pattern shall not be less than 50 per cent of the length of the pattern. There shall be an odd number with a minimum number
of three panels on each side of the TLOF including a panel at each corner. LPs shall be uniformly spaced with a distance
between adjacent panel ends of not more than 5 m on each side of the TLOF.
5.3.9.11 Recommendation.— When LPs are used on an elevated heliport or helideck to enhance surface texture cues,
the panels should not be placed adjacent to the perimeter lights. They should be placed around a touchdown marking where
it is provided or coincident with heliport identification marking.
5.3.9.12 TLOF floodlights shall be located so as to avoid glare to pilots in flight or to personnel working on the area.
The arrangement and aiming of floodlights shall be such that shadows are kept to a minimum.
Note.— ASPSL and LPs used to designate the touchdown and/or heliport identification marking have been shown to
provide enhanced surface texture cues when compared to low-level floodlights. Due to the risk of misalignment, if floodlights
are used, there will be a need for them to be checked periodically to ensure they remain within the specifications contained
within 5.3.9.
Characteristics
5.3.9.13 The TLOF perimeter lights shall be fixed omnidirectional lights showing green.
5.3.9.14 At a surface-level heliport, ASPSL or LPs shall emit green light when used to define the perimeter of the
TLOF.
5.3.9.15 Recommendation.— The chromaticity and luminance of colours of LPs should conform to Annex 14,
Volume I, Appendix 1, 3.4.
5.3.9.16 An LP shall have a minimum width of 6 cm. The panel housing shall be the same colour as the marking it
defines.
5.3.9.17 Recommendation.— The perimeter lights should not exceed a height of 25 cm and should be inset when a
light extending above the surface could endanger helicopter operations.
5.3.9.18 Recommendation.— When located within the safety area of a heliport or within the obstacle-free sector of a
helideck, the TLOF floodlights should not exceed a height of 25 cm.
5.3.9.19 The LPs shall not extend above the surface by more than 2.5 cm.
5.3.9.20 Recommendation.— The light distribution of the perimeter lights should be as shown in Figure 5-11,
Illustration 6.
5.3.9.21 Recommendation.— The light distribution of the LPs should be as shown in Figure 5-11, Illustration 7.
5.3.9.22 The spectral distribution of TLOF area floodlights shall be such that the surface and obstacle marking can be
correctly identified.
5-33 14/11/13
Annex 14 — Aerodromes Volume II
5.3.9.23 Recommendation.— The average horizontal illuminance of the floodlighting should be at least 10 lux, with a
uniformity ratio (average to minimum) of not more than 8:1 measured on the surface of the TLOF.
5.3.9.24 Recommendation.— Lighting used to identify the touchdown marking should comprise a segmented circle of
omnidirectional ASPSL strips showing yellow. The segments should consist of ASPSL strips, and the total length of the
ASPSL strips should not be less than 50 per cent of the circumference of the circle.
5.3.9.25 Recommendation.— If utilized, the heliport identification marking lighting should be omnidirectional
showing green.
5.3.10 Winching area floodlighting
Application
5.3.10.1 Winching area floodlighting shall be provided at a winching area intended for use at night.
Location
5.3.10.2 Winching area floodlights shall be located so as to avoid glare to pilots in flight or to personnel working on
the area. The arrangement and aiming of floodlights shall be such that shadows are kept to a minimum.
Characteristics
5.3.10.3 The spectral distribution of winching area floodlights shall be such that the surface and obstacle markings can
be correctly identified.
5.3.10.4 Recommendation.— The average horizontal illuminance should be at least 10 lux, measured on the surface
of the winching area.
5.3.11 Taxiway lights
Note.— The specifications for taxiway centre line lights and taxiway edge lights in Annex 14, Volume I, 5.3.17 and
5.3.18, are equally applicable to taxiways intended for ground taxiing of helicopters.
5.3.12 Visual aids for denoting obstacles
Note.— The specifications for marking and lighting of obstacles included in Annex 14, Volume I, Chapter 6, are equally
applicable to heliports and winching areas.
14/11/13 5-34
Chapter 5 Annex 14 — Aerodromes
5.3.13 Floodlighting of obstacles
Application
5.3.13.1 At a heliport intended for use at night, obstacles shall be floodlighted if it is not possible to display obstacle
lights on them.
Location
5.3.13.2 Obstacle floodlights shall be arranged so as to illuminate the entire obstacle and as far as practicable in a
manner so as not to dazzle the helicopter pilots.
Characteristics
5.3.13.3 Recommendation.— Obstacle floodlighting should be such as to produce a luminance of at least 10 cd/m2.
______________________
5-35 14/11/13
CHAPTER 6. HELIPORT SERVICES
6.1 Rescue and fire fighting
General
Introductory Note.— These specifications apply to surface-level heliports and elevated heliports only. The specifications
complement those in Annex 14, Volume I, 9.2, concerning rescue and fire fighting requirements at aerodromes.
The principal objective of a rescue and fire fighting service is to save lives. For this reason, the provision of means of
dealing with a helicopter accident or incident occurring at or in the immediate vicinity of a heliport assumes primary
importance because it is within this area that there are the greatest opportunities for saving lives. This must assume at all
times the possibility of, and need for, extinguishing a fire which may occur either immediately following a helicopter accident
or incident or at any time during rescue operations.
The most important factors bearing on effective rescue in a survivable helicopter accident are the training received, the
effectiveness of the equipment and the speed with which personnel and equipment designated for rescue and fire fighting
purposes can be put into use.
For an elevated heliport, requirements to protect any building or structure on which the heliport is located are not taken
into account.
Rescue and fire fighting requirements for helidecks may be found in the Heliport Manual (Doc 9261).
Level of protection to be provided
6.1.1 Recommendation.— The level of protection to be provided for rescue and fire fighting should be based on the
overall length of the longest helicopter normally using the heliport and in accordance with the heliport fire fighting category
determined from Table 6-1, except at an unattended heliport with a low movement rate.
Note.— Guidance to assist the appropriate authority in providing rescue and fire fighting equipment and services at
surface-level and elevated heliports is given in the Heliport Manual (Doc 9261).
Table 6-1. Heliport fire fighting category
Category Helicopter overall lengtha
H1 up to but not including 15 m
H2 from 15 m up to but not including 24 m
H3 from 24 m up to but not including 35 m
a. Helicopter length, including the tail boom and the rotors.
ANNEX 14 — VOLUME II 6-1 14/11/13
Annex 14 — Aerodromes Volume II
6.1.2 Recommendation.— During anticipated periods of operations by smaller helicopters, the heliport fire fighting
category may be reduced to that of the highest category of helicopter planned to use the heliport during that time.
Extinguishing agents
6.1.3 Recommendation.— The principal extinguishing agent should be a foam meeting the minimum performance
level B.
Note.— Information on the required physical properties and fire extinguishing performance criteria needed for a foam to
achieve an acceptable performance level B rating is given in the Airport Services Manual, Part 1 (Doc 9137).
6.1.4 Recommendation.— The amounts of water for foam production and the complementary agents to be provided
should be in accordance with the heliport fire fighting category determined under 6.1.1 and Table 6-2 or Table 6-3, as
appropriate.
Note.— The amounts of water specified for elevated heliports do not have to be stored on or adjacent to the heliport if
there is a suitable adjacent pressurized water main system capable of sustaining the required discharge rate.
Table 6-2. Minimum usable amounts of extinguishing agents
for surface-level heliports
Foam meeting performance
level B Complementary agents
Water Discharge rate Dry chemical Halons CO2
Category (L) foam solution (L/min) powders (kg) (kg) (kg)
or or
(1) (2) (3) (4) (5) (6)
H1 1 500 250 23 23 145
H2 1 000 500 45 45 190
H3 1 600 800 90 90 180
Table 6-3. Minimum usable amounts of extinguishing agents
for elevated heliports
Foam meeting performance
level B Complementary agents
Water Discharge rate Dry chemical Halons CO2
Category (L) foam solution (L/min) powders (kg) (kg) (kg)
or or
(1) (2) (3) (4) (5) (6)
H1 2 500 250 45 45 90
H2 5 000 500 45 45 90
H3 8 000 800 45 45 90
14/11/13 6-2
Chapter 6 Annex 14 — Aerodromes
6.1.5 Recommendation.— At a surface-level heliport it is permissible to replace all or part of the amount of water for
foam production by complementary agents.
6.1.6 Recommendation.— The discharge rate of the foam solution should not be less than the rates shown in
Table 6-2 or Table 6-3, as appropriate. The discharge rate of complementary agents should be selected for optimum
effectiveness of the agent used.
6.1.7 Recommendation.— At an elevated heliport, at least one hose spray line capable of delivering foam in a jet
spray pattern at 250 L/min should be provided. Additionally at elevated heliports in categories 2 and 3, at least two monitors
should be provided each having a capability of achieving the required discharge rate and positioned at different locations
around the heliports so as to ensure the application of foam to any part of the heliport under any weather condition and to
minimize the possibility of both monitors being impaired by a helicopter accident.
Rescue equipment
6.1.8 Recommendation.— At an elevated heliport, rescue equipment should be stored adjacent to the heliport.
Note.— Guidance on the rescue equipment to be provided at a heliport is given in the Heliport Manual (Doc 9261).
Response time
6.1.9 Recommendation.— At a surface-level heliport, the operational objective of the rescue and fire fighting service
should be to achieve response times not exceeding two minutes in optimum conditions of visibility and surface conditions.
Note.— Response time is considered to be the time between the initial call to the rescue and fire fighting service and the
time when the first responding vehicle(s) (the service) is (are) in position to apply foam at a rate of at least 50 per cent of the
discharge rate specified in Table 6-2.
6.1.10 Recommendation.— At an elevated heliport, the rescue and fire fighting service should be immediately
available on or in the vicinity of the heliport while helicopter movements are taking place.
______________________
6-3 14/11/13
APPENDIX 1. AERONAUTICAL DATA QUALITY REQUIREMENTS
Table A1-1. Latitude and longitude
Accuracy Integrity
Latitude and longitude Data type Classification
Heliport reference point ......................................................................................... 30 m
surveyed/calculated routine
Navaids located at the heliport ............................................................................... 3m
surveyed essential
Obstacles in Area 3 ................................................................................................ 0.5 m
surveyed essential
Obstacles in Area 2 (the part within the heliport boundary) .................................. 5m
surveyed essential
Geometric centre of TLOF or FATO thresholds .................................................... 1m
surveyed critical
Helicopter ground taxiway centre line points and helicopter air taxiway points .... 0.5 m
surveyed/calculated essential
Helicopter ground taxiway intersection marking line ............................................ 0.5 m
surveyed essential
Ground exit guidance line ...................................................................................... 0.5 m
surveyed essential
Apron boundaries (polygon) .................................................................................. 1m
surveyed routine
De-icing/anti-icing facility (polygon) .................................................................... 1m
surveyed routine
Helicopter standpoints/INS checkpoints ................................................................ 0.5 m
surveyed routine
Note 1.— See Annex 15, Appendix 8, for graphical illustrations of obstacle data collection surfaces and criteria used to identify
obstacles in the defined areas.
Note 2.— Implementation of Annex 15, provisions 10.1.4 and 10.1.6, concerning the availability, as of 12 November
2015, of obstacle data according to Area 2 and Area 3 specifications would be facilitated by appropriate advance planning
for the collection and processing of such data.
ANNEX 14 — VOLUME II APP 1-1 14/11/13
Annex 14 — Aerodromes Volume II
Table A1-2. Elevation/altitude/height
Accuracy Integrity
Elevation/altitude/height Data type Classification
Heliport elevation .................................................................................................. 0.5 m
surveyed essential
WGS–84 geoid undulation at heliport elevation position ...................................... 0.5 m
surveyed essential
FATO threshold, for heliports with or without a PinS approach ............................ 0.5 m
surveyed essential
WGS–84 geoid undulation at FATO threshold, TLOF geometric centre, 0.5 m
for heliports with or without a PinS approach ........................................................ surveyed essential
FATO threshold, for heliports intended to be operated in accordance 0.25 m
with Appendix 2 .................................................................................................... surveyed critical
WGS–84 geoid undulation at FATO threshold, TLOF geometric centre, 0.25 m
for heliports intended to be operated in accordance with Appendix 2 ................... surveyed critical
Helicopter ground taxiway centre line points and helicopter air taxiway points .... 1m
surveyed essential
Obstacles in Area 2 (the part within the heliport boundary) .................................. 3m
surveyed essential
Obstacles in Area 3 ................................................................................................ 0.5 m
surveyed essential
Distance measuring equipment/precision (DME/P) ............................................... 3m
surveyed essential
Note 1.— See Annex 15, Appendix 8, for graphical illustrations of obstacle data collection surfaces and criteria used to identify
obstacles in the defined areas.
Note 2.— Implementation of Annex 15, provisions 10.1.4 and 10.1.6, concerning the availability, as of 12 November
2015, of obstacle data according to Area 2 and Area 3 specifications would be facilitated by appropriate advance planning
for the collection and processing of such data.
Table A1-3. Declination and magnetic variation
Accuracy Integrity
Declination/variation Data type Classification
Heliport magnetic variation ................................................................................... 1 degree
surveyed essential
ILS localizer antenna magnetic variation ............................................................... 1 degree
surveyed essential
MLS azimuth antenna magnetic variation ............................................................. 1 degree
surveyed essential
14/11/13 APP 1-2
Appendix 1 Annex 14 — Aerodromes
Table A1-4. Bearing
Accuracy Integrity
Bearing Data type Classification
ILS localizer alignment .......................................................................................... 1/100 degree
surveyed essential
MLS zero azimuth alignment ................................................................................. 1/100 degree
surveyed essential
FATO bearing (true) .............................................................................................. 1/100 degree
surveyed routine
Table A1-5. Length/distance/dimension
Accuracy Integrity
Length/distance/dimension Data type Classification
1m
FATO length, TLOF dimensions ...........................................................................
surveyed critical
1m
Clearway length and width ....................................................................................
surveyed essential
1m
Landing distance available .....................................................................................
surveyed critical
1m
Take-off distance available ....................................................................................
surveyed critical
1m
Rejected take-off distance available .......................................................................
surveyed critical
1m
Helicopter ground or air taxiway/taxi-route width .................................................
surveyed essential
3m
ILS localizer antenna-FATO end, distance ............................................................
calculated routine
3m
ILS glide slope antenna-threshold, distance along centre line ...............................
calculated routine
3m
ILS marker-threshold distance ...............................................................................
calculated essential
3m
ILS DME antenna-threshold, distance along centre line ........................................
calculated essential
3m
MLS azimuth antenna-FATO end, distance ...........................................................
calculated routine
3m
MLS elevation antenna-threshold, distance along centre line .................................
calculated routine
3m
MLS DME/P antenna-threshold, distance along centre line ..................................
calculated essential
______________________
APP 1-3 14/11/13
APPENDIX 2. INTERNATIONAL STANDARDS AND
RECOMMENDED PRACTICES
FOR INSTRUMENT HELIPORTS WITH
NON-PRECISION AND/OR PRECISION APPROACHES
AND INSTRUMENT DEPARTURES
1. GENERAL
Introductory Note 1.— Annex 14, Volume II, contains Standards and Recommended Practices (specifications) that
prescribe the physical characteristics and obstacle limitation surfaces to be provided for at heliports, and certain facilities
and technical services normally provided at a heliport. It is not intended that these specifications limit or regulate the
operation of an aircraft.
Introductory Note 2.— The specifications in this appendix describe additional conditions beyond those found in the main
sections of Annex 14, Volume II, that apply to instrument heliports with non-precision and/or precision approaches. All
specifications contained within the main chapters of Annex 14, Volume II, are equally applicable to instrument heliports, but
with reference to further provisions described in this Appendix.
2. HELIPORT DATA
2.1 Heliport elevation
The elevation of the TLOF and/or the elevation and geoid undulation of each threshold of the FATO (where appropriate)
shall be measured and reported to the aeronautical information services authority to the accuracy of:
a) one-half metre or foot for non-precision approaches; and
b) one-quarter metre or foot for precision approaches.
Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates.
2.2 Heliport dimensions and related information
The following additional data shall be measured or described, as appropriate, for each facility provided on an instrument
heliport:
a) distances to the nearest metre or foot of localizer and glide path elements comprising an instrument landing system
(ILS) or azimuth and elevation antenna of a microwave landing system (MLS) in relation to the associated TLOF or
FATO extremities.
ANNEX 14 — VOLUME II APP 2-1 14/11/13
Annex 14 — Aerodromes Volume II
3. PHYSICAL CHARACTERISTICS
3.1 Surface-level and elevated heliports
Safety areas
A safety area surrounding an instrument FATO shall extend:
a) laterally to a distance of at least 45 m on each side of the centre line; and
b) longitudinally to a distance of at least 60 m beyond the ends of the FATO.
Note.— See Figure A2-1.
Safety area
60 m 60 m
FATO 90 m
Helicopter clearway Rejected take-off area
Figure A2-1. Safety area for instrument FATO
4. OBSTACLE ENVIRONMENT
4.1 Obstacle limitation surfaces and sectors
Approach surface
Characteristics. The limits of an approach surface shall comprise:
a) an inner edge horizontal and equal in length to the minimum specified width of the FATO plus the safety area,
perpendicular to the centre line of the approach surface and located at the outer edge of the safety area;
b) two side edges originating at the ends of the inner edge;
i) for an instrument FATO with a non-precision approach, diverging uniformly at a specified rate from the vertical
plane containing the centre line of the FATO;
ii) for an instrument FATO with a precision approach, diverging uniformly at a specified rate from the vertical
plane containing the centre line of the FATO, to a specified height above FATO, and then diverging uniformly
at a specified rate to a specified final width and continuing thereafter at that width for the remaining length of
the approach surface; and
c) an outer edge horizontal and perpendicular to the centre line of the approach surface and at a specified height above
the elevation of the FATO.
14/11/13 APP 2-2
Appendix 2 Annex 14 — Aerodromes
4.2 Obstacle limitation requirements
4.2.1 The following obstacle limitation surfaces shall be established for an instrument FATO with a non-precision
and/or precision approach:
a) take-off climb surface;
b) approach surface; and
c) transitional surfaces.
Note.— See Figure A2-2 to A2-5.
4.2.2 The slopes of the obstacle limitation surfaces shall not be greater than, and their other dimensions not less than,
those specified in Tables A2-1 to A2-3.
PLAN
90 m
30%
Extended centre line
outer edge
1 800 m
2 850 m 9 150 m
2% (1:50)
PROFILE
7) 305 m
(1:28.5
3.5%
4 360 m 7 640 m
Figure A2-2. Take-off climb surface for instrument FATO
APP 2-3 14/11/13
Annex 14 — Aerodromes Volume II
PLAN
Outer edge
90 m 15%
25%
1 800 m
Extended centre line
10 000 m
PROFILE — 3° approach Horizontal
3.3)
3% (1:3
(1:40) 150 m
2.5%
3 000 m 2 500 m 4 500 m
PROFILE — 6° approach
Horizontal
6%
150 m
5%
1 500 m 1 250 m 5 750 m
Figure A2-3. Approach surface for precision approach FATO
14/11/13 APP 2-4
Appendix 2 Annex 14 — Aerodromes
PLAN
90 m
16%
Extended centre line 890 m
Outer edge
PROFILE
(1:30)
3.33%
83.3 m
2 500 m
Figure A2-4. Approach surface for non-precision approach FATO
Transitional Surfaces
Take-off climb / Approach Surface
FATO
Take-off climb / Approach Surface
Safety area
Note 1.— For single Take-off climb / Approach Surface. Transition surface extends perpendicular to far side of Safety Area.
Note 2 .— Doc 8168, Vol II, Part IV, Helicopters, details further obstacle limitation surface requirements associated with a VSS.
Figure A2-5. Transitional surfaces for an instrument FATO with a non-precision
and/or precision approach
APP 2-5 14/11/13
Annex 14 — Aerodromes Volume II
Table A2-1. Dimensions and slopes of obstacle limitation surfaces
Instrument (Non-precision) FATO
SURFACE and DIMENSIONS
APPROACH SURFACE
Width of inner edge Width of safety area
Location of inner edge boundary
First Section
Divergence — day
16%
— night
Length — day
2 500 m
— night
Outer width — day
890 m
— night
Slope (maximum) 3.33%
Second Section
Divergence — day
—
— night
Length — day
—
— night
Outer width — day
—
— night
Slope (maximum) —
Third Section
Divergence —
Length — day
—
— night
Outer width — day
—
— night
Slope (maximum) —
TRANSITIONAL
Slope 20%
Height 45 m
14/11/13 APP 2-6
Appendix 2 Annex 14 — Aerodromes
Table A2-2. Dimensions and slopes of obstacle limitation surfaces
Instrument (Precision) FATO
3° approach 6° approach
Height above FATO Height above FATO
90 m 60 m 45 m 30 m 90 m 60 m 45 m 30 m
Surface and dimensions (300 ft) (200 ft) (150 ft) (100 ft) (300 ft) (200 ft) (150 ft) (100 ft)
APPROACH SURFACE
Length of inner edge 90 m 90 m 90 m 90 m 90 m 90 m 90 m 90 m
Distance from end of FATO 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60m
Divergence each side to height
above FATO 25% 25% 25% 25% 25% 25% 25% 25%
Distance to height above FATO 1 745 m 1 163 m 872 m 581 m 870 m 580 m 435 m 290 m
Width at height above FATO 962 m 671 m 526 m 380 m 521 m 380 m 307.5 m 235 m
Divergence to parallel section 15% 15% 15% 15% 15% 15% 15% 15%
Distance to parallel section 2 793 m 3 763 m 4 246 m 4 733 m 4 250 m 4 733 m 4 975 m 5 217 m
Width of parallel section 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m
Distance to outer edge 5 462 m 5 074 m 4 882 m 4 686 m 3 380 m 3 187 m 3 090 m 2 993 m
Width at outer edge 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m
Slope of first section 2.5% 2.5% 2.5% 2.5% 5% 5% 5% 5%
(1:40) (1:40) (1:40) (1:40) (1:20) (1:20) (1:20) (1:20)
Length of first section 3 000 m 3 000 m 3 000 m 3 000 m 1 500 m 1 500 m 1 500 m 1 500 m
Slope of second section 3% 3% 3% 3% 6% 6% 6% 6%
(1:33.3) (1:33.3) (1:33.3) (1:33.3) (1:16.66) (1:16.66) (1:16.66) (1:16.66)
Length of second section 2 500 m 2 500 m 2 500 m 2 500 m 1 250 m 1 250 m 1 250 m 1 250 m
Total length of surface 10 000 m 10 000 m 10 000 m 10 000 m 8 500 m 8 500 m 8 500 m 8 500 m
TRANSITIONAL
Slope 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3%
Height 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m
APP 2-7 14/11/13
Annex 14 — Aerodromes Volume II
Table A2-3. Dimensions and slopes of obstacle limitation surfaces
STRAIGHT TAKE-OFF
SURFACE and DIMENSIONS Instrument
TAKE-OFF CLIMB
Width of inner edge 90 m
Location of inner edge Boundary of end
of clearway
First Section:
Divergence — day
30%
— night
Length — day
2 850 m
— night
Outer width — day
1 800 m
— night
Slope (maximum) 3.5%
Second Section:
Divergence — day
parallel
— night
Length — day
1 510 m
— night
Outer width — day
1 800 m
— night
Slope (maximum) 3.5%*
Third Section:
Divergence parallel
Length — day
7 640 m
— night
Outer width — day
1 800 m
— night
Slope (maximum) 2%
* This slope exceeds the maximum mass one-engine-inoperative climb
gradient of many helicopters which are currently operating.
14/11/13 APP 2-8
Appendix 2 Annex 14 — Aerodromes
5. VISUAL AIDS
5.1 Lights
Approach Lighting Systems
5.1.1 Recommendation.— Where an approach lighting system is provided for a non-precision FATO, the system should
not be less than 210 m in length.
5.1.2 Recommendation.—The light distribution of steady lights should be as indicated in Figure 5-11, Illustration 2
except that the intensity should be increased by a factor of three for a non-precision FATO.
Table A2-4. Dimensions and slopes of the obstacle protection surface
SURFACE AND DIMENSIONS NON-PRECISION FATO
Length of inner edge Width of safety area
Distance from end of FATO 60 m
Divergence 15%
Total length 2 500 m
Slope PAPI Aa – 0.57°
HAPI Ab – 0.65°
APAPI Aa – 0.9°
a. As indicated in Annex 14, Volume I, Figure 5-19.
b. The angle of the upper boundary of the “below slope” signal.
— END —
APP 2-9 14/11/13
Raino Kloren Teie 13.12.2018
Sweco Projekt AS
Valukoja 8 Meie 11.01.2019 nr 4.6-8/18/6403-2
11415 TALLINN
Tartu Ülikooli Kliinikumi kopteriplatsi projekteerimistingimused
Austatud hr Kloren
13. detsembril 2018 saadetud kirjas palusite Lennuametil väljastada projekteerimistingimused
Tartu Ülikooli Kliinikumi M korpuse katusele planeeritavale kopteriväljakule. Peame paraku
tõdema, et praegu puudub eestikeelne ammendav dokument, milles nõuded kopteriväljakutele
detailselt kirjeldatud oleksid. Kopteriväljakute rajamise konsulteerimisel ja hilisemal
sertifitseerimisel oleme aluseks võtnud Rahvusvahelise Tsiviillennunduse Konventsiooni lisa 14
(ICAO Annex 14) I ja II köite (vastavalt „Aerodrome Design and Operations“ ja „Heliports“,
juhendmaterjali Doc 9261 – „Heliport Manual“, samuti Suurbritannia Lennuameti poolt välja
töötatud juhendmaterjali CAP 1264 „Standards for helicopter landing areas at hospitals“. Kõik
nimetatud dokumendid on manusena lisatud.
Eelkõige sõltuvad kopteriväljaku projekteerimistingimused suurima kopteri tüübist, mida
soovitakse teenindada. Hetkel teostatakse Eestis meditsiinilist õhutransporti kopteriga Agusta
Westland AW 139, aeg-ajalt võib aga tekkida ka vajadus teenindada suuremaid (ja raskemaid)
koptereid, nt Super Puma AS332L2. Peamiste meditsiinilende teostavate kopterite olulised
parameetrid (töötavate rootoritega kopteri suurim mõõde e. D-value, suurim stardimass) on
esitatud CAP 1264 tabelis 1 (lk 29-30). Võimalusel võiks lähtuda suurima reaalselt kasutatava
kopteritüübi (antud juhul eelnimetatud Super Puma) parameetritest, kuna see võimaldaks
teenindada ka kõiki väiksemaid kopteritüüpe. Väiksema kopteriväljaku korral kohalduvad
piirangud teenindatavatele kopteritüüpidele ja lennutegevusele.
Olulisemad kopteriväljakule kohalduvad nõuded on järgmised:
1. Kopteriväljaku all olevast hoonest tingitud turbulentsi vältimiseks peab ehitise katusele
projekteeritud kopteriväljak paiknema vähemalt 3 meetrit katusest kõrgemal asuval pinnal, et
tagada õhu takistusteta liikumine katuse ja kopteriväljaku vahelises ruumis.
2. Kopteriväljaku lähedusse ei tohi kavandada korstnaid ega ventilatsiooni väljutusavasid, mis
võiksid auru ja suitsuga halvendada nähtavust ja muuta ümbritseva õhu temperatuuri.
3. Kopteriväljaku maandumis- ja tõusuala (TLOF) peab asuma pinnal, mis talub staatilist
koormust vähemalt kopteri suurima stardimassi (MTOM) ulatuses. Samuti peab pind taluma
dünaamilist koormust, mis võib hädamaandumisel ületada staatilist koormust kuni 2,5 korda
(täpne valem Doc 9261 punktis 1.3.2.3).
Lõõtsa 5 / 11415 Tallinn / 610 3500 /
[email protected] / www.ecaa.ee
Registrikood 70000800
4. Haigla kopteriväljaku maandumis- ja tõusuala (FATO) peab olema vähemalt 1,5 korda
suurem töötavate rootoritega kopteri suurimast mõõtmest (D-value), et võimaldada
kannatanu ja personali ohutut liikumist kopterist haiglasse.
5. Kopteriväljak peab olema varustatud kahe juurdepääsuga haiglasse. Pea- ja varujuurdepääs
peavad asuma kopteriväljaku vastaskülgedel.
6. Kopteriväljaku ohutusala suurus peab olema vähemalt kaks korda suurem töötavate
rootoritega kopteri suurimast mõõtmest (D-value). Ohutusalal ei tohi olla ühtegi pinnast
eenduvat objekti (võivad olla üksnes valgustid ja navigatsiooniseadmed, kui need on kergesti
purunevad). Ohutusala ei pea oma funktsiooni täitmiseks olema tagatud konkreetse pinnaga,
s.t. ohutusala võib ulatuda ka üle katuse servade.
7. Kopteriväljaku tuletõrjekategooria sõltub suurima teenindatava kopteri mõõtmetest (vt Annex
14 II köide tabel 6-1). Nõuded katusel asuva kopteriväljaku kustutusainete kogustele on
esitatud ICAO Annex 14 II köite tabelis 6-3. Üksikasjalikud nõuded tuletõrjeteenusele on
kirjeldatud sama dokumendi 6. peatükis ja juhendmaterjalides.
8. Kopteriväljakul peab olema tuulekott, mis annab adekvaatset infot kopteriväljaku tuuleolude
kohta (suund ja kiirus), samas ei tohi tuulekott olla ohuks tõusvale või maanduvale kopterile.
Öisel ajal kasutatava kopteriväljaku korral peab ka tuulekott olema valgustatud.
9. Tõusul ja lähenemisel peab olema kopterile tagatud kaks takistustevaba sektorit, mille
omavaheline nurk on ideaaltingimustel 180 kraadi, kuid ei tohi olla väiksem kui 135 kraadi.
Tõusu- ja lähenemissektori määramine toimub koostöös Lennuameti ja kohaliku
omavalitsusega. Sektori parameetrid on järgmised:
a. Tõusu- ja lähenemissektor algab kopteriväljaku ohutusala piirist. Sektori alglaius on
võrdne kopteriväljaku ohutusala laiusega;
b. Sektori laienemine on 15% mõlemale poole, sektori maksimaalne laius on 10
pearootori diameetrit.
c. Sektori pikkus on 3386 meetrit ohutusala servast arvestades.
d. Sektori kalle (glissaad) on 4,5% terve sektori ulatuses.
Eeltoodud ülevaade nõuetest kopteriväljaku projekteerimistingimustele ei ole ammendav. Nii on
täielikult käsitlemata näiteks kopteriväljaku kallete ning tähistuse ja valgustuse nõuded.
Täiendavate küsimuste ja täpsustuste korral palume taas Lennuameti poole pöörduda.
Lugupidamisega
(allkirjastatud digitaalselt)
Kaupo Toodu
Lennutegevuse osakonna juhataja
peadirektori ülesannetes
Lisad:
1. ICAO Annex 14 I köide (8. väljaanne, juuli 2018)
2. ICAO Annex II köide (4. väljaanne, juuli 2013)
3. Doc 9261 (3. väljaanne, 1995)
4. CAP 1264 (1. väljaanne, veebruar 2016)
Andres Lainoja
610 3590
[email protected]