Topics Reading Assignment

Readings from ICAO Annex 14 Vol I Aerodrome Design and Operations

including:
- Chapter 1. General
TOPIC 1 - Chapter 3. Physical characteristics
Definition and
- Chapter 5. Visual aids for navigation
patterns of AGL
- Chapter 8. Electrical systems
systems
- Chapter 10. Aerodrome Maintenance
- Attachment A

Readings from ICAO Aerodrome Design Manual Part 5 Electrical Systems,

include:
TOPIC 2 - Chapter 1. Introduction
Circuit Wiring & - Chapter 2. Methods of obtaining integrity and reliability
Interleaving - Chapter 5. Types of electrical circuits
- Chapter 6. Circuitry
- Chapter 9. Aerodrome ground lighting series transformers
Readings from ICAO Aerodrome Design Manual Part 5 Electrical Systems,
TOPIC 3 include:
Constant Current - Chapter 3. Electricity supplies
Regulators and - Chapter 4. Distribution of power
Circuitry - Chapter 7. Constant Current Regulators
Distribution - Chapter 8. Load Calculations/regulator sizing

Readings from ICAO Aerodrome Design Manual Part 5 Electrical Systems,

TOPIC 4 include:
AGL Civil Works - Chapter 13. Underground electrical systems
- Chapter 14. Cables for underground service at aerodromes
1.1Definitions
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 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 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.) the different between Aeronautical beacon
and Aeronautical ground light.

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.

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.

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.

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.(did this work for old runway)
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.

Displaced threshold. A threshold not located at the extremity of a runway.

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.

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.
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.

Switch-over time (light). The time required for the actual intensity of a light measured
in a given direction to fall from 50 percent 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.
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.

CHAPTER 3. PHYSICAL CHARACTERISTICS

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.

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.
1.1.2 Climatological conditions.
1.1.3 Topography of the aerodrome site, its approaches, and surroundings, particularly:
1.1.4 Air traffic in the vicinity of the aerodrome, particularly:

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.

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
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.