Mads Issue 6

UNCONTROLLED COPY WHEN PRINTED
MADS
Manual of Aerodrome Design

& Safeguarding
MADS Issue 6
Page 1 of 300
MADS
TABLE OF CONTENTS
Table of Contents................................................................................................................... 2
List of FIgures ........................................................................................................................ 8
List of Tables........................................................................................................................ 12
Chapter 1:
Policy, Organisation and Responsibilities ............................................... 15
Regulatory Cross Reference................................................................................................ 15

Authority ............................................................................................................................... 15
Responsibility ....................................................................................................................... 15
Chapter 2:
Aerodrome Design Procedures ................................................................. 17
General................................................................................................................................ 17
Implementation Policy ......................................................................................................... 17
Airfield Infrastructure Services .............................................................................................. 17
Aerodrome Maintenance ..................................................................................................... 17
Inspections and Surveys ..................................................................................................... 18
Reference to Other Documents........................................................................................... 18
Chapter 3:
Aerodrome Design Specification for Fixed Wing Permanent Bases ..... 23
Aerodrome Data................................................................................................................... 23
General................................................................................................................................ 23
Fixed Wing Aircraft Requirements....................................................................................... 23
Chapter 4:
Specifications for the Aerodrome Physical Design................................. 26
Runways.............................................................................................................................. 26
Runway End Safety Areas................................................................................................... 30
Clearways............................................................................................................................ 30
Stopways ............................................................................................................................. 31
Arrester Net Barrier Overrun ............................................................................................... 31
Taxiways.............................................................................................................................. 32
Holding Points ..................................................................................................................... 35
Aprons ................................................................................................................................. 37
Compass Calibration Bases ................................................................................................ 37
Chapter 5:
The Management of Obstacles on and Around the Aerodrome............. 38
Obstacle Free Zones ........................................................................................................... 38

Obstacle Limitation Surfaces............................................................................................... 38
Obstacle Limitation Requirements....................................................................................... 46
Objects Outside the Obstacle Limitation Surfaces .............................................................. 47
Other Objects ...................................................................................................................... 47
Annex 5A:
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Compass Calibration Bases ...................................................................... 48
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Introduction ..........................................................................................................................48
Classes of Compass Base...................................................................................................48
Periodic Surveys and Annual Checks..................................................................................48
Sterile Area ..........................................................................................................................48
Compass Calibration Base Specifications ...........................................................................49
Chapter 6:
Visual Aids for Navigation..........................................................................50
Indicators and Signalling Devices ........................................................................................50

Markings...............................................................................................................................50
Signs ....................................................................................................................................83
Markers ................................................................................................................................91
Annex 6A:
Aeronautical Ground Light and Surface Marking Colours......................96
General ................................................................................................................................96
Discrimination ......................................................................................................................96
Colours for Markings, Signs and Panels..............................................................................97
Annex 6B:
Aeronautical Ground Light Characteristics..............................................98
General ................................................................................................................................98
Isocandela Characteristics of Lights for Instrument Runways and Associated Taxiways....99
Collective Notes for Figures 6-27 to 6-39 ............................................................................99
Annex 6C:
PAPI Siting and Setting Angles ...............................................................120
Annex 6D:
Operations
Control of Lighting at Aerodromes During Night Vision Device (NVD)

....................................................................................................................128
Chapter 7:
Visual Aids for Denoting Obstacles ........................................................131
General...............................................................................................................................131
Marking of Objects .............................................................................................................132
Use of Markers...................................................................................................................133
Marking of Unserviceable Surface Areas...........................................................................133
Lighting of Obstacles..........................................................................................................133
Location of Obstacle Lights................................................................................................134
Aircraft Arresting Barrier Warning Lights ...........................................................................136
Chapter 8:
Aerodrome Equipment, Installations, Maintenance and Systems........137
Aircraft Arresting Systems..................................................................................................137

Secondary Power ...............................................................................................................137
Interleaving of AGL Electrical Circuits................................................................................138
Electromagnetic Compatibility (EMC) ................................................................................139
AGL Operational Luminous Intensity .................................................................................139
Runway End Services........................................................................................................139
Maintenance.......................................................................................................................141
General ..............................................................................................................................141
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Series Circuit Insulation Resistance .................................................................................. 142

Runway Visual Range Systems ......................................................................................... 142
Measurement of Runway Visual Range (RVR) ................................................................. 142
Chapter 9:
Aircraft Picketing/Tie Down and Earthing Requirements ..................... 145
Aircraft Picketing/tie down requirements............................................................................ 145

Introduction........................................................................................................................ 145
Earthing Requirements for Aircraft on Military Establishments .......................................... 145
Introduction........................................................................................................................ 145
Chapter 10:
Aerodrome Design Specification for Rotary Wing Permanent Bases . 146
Rotary wing permanent base data & physical characteristics............................................ 146

General.............................................................................................................................. 146
Categorisation of Rotary Wing Permanent Bases ............................................................. 146
Rotary Wing Permanent Base Physical Characteristics.................................................... 147
Obstacle Restriction and Removal .................................................................................... 149
Aircraft Picketing/Tie Down Requirements ........................................................................ 155
Annex 10A:
Domestic Helicopters Landing Sites (HLS) ............................................ 156
Classification ..................................................................................................................... 156

Criteria ............................................................................................................................... 156
Markings and Cleared Areas ............................................................................................. 159
Chapter 11:
Visual Aids and Marking for Rotary Wing Permanent Bases ............... 161
Visual Aids for Surface Level Rotary Wing Permanent Bases........................................... 161
Markings and Markers ....................................................................................................... 161
Lights ................................................................................................................................. 168
Chapter 12:
Classification and Selection of Temporary/Tactical Airfields .............. 185
Definition............................................................................................................................ 185
Classification ..................................................................................................................... 185
Selection ............................................................................................................................ 187
Site Reconnaissance ......................................................................................................... 188
Future Developments ........................................................................................................ 189
Criteria ............................................................................................................................... 189
Annex 12A:
Types of Temporary/Tactical Airfields.................................................... 190
Chapter 13:
Criteria for Temporary/Tactical Airfields ................................................ 191
Application of Criteria ......................................................................................................... 191

Dimensional Criteria...........................................................................................................191
Obstruction Criteria ............................................................................................................ 195
Gradient Criteria................................................................................................................. 196
Strength Criteria ................................................................................................................. 197
Surface Roughness Criteria ............................................................................................... 199
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Annex 13A:
MADS
Aircraft Data Sheets..................................................................................202
Aircraft Data Sheets...........................................................................................................202

Annex 13B:
Criteria for Temporary/Tactical Airfields for TAC AT Aircraft...............210
Criteria ...............................................................................................................................210
Tac AT Airfield Gradients...................................................................................................212
Example .............................................................................................................................213
Annex 13C:
Minimum Dimensional Criteria for Temporary/Tactical Airfields for
Tactical Air Transport Aircraft...........................................................................................214
Annex 13D:
Strength Criteria Graphs for Temporary/Tactical Airfields ...................215
Chapter 14:
Instrument Surveys and Marking of Temporary/Tactical Airfields.......217
Instrument Survey of Longitudinal and Transverse Profiles and Analysis of Results.........217

General ..............................................................................................................................217
Survey Lines and Intervals of Readings ............................................................................217
Analysis of Results.............................................................................................................217
Marking of Temporary Airfields ..........................................................................................217
General ..............................................................................................................................217
Marking Devices ................................................................................................................218
Layout of Airfield Markings.................................................................................................225
Emergency Markings .........................................................................................................225
Annex 14A:
Examples Undulation Analysis on Temporary Airfields........................227
Annex 14B:
Bare Minimum Temporary Landing Zone Markings..............................230
Annex 14C:
Diagram of STANAG Marking of Temporary Airfields ...........................233
Chapter 15:
Aerodrome Pavement Design, Construction and Maintenance............237
Introduction.........................................................................................................................237
Functional requirements of Airfield Pavements .................................................................237
Foreign Object Damage (FOD)..........................................................................................237
Access for Maintenance/Restoration Works ......................................................................237
Relative Importance of Functional Requirements ..............................................................237
Pavement Friction Characteristics and Measurements ......................................................238
Introduction ........................................................................................................................238
MOD Runway Friction Categories .....................................................................................239
Friction Criteria for Manoeuvring Areas .............................................................................239
Friction Survey Requirements............................................................................................239
Runway Friction Classification/Monitoring Survey Procedure ...........................................239
Movement Area Friction Measurement of Compacted Snow and Ice................................246
Application to Aircraft Operations ......................................................................................249
Surface Evenness ..............................................................................................................249
Introduction ........................................................................................................................249
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Design and Evaluation....................................................................................................... 250

The Bearing Capacity and Load Classification of Airfield Pavements ............................... 250
General.............................................................................................................................. 250
Pavement Design .............................................................................................................. 251
Load Classification of Aircraft and Airfield Pavements ...................................................... 251
Aircraft Classification Number (ACN) ................................................................................ 251
Pavement Classification Number (PCN) ........................................................................... 252
Pavement Classification for Light Aircraft.......................................................................... 252
Overload Operations ......................................................................................................... 252
Stopways, Arrester Net Barrier Overruns and Shoulders .................................................. 253
Annex 15A:
Aerodrome Pavement Materials and Construction ............................... 254
Introduction........................................................................................................................ 254
Material Specification ........................................................................................................ 254
Runway Surfacing Materials.............................................................................................. 254
Construction Work/Aircraft Operations Interface ............................................................... 255
Restrictions on Surfacing Materials for Roads in Proximity to Aircraft Movement Areas .. 255
Annex 15B:
Maintenance and Restoration of Aerodrome Pavements ..................... 257
Introduction........................................................................................................................ 257
Pavement Distress ............................................................................................................ 257
Surface Degradation Effects of Climate and Aircraft Operations ...................................... 257
Reflection Cracking ........................................................................................................... 257
Affects of Moisture in Pavements ...................................................................................... 257
Structural ........................................................................................................................... 258
Functional Requirements................................................................................................... 258
Pavement Assessment/Evaluation .................................................................................... 258
Design/Maintenance Solutions .......................................................................................... 258
Annex 15C:
Surface Friction Measurement ................................................................ 260
Rationale ........................................................................................................................... 260

Technical Background ....................................................................................................... 260
Responsibilities.................................................................................................................. 261
Runway Friction Measurement.......................................................................................... 261
Friction Criteria for Manoeuvring Areas ............................................................................. 262
Application to Aircraft Operations ...................................................................................... 262
Annex 15D:
Aircraft Classification Numbers (ACN) Tables for Military Aircraft .. 263
Chapter 16:
Safeguarding Aerodromes and the Surrounding Environments ...... 268
SafeGuarding procedures .................................................................................................. 268

Introduction........................................................................................................................ 268
Safeguarding on MOD Property ........................................................................................ 268
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Instrument Approach and Departure Criteria .....................................................................269

Clearance of Obstructions in Aerodrome Approaches.......................................................269
Survey Procedure ..............................................................................................................269
Remedial Action.................................................................................................................269
Aerodrome Long Grass Policy - Guidance for Units and Agencies Responsible for
Letting Aerodrome Ground Maintenance Contracts ..........................................................278
Grass Maintenance Scheme..............................................................................................279
Grass Management ...........................................................................................................279
Long Grass Policy (LGP) ...................................................................................................279
Over-seeding .....................................................................................................................281
Sites of Special Scientific Interest......................................................................................281
Pest Control .......................................................................................................................281
Land Drainage ...................................................................................................................281
Chapter 17:
Safeguarding Obstructions and Waivers.............................................283
Surface Obstructions..........................................................................................................283
Sub Surface Obstructions ..................................................................................................284
Waivers ..............................................................................................................................284
Aerodrome Obstacle Limitation Zones ...............................................................................285
Approach Clearance Planes...............................................................................................285
Description .........................................................................................................................285
Clearance Over Roads and Railways ................................................................................286
Radio/radar navigation .......................................................................................................286
Extraneous Lighting on or in the Vicinity of Aerodromes....................................................286
General ..............................................................................................................................286
Restrictions ........................................................................................................................286
Annex 17A:
Air Traffic Control Officers Certificate-Siting, Handover and ReAppropriation Boards.........................................................................................................290
Certificate by Unit...............................................................................................................290
Comments by HQ AIR/NCHQ/HQ Land/MOD DE&S ........................................................290
Annex 17B:
Birdstrike Hazard Safeguarding Off Base............................................291
Introduction ........................................................................................................................291
Consultation .......................................................................................................................291
Hazard Assessment...........................................................................................................292
The Coast ..........................................................................................................................292
Landfills for Food Wastes ..................................................................................................293
Sewage Treatment and Disposal.......................................................................................293
Water .................................................................................................................................294
Mineral Extraction ..............................................................................................................294
Agricultural Attractants.......................................................................................................295
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Landscaping ...................................................................................................................... 295

Protected Sites and Nature Reserves ............................................................................... 295
Annex 17C:
Standard Long Grass Policy Maintenance Regime ............................... 296
Maintenance Regime......................................................................................................... 296

Navigational and Visual Aids ............................................................................................. 297
Chapter 18:
STANAGS .................................................................................................. 298
Chapter 19:
Reference Documents .............................................................................. 299
LIST OF FIGURES
Figure 2-1 Typical Core Works Process Map .................................................................... 19
Figure 3-1 Specimen Aerodrome Layout ............................................................................... 23
Figure 4-1 Runway Gradients Longitudinal ............................................................................ 26
Figure 4-2 Runway Gradients Transverse ............................................................................. 28
Figure 4-3 Lines of Sight & Transverse Slopes...................................................................... 28
Figure 4-4 Delethalisation ...................................................................................................... 30
Figure 4-5 Taxiway Curve Widening ...................................................................................... 32
Figure 5-1 Obstacle Limitation Surfaces ................................................................................ 42
Figure 5-2 Inner Approach, Inner Transitional and Balked Landing Obstacle Limitation
Surfaces (only applicable to Precision Approach Categories I, II & III) ............................... 43
Figure 5-3 Obstacle Limitation Surfaces for an Instrument Runway where the Runway
Code is 4-6 ............................................................................................................................. 43
Figure 6-1 Dimensions of a Wind Direction Indicator ............................................................. 50
Figure 6-2 Form and Proportion of Numbers for Runway Designation Markings................... 53
Figure 6-3 Runway Designation, Centre-line and Threshold Markings .................................. 54
Figure 6-4 Displaced Threshold Markings.............................................................................. 55
Figure 6-5 Aiming Point and Touchdown Zone Markings ...................................................... 57
Figure 6-6 Runway Holding Positions .................................................................................... 59
Figure 6-7 Vehicle Roadway Marking .................................................................................... 60
Figure 6-8 Runway Ahead Markings ...................................................................................... 63
Figure 6-9 Runway Ahead Markings for CAT II/III Holding Position....................................... 63
Figure 6-10 Safe Direction Heading Arrow............................................................................. 63
Figure 6-11 Aircraft Arrester System Markings ...................................................................... 63
Figure 6-12 Closed Runway and Taxiway Markings .............................................................. 64
Figure 6-13 Runway/Taxiway Shoulder and Pre-Threshold Markings ................................... 66
Figure 6-14 Unserviceability Marker....................................................................................... 67
Figure 6-15 Mandatory Instruction Marking............................................................................ 67
Figure 6-16 Approach Lighting System .................................................................................. 71
Figure 6-17 Approach Lighting Plan....................................................................................... 72
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Figure 6-18 Undercarriage Check Lighting System Layout and Optical Requirements ......79
Figure 6-19 Undercarriage Check Flarepath Layout and Optical Requirements.................80
Figure 6-20 Aerodrome Portable Lighting Standard Layout ...................................................81
Figure 6-21 Examples of Airfield Signs...................................................................................85
Figure 6-22 Runway Holding Position Signs ..........................................................................86
Figure 6-23 Examples of Airfield Signs...................................................................................86
Figure 6-24 Road Traffic Signs............................................................................................91
Figure 6-25 Runway Marker ...................................................................................................94
Figure 6-26 Taxiway Marker ...................................................................................................95
Figure 6-27 Light Intensity Distribution of PAPI ....................................................................101
Figure 6-28 Isocandela Diagram for Approach Centre Line Light and Crossbars (White
Light).....................................................................................................................................102
Figure 6-29 Isocandela Diagram for Approach Side Row Light and Crossbars (Red Light) 103
Figure 6-30 Isocandela Diagram for Threshold Light (Green Light) .....................................104
Figure 6-31 Isocandela Diagram for Threshold Wing Bar Light (Green Light) .....................105
Figure 6-32 Isocandela Diagram for Touchdown Zone Light (White Light) ..........................106
Figure 6-33 Isocandela Diagram for Runway Centre-Line Light with 30m Longitudinal
Spacing (White Light) ...........................................................................................................107
Figure 6-34 Isocandela Diagram for Runway Centre-Line with 15m Longitudinal Spacing
(White Light) .........................................................................................................................108
Figure 6-35 Isocandela Diagram for Runway End Light (Red Light) ....................................109
Figure 6-36 Isocandela Diagram for Each Light in High Intensity Runway Guard Lights
Configuration ........................................................................................................................110
Figure 6-37 Isocandela Diagram for Runway Edge Light where Width of Runway is 45m
(White Light) .........................................................................................................................111
(White Light) .........................................................................................................................112
Figure 6-39 Grid Points to be used for the Calculation of Average Intensity of Approach
and Runway Lights ...............................................................................................................113
Figure 6-40 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m where large offsets can occur)........................................114
Figure 6-41 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m)........................................................................................115
Figure 6-42 Isocandela Diagram for Taxiway Centre-Line (7.5m Spacing) and Stop Bar
Lights in Curved Sections (Intended for use in Runway Visual Range Conditions of less
than a value of the order of 350m)........................................................................................116
Figure 6-43 Isocandela Diagram for Taxiway Centre-Line (30m, 60m Spacing) and Stop
Bar Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of
the order of 350m or greater)................................................................................................117
Figure 6-44 Isocandela Diagram for Taxiway Centre-Line (7.5m, 10m, 30m Spacing) and
Stop Bar Lights in Curved Sections (Intended for use in Runway Visual Range Conditions
of the order of 350m or greater)............................................................................................118
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Figure 6-45 Grid Points to be used for the Calculation of Average Intensity of Taxiway
Centre-Line and Stop Bar Lights .......................................................................................... 119
Figure 6-46 Arrangement and Setting of PAPIs The distance of the PAPI from the runway
threshold will depend upon the following:............................................................................. 120
Figure 6-47 PAPI Siting - Principle of Compensation for Different Ground Heights............. 124
Figure 6-48 PAPI Flight Check Form ................................................................................... 124
Figure 7-1 Examples of Conspicuous Markings................................................................... 133
Figure 7-2 Location of Obstacle Lights................................................................................. 136
Figure 8-1 RVR Siting Plan .................................................................................................. 144
Figure 10-1 Rotary Wing Permanent Base Characteristics.................................................. 149
Figure 10-2 Rotary Wing Permanent Base Obstacle Limitation Surfaces............................ 150
Figure 10-3 Maximum and Minimum Sizes for Domestic Helicopter Landing Site............... 159
Figure 10-4 NATO Helipad Marking ..................................................................................... 160
Figure 11-1 Standard Helipad Marking ................................................................................ 162
Figure 11-2 Hospital Identification Marking .......................................................................... 163
Figure 11-3 FATO Designation Marking............................................................................... 163
Figure 11-4 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases
with Runway Designation Marking ....................................................................................... 164
Figure 11-5 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases
with Runway Designation Marking ....................................................................................... 165
Figure 11-6 Aiming Point Marking ........................................................................................ 166
Figure 11-7 Rotary Wing Permanent Base Identification Marking ....................................... 166
Figure 11-8 Air Taxiway Marker ........................................................................................... 168
Figure 11-9 Air Transit Route Markers ................................................................................. 168
Figure 11-10 Typical Marking and Lighting of Surface Level Rotary Wing Permanent
Bases without FATO and Runway Designation Markings.................................................... 171
Figure 11-11 Landing Direction Lights ................................................................................. 173
Figure 11-12 Approach Direction Lights............................................................................... 175
Figure 11-13 Heliport Hoverlane Lighting............................................................................. 177
Figure 11-14 TLOF Floodlighting ......................................................................................... 178
Figure 11-15 Characteristics of Obstacle Protection Surface .............................................. 179
Figure 11-16 Divergence of the "On Track" Sector .............................................................. 181
Figure 11-17 Signal Format of HAPI System ....................................................................... 182
Figure 11-18 Light Intensity of HAPI System ....................................................................... 183
Figure 12-1 Illustration of Criteria Terms .............................................................................. 189
Figure 12-2 Typical Battle Temporary Airfield ...................................................................... 190
Figure 12-3 Typical Forward Temporary Airfield .................................................................. 190
Figure 12-4 Typical Support Temporary Airfield................................................................... 190
Figure 13-1 Maximum Longitudinal Gradients ..................................................................... 212
Figure 13-2 Gradient Angles ................................................................................................ 212
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Figure 13-3 Maximum Transverse Gradients .......................................................................213

Figure 13-4 Dimension Criteria.............................................................................................214
Figure 13-5 Strength Requirement For Unsurfaced Airfields................................................215
Figure 13-6 Hercules C Mk 1 - Reduction Of CBR for Limited Movements on Unsurfaced
Airfields .................................................................................................................................216
Figure 14-1 Photometric Characteristics: Omnidirectional Runway Edge (Type a and B)
and Approach Lights (Type C)..............................................................................................221
Figure 14-2 Photometric Characteristics: (A: Unidirectional Runway Edge and B:
Unidirectional Approach Lights (Type D)).............................................................................221
Figure 14-3 Abbreviated PAPI System (APAPI) ...................................................................223
Figure 14-4 Abbreviated PAPI System (APAPI) (Photometric Characteristics: Isocandela
diagram for white light. Transmission Factor for Red Sector not less than 20%) .................227
Figure 14-5 Example of Undulation Analysis for Hercules C130 Mk 1 and 3 .......................227
Figure 14-6 Hercules C130 Mk 1 and Mk 3 - Allowable Undulation Amplitudes for Different
Aircraft Configurations ..........................................................................................................228
Figure 14-7 Minimum TLZ Marking for Landing and Take-Off from Landing Threshold or
Opposite Direction Take-Off .................................................................................................230
Figure 14-8 Minimum TLZ Marking for Landing and Stop/Go Take-Off ..............................231
Figure 14-9 Minimum TLZ Marking-Night (White Light) for Landing and Take-Off from
Landing Threshold or Opposite Direction Take-Off ..............................................................232
Figure 14-10 Minimum Temporary Airfield Markings for Day Operations on a Unidirectional Runway (visual glideslope not available) ............................................................233
Figure 14-11 Minimum Temporary Airfield Markings for Day Operations on a Unidirectional Runway (visual glideslope available) .................................................................234
Figure 14-12 Minimum Temporary Airfield Markings for Night Operations on a Unidirectional Runway (visual glideslope not available) ............................................................235
Figure 14-13 Minimum Temporary Airfield Markings for Night Operations on a Unidirectional Runway (visual glideslope available) ..................................................................236
Figure 15-1 Friction Classification Survey Frequency from Before Handover of New or
Resurfaced Runways............................................................................................................242
Figure 15-2 Runs Start With Stationary Friction Machine Measuring Wheel/s 10m from
Pavement End ......................................................................................................................242
Figure 15-3 Runway Friction Classification Survey Run Sequence .....................................243
Figure 15-4 Typical Friction Values for PFC using 65 km/h Test .........................................255
Figure 15-5 Typical Friction Values for Grooved Marshall Asphalt using 65 km/h Test .......256
Figure 15-6 Typical Friction Values for Coarse Slurry Seal using 65 km/h Test ..................256
Figure 17-1 Extraneous Lighting Controlled Area for Instrument Runways Longer Than
2150m...................................................................................................................................287
Figure 17-2 Extraneous Lighting Controlled Area for Instrument Runways of Length Equal
to or Less than 2150m and not Less than 1200m ................................................................288
Figure 17-3 Extraneous Lighting Controlled Area for Instrument Runways of Length..........288
Figure 17-4 Extraneous Lighting Controlled Area for Non-Instrument Runway....................289
Figure 17-5 Landfill Site Flightline Hazards ..........................................................................293
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Figure 17-6 Water Flightline Hazards................................................................................... 294

Figure 17-7 Optimising a Standard Long Grass Policy Maintenance Regime ..................... 297
LIST OF TABLES
Table 1-1 Current MOD Specialists........................................................................................ 15
Table 1-2 Military Authority and Appropriate Service Specialists ........................................... 16
Table 2-1 Responsibilities for Military Aerodromes Design, Standards, Inspections and
Surveys .................................................................................................................................. 20
Table 2-2 Verification Assurance Certification that should be Presented at Handover of
Major and Minor Works ..........................................................................................................22
Table 3-1 Aerodrome Reference Codes ................................................................................ 24
Table 3-2 Runway Separation Distances for Simultaneous Runway Operations................... 24
Table 4-1 Runway Longitudinal Slopes.................................................................................. 26
Table 4-2 Construction of Runway Ends................................................................................ 28
Table 4-3 Runway Shoulders ................................................................................................. 29
Table 4-4 Runway Strips ........................................................................................................29
Table 4-5 Runway End Safety Areas ..................................................................................... 30
Table 4-6 Clearways .............................................................................................................. 31
Table 4-7 Stopways................................................................................................................ 31
Table 4-8 Taxiway Width and Wheel Clearance .................................................................... 33
Table 4-9 Parallel Taxiways ................................................................................................... 33
Table 4-10 Taxiway Minimum Separation Distances ............................................................. 34
Table 4-11 Taxiway Slopes .................................................................................................... 34
Table 4-12 Taxiway Shoulders............................................................................................... 35
Table 4-13 Taxiway Strips......................................................................................................35
Table 4-14 Minimum Distance from Runway Centre Line to a Holding Bay/Position............. 36
Table 4-15 Aprons.................................................................................................................. 37
Table 5-1 Dimensions and Slopes of Approach Obstacle Limitation Surfaces (slopes are
measured in the vertical plane containing the centre-line of the surface) .............................. 44
Table 5-2 Dimensions and Slopes of Take-Off Obstacle Limitation Surfaces (slopes
are measured in the vertical plane containing the centre-line of the surface) ............... 46
Table 5-3 Obstacle Limitation Requirements ......................................................................... 46
Table 6-1 Dimensions of Strips for Threshold Markings ........................................................ 52
Table 6-2 Locations and Dimensions of Aiming Point Marking .............................................. 56
Table 6-3 Locations and Dimensions of Touch Down Zone Marking ..................................... 56
Table 6-4 Minimum Prescribed Scales of AGL .................................................................. 69
Table 6-5 Spacing of Centre-Line Lights................................................................................ 76
Table 6-6 Spacing for Taxiway Edge Lighting........................................................................ 76
Table 6-7 Character Sizes to be used on Airfield Signs......................................................... 84
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Table 6-8 Sign Luminance......................................................................................................84

Table 6-9 Details of Information Signs and Location of both Mandatory and Information
Signs.......................................................................................................................................88
Table 6-10 IRDM Brilliancy Levels..........................................................................................91
Table 6-11 Colours for Markings, Signs and Panels ..............................................................97
Table 6-12 Average Intensity Ratio ......................................................................................101
Table 6-13 Wheel Clearances ..............................................................................................121
Table 6-14 Differential Settings ............................................................................................124
Table 6-15 Control Plan Checklist ........................................................................................128
Table 7-1 Dimensions of Obstacles Marking Bands.............................................................133
Table 7-2 Characteristics of Obstacle Lights ........................................................................135
Table 8-1 Maximum Switchover Times.................................................................................137
Table 8-2 Recommended AGL Luminous Intensity Control Stages .....................................140
Table 8-3 AGL Serviceability Levels.....................................................................................142
Table 10-1 Performance Classes of Helicopters ..................................................................146
Table 10-2 Rotary Wing Permanent Base Physical Characteristic.......................................147
Table 10-3 Separation Distances (expressed in multiples of maximum design helicopter
overall dimension with rotors turning) ...................................................................................149
Table 10-4 Obstacle Limitation Surfaces Dimensions & Slopes - Non-instrument & Nonprecision FATO (slopes measured in the vertical plane containing the surface centre-line) 151
Table 10-5 Obstacle Limitation Surfaces Dimensions & Slopes - Instrument (Precision
Approach) FATO (slopes measured in the vertical plane containing the surface centreline) .......................................................................................................................................152
Table 10-6 Obstacle Limitation Surfaces Dimensions & Slopes - Straight Take-off (slopes
are measured in the vertical plane containing the surface centre-line) ................................153
Table 10-7 Criteria for Curved Take-off Climb/Approach Area - Non-instrument Final
Approach and Take-offa ........................................................................................................154
Table 10-8 Obstacle Limitation Requirements - Surface Level Rotary Wing Permanent
Bases....................................................................................................................................155
Table 10-9 Daylight Operations ............................................................................................157
Table 10-10 Additional Requirements for Night Operations .................................................158
Table 11-1 Light Distribution of FATO Lights........................................................................170
Table 11-2 Light Distribution of Landing Direction Lights .....................................................172
Table 11-3 Light Distribution of Approach Direction Lights...................................................174
Table 11-4 Dimensions and Slopes of Obstacle Protection Surface ....................................179
Table 13-1 CBR ....................................................................................................................199
Table 14-1 Operating Criteria for Minimum Strips ................................................................219
Table 14-2 Light Unit Characteristic .....................................................................................220
Table 14-3 Light System Specifications................................................................................224
Table 14-4 Heaviest Configurations for Hercules C130 Mk1 and Mk3 Applicable to
Permissible Roughness Zones .............................................................................................228
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Page 13 of 300
MADS
Table 14-5 Parameters Applicable to Configurations A,B,C,D and E For Hercules C 130
Mk 1 And Mk3 ...................................................................................................................... 229
Table 15-1 Pavementa Classification Friction Table for the 65 km/h Self Wetting Test ....... 239
Table 15-2 Friction Survey Requirements ............................................................................ 240
Table 15-3 Runway Friction Classification/Monitoring Survey Procedures .......................... 241
Table 15-4 Runway Friction Classification Survey Run Sequence and Results .................. 243
Table 15-5 Runway Friction Monitoring Survey Run Sequence and Results....................... 244
Table 15-6 Runway Friction Survey Report ......................................................................... 245
Table 15-7 Classification of Rubber Deposits ...................................................................... 246
Table 15-8 Classification of Surface Conditions................................................................... 246
Table 15-9 Friction Monitoring Procedures in Compacted Snowy, Icy or Slushy Conditions247
Table 15-10 Friction values for compacted snow and/or ice-covered runways.................... 247
Table 15-11 Condition Descriptions for Compacted Snow and/or Ice/Slush-Covered
Runways............................................................................................................................... 248
Table 15-12 PCN Reporting ................................................................................................. 252
Table 15-13 .......................................................................................................................... 263
Table 17-1 Floodlighting Intensities...................................................................................... 287
Table 17-2 Street Lighting Intensities................................................................................... 288
Page 14 of 300
MADS Issue 6
MADS
Chapter 1:
Policy, Organisation and Responsibilities
REGULATORY CROSS REFERENCE
This document supports and must be read in conjunction with RA 3016 - Military
Aerodrome Design and Safeguarding Criteria.
AUTHORITY
1.
General. The authority to operate and regulate military aircraft is vested in the
Secretary of State for Defence, who on 1 Apr 2010 established the Military Aviation
Authority (MAA) as the single independent regulatory body for all Defence aviation
activity. As the Regulator, Director General MAA (DG MAA) is accountable to SofS,
through the 2nd Permanent Under Secretary of State (PUS), for providing a regulatory
framework, certification and approvals for the acquisition, operation and airworthiness of
air systems within the Defence aviation environment. DG MAA is responsible for
providing assurance to SofS that the appropriate standards of military Air Safety are
maintained.
2.
Custodian. The custodian of this Manual is the MAA. The MAA is the defence
operating authority and contact details can be found in Table 1-2.
3.
Specifications. Where possible specifications accord with NATO standards and the
International Standards and Recommended Practices contained within ICAO Annex 14, in
particular the AMLIP STANAGS as detailed in Chapter 18.
RESPONSIBILITY
4.
5.
MOD Specialists.
Table 1-1 Current MOD Specialists
SUBJECT
Safeguarding
MOD SPECIALIST
DIO, Safety , Environment and
Engineering, Environment and
Planning Support, Safeguarding
Officer (Statutory & Offshore)
Pavements
DIO, Safety, Environment and

Engineering, Technical Authority
(Pavements) Engineering and
Construction, Airfield Pavement
Visual Aids
DIO, Safety, Environment and

Engineering, Technical Authority
(AGL) Engineering and
Construction, Electrical
Infrastructure
QinetiQ, Land Magnetic Facilities
Compass
Calibration Bases
MADS Issue 6
ADDRESS
Kingston Road
Sutton Coldfield
West Midlands B75 7RL
Tel: 0121 311 3818
Kingston Road
Sutton Coldfield
Tel: 0121 311 2119
Kingston Road
Sutton Coldfield
Tel: 0121 311 3622
MOD Portland Bill

Portland
Dorset DT5 2JT
Tel: 01305 862022 or 01305
Page 15 of 300
MADS
SUBJECT
MOD SPECIALIST
ADDRESS
862000
6.
Appropriate Service Specialists. Table 1-2 lists the military authority contact details
and the details for the appropriate service specialists.
Table 1-2. Military Authority and Appropriate Service Specialists
MIL AUTHORITY AND

SPECIALISTS
Authority for Service
Military Airfields
ADDRESS
CONTACT DETAILS
Tel: 0306 7984231
Email:
MAA-Reg-ATM2ADInfra@mod.uk
MAA Reg ATM2 ADInfra

Juniper 1 Wg 4
MOD Abbey Wood (North)
Bristol
BS34 8JH
OA Ops Spt
Juniper 0 Wg 1
MOD Abbey Wood (North)
Bristol
BS34 8JH
Air Cmd BM ATM SO2 Infra
HQ AIR
RAF High Wycombe
Buckinghamshire
HP14 4UE
SO2 JHC SA Safety Policy
HQ JHC
HQ Land Forces
Marlborough Lines, Monxton Road
Andover SP11 8HT
NCHQ CSAV SO2 ATC
HMS Excellent
Whale Island, Portsmouth
Hampshire
PO2 8ER
SO1 12 (Force Sp) Engr Gp

Building 408
RAF Wittering
Peterborough
PE8 6HB
PJHQ CESO
PJHQ
Northwood HQ
Sandy Lane
NORTHWOOD
Middlesex
HA6 3HP
Page 16 of 300
Non-FLC and
Contractor Aerodromes
Royal Air Force
Joint Helicopter
Command (JHC)
Royal Navy
12 (Force Sp) Engr

Gp
PJHQ
Tel: 0306 7984210

Email: MAA-OAOpsSpt@mod.uk
Tel: 0306 7702783
Email:
Air-1GPBMATMINFRASO2@mod.uk
Tel: 01264 381075
Email: JHC-SA-SafetyPolicySO2@mod.uk
Tel: 02392 625748
Email: NAVYCSAVATCSO2@mod.uk
Tel: 01780 417729

Email:
12ENGGP-DCOMD@mod.uk
Tel: 01923 955043
Email: PJHQ-CSDCESO@MOD.UK
MADS Issue 6
MADS
Chapter 2:
Aerodrome Design Procedures
General
1.
This Section describes the procedures and responsibilities for the provision of
aerodrome pavements, visual aids, their maintenance, inspection and survey. It should be
noted that the Manual is only relevant for UK military aerodromes and temporary airfields in
the UK and overseas.
2.
Procurement of airfield infrastructure services, whether new works or maintenance, is
the responsibility of the Defence Infrastructure Organisation (DIO), less on deployed
operational bases in Military Works Areas where the military are responsible, usually through
the Royal Engineers. All airfield infrastructure services should comply with this manual.
Implementation Policy
3.
The specifications and criteria described in this manual apply to the new
construction, modification and restoration of facilities. They are mandatory unless specific
engineering or operational considerations dictate a variation, in which case sponsors
should apply for a Waiver, Exemption or Alternative Acceptable Means of Compliance (AAMC)
in accordance with MAA 03 MAA Regulatory Processes. For the Temporary Airfield see
Chapters 12,13 and 14; the appropriate military authority is the Air Commander. The
specifications do not, of themselves, establish an entitlement to construct new facilities or
to modify or to restore existing facilities and changes to existing facilities should not be
supported solely to meet the letter of the criteria.
Airfield Infrastructure Services
4.
Core Works. Core Works are typically high value or complex projects, and the
typical process is shown in Figure 2-1.
5.
Core Services. Core Services are typically lower value or less complex
maintenance tasks.
6.
Verification of Works. A Verification Plan should be established, concurrently with
the project development, for each of the phase of the project and detailed in the appropriate
and relevant documentation. The Verification Plan should provide and document or refer to
the criteria, techniques and tools to be used in the verification process.
7.
Handover Documentation. Handover documentation should include Verification
Assurance Certification detailed in Table 2-2.
Aerodrome Maintenance
8.
General. A maintenance programme, including preventative maintenance where
appropriate, should be established at aerodromes to maintain facilities in a condition
which does not impair the safety of operations in accordance with these regulations. The
maintenance policy should address the following aspects:
a.
The organisation, roles and responsibilities.
b.
The maintenance philosophy, that includes and takes account of:

(1)
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The maintenance objectives.

Page 17 of 300
MADS
c.

(2)
The operational requirements.
(3)
The maintenance resources.
A maintenance schedule and procedures, which include:

(1)
The maintenance objectives.
(2)
The operational requirements.
(3)
The maintenance resources.
(4) Planned, controlled, conditional and corrective maintenance

programmes.
(5)
Post-maintenance activities.
(6)
The modification or upgrading of equipment.
(7)
Specific safety procedures.
(8)
The management of records and documentation.
(9)
The provision of spares, tools and test equipment.
(10) Inspections.
9.
Aerodromes should perform to their design standards yet will deteriorate through
usage and in time. Maintenance is an aid to retaining acceptable standards and
maximising facility life.
Inspections and Surveys
10. Inspections and surveys are a technical maintenance tool and a staff tool to support
requests for the funding of projects and to audit compliance of aerodromes with this Manual.
Measured Height Surveys update the position and height of all obstructions to the Approach
Clearance Planes and provide data to OCA Flt No 1 AIDU for the provision of airfield
approach procedures. Table 2-1 details the responsibilities for Inspections and Surveys of
aerodrome operating facilities. Defence Works Functional Standard 06 Guide to Airfield
Pavement Maintenance is a reference document for Stations to back up
recommendations arising from inspections and surveys. .
11. For verification assurance certification to be presented at handover of major and
minor work see Table 2-2.
Reference to Other Documents
12. Bibliography. The Bibliography in Chapter 19 gives a comprehensive, but not
exhaustive, list of related publications. Of particular note are ICAO, CAA and NATO
publications, any of which may contain conflicting standards and criteria. Where
uncertainty exists, advice should be sought from the sponsor of the relevant section of
this Manual.
13. STANAGS. This Manual implements a number of STANAGS. Information on the
edition and implementation status of the STANAGS referenced can be found in the
Chapter 18.
Page 18 of 300
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MADS
Figure 2-1 Typical Core Works Process Map
TLB
DIO
Raise user need
Identify requirement
Prepare Business Case
Options to meet user needs
Initial procurement
strategy
Obtain Business Case approval
Approved?
No
Yes
Prepare Project Brief
Obtain authority to proceed
Proceed?
Confirm Procurement
Strategy
No
Yes
Whole life based design
Proceed?
Prepare Viability Study
Contract preparation
No
Yes
Proceed?
Tender process
No
Yes
Award contract
Do Contract works
Handover contract works
Accept completed works
Post Project Review
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Process review
Page 19 of 300
MADS
Approval Authority for friction measurement

machines
Measured Height Surveys
Works (Major & Minor)
Maintenance Inspections
Special
Monitoring
APPROPRIATE MILITARY AUTHORITIES

Assist Operations Staffs to set minimum
standards
Confirm requirement for special surveys related
to flight safety
Approval Authority for proposed deviation from
Regulations
Promulgate Staff Inspection Programme
Friction Surveys
Classification
Responsible Organisation/Responsibility
Staff Inspection
Table 2-1 Responsibilities for Military Aerodromes Design, Standards, Inspections and Surveys
Remarks
With MOD
Specialists
advice
TLB REPRESENTATIVES
Set operational and design requirements

Sponsor, fund and programme any major
projects
Agree and promulgate the Inspection/Survey

programme annually
Seek MOD
Specialists'
advice
From MOD
Specialists
input
DLO
Equipment Manager for in-service friction

measuring devices.
Fund spares and calibration of in-service

approved friction classification equipment held
Including.
those held
by STRE
(Air Sp)
when
Authorised.
Currently
Mu-Meter
Mk V
MOD SPECIALISTS
Policy on construction materials and equipment
(i.e. performance, characteristics, testing, etc.)
Maintain Inspection/Survey databases for MOD
aerodromes
Approval Authority for Inspection/Survey
procedures and agencies.
Draft/advise on Inspection/Survey Programmes
Page 20 of 300
For airfield
pavement
wks see
Chapter 15
Annually
MADS Issue 6
STRE (Air Sp)

Maintain and operate in-service friction
measuring devices
Carry out operational Inspections/Surveys at
FOB
Works (Major & Minor)
Measured Height Surveys
Arrange contract support to Inspections/Surveys
MADS
Maintenance Inspections
Special
Monitoring
Friction Surveys
Classification
Responsible Organisation/Responsibility
Staff Inspection
Remarks
When issue
authorised
STATIONS
Set operational and design requirements
Conduct Friction Monitoring Surveys
Fund Inspections/Surveys
Request surveys as required
In
accordance
with the
Manual of
Military ATM
Conduct periodic inspections
Frequency of Inspections/Surveys (years)
Seek MOD
Specialists'
advice
Stns without
Mu-Meters
to request
surveys as
required
Except at
handover of
major
projects
when project
pays
4c
1d
a As required
b Statutory
c Annually when Friction Level is below MPL
d Check Survey Annually, Full Survey every 5 years, or at frequencies as determined in accordance with
CAP232
MADS Issue 6
Page 21 of 300
MADS
Aprons
Taxiway
Verification
Assurance
Certificates*
Runway
Table 2-2 Verification Assurance Certification that should be Presented at Handover of Major and
Minor Works
Manual References
* To be provided at Handover
Chapter 6 Para 1 Indicators
and Signalling Devices
AGL System
Chapter 6 Para 4 Markings
Chapter 6 Para 27 Lights
Installation
Chapter 6 Para 47 Signs
Compliance
Certificate*
Chapter 6 Para 56 Markers
Chapter 7 Obstacles
Chapter 9 Para 2 Earthing
AGL Photometric
Test Certificate of
Compliance*
Apron Floodlighting
Photometric Test
Certificate of
Compliance*
Certificate of
Compliance for
provision of
Secondary Power
Supplies*
Annex 6B
Chapter 8 Paras 3-6
Annex 6C
MCS Functional
Test Certificate*
Chapter 6 Para 46f
Insulation
Resistance Test
Results*
Chapter 8 Para 19
Updated Airfield
Lighting Schedule
Where compliance is not assured a

Waiver, Exemption or AAMC
should be submitted to the MAA
(see MAA 03 MAA Regulatory
Processes.
New, refurbished or modified
installations where more than 25% of
the system has been changed. All
Runway Services and Taxiway
Centreline only
Chapter 6 Para 44
PAPI Flight
Check Form*
As Built Drawings
Comments
Determined by Approach Category

(i.e Non-precision, Precision CAT I
and Precision Approach CAT II as
applicable)
Where bases mayhave been
affected or PAPI unit has been
damaged or removed and
replaced.
Full system check required after any
work is undertaken. Compliance with
DIO Policy Instruction 19/2006 is
mandatory.
Results to comply with DIO Policy
Instruction 29/2005 Annex B
Should be provided within the

period detailed in the contract
(normally within 28 days of handover)
Should be provided within the
period detailed in the contract
(normally within 28 days of handover)
O&M Manuals*
AGL Equipment
Annex 6B Para 3
Warranty*
Friction Test
Chapter 15 Para 7
Certificate*
Note: DIO Policy Instructions can be downloaded at
http://webarchive.nationalarchives.gov.uk/20121026065214/www.mod.uk/DefenceInternet/MicroSite/DIO/
OurPublications/TechnicalDocuments/
Page 22 of 300
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MADS
Chapter 3:
Aerodrome Design Specification for Fixed Wing Permanent
Bases
AERODROME DATA
General
1.
These specifications and criteria apply to the new construction, modification and
restoration of military aerodrome facilities at home and overseas. They are mandatory
unless specific engineering or operational considerations dictate a variation, in which case
the sponsors should apply for a Waiver, Exemption or AAMC in accordance with MAA 03
MAA Regulatory Processes.
2.
Fixed Wing Aircraft Requirements

3.
The specifications in this part of the document cover the general requirements of all
military fixed wing aircraft, including wide bodied transport aircraft. A specimen layout of
an aerodrome is shown at Figure 3-1 Specimen Aerodrome Layout. Specifications and
criteria for military rotary wing aircraft and heliports are laid down in Chapters 10 and 11.
Figure 3-1 Specimen Aerodrome Layout
4.
For the purpose of defining standard dimensions for aerodrome movement areas in
this document, permanent aerodromes are divided into categories and assigned an
Aerodrome Reference Code comprising a Code Number and Code Letter. The basis for
these categories, which include grass runways, shown in Table 3-1 are runway length and
aircraft wing span/wheel span. The standard runway widths are shown, but do not affect
aerodrome categories. Codes 4-6 equating to the ICAO Code 4, are introduced to allow
compatibility with NATO Criteria. The codes should be determined as follows:
a.
The Code Number corresponds to the highest value of the aerodrome
reference field lengths of the design aircraft.
MADS Issue 6
Page 23 of 300
MADS
b.
The Code Letter corresponds to the greatest wing span, or the greatest outer
main wheel gear span, whichever gives the more demanding code letter of the
design aircraft.
Table 3-1 Aerodrome Reference Codes
Aerodrome Code
Main Runway Length
Number
1
< 800m (2600ft)
2
800m (2600ft) and < 1200m
3
1200m (3900ft) and < 1800m
Minimum Runway Widtha

18m (60ft)b and 23m (75ft)
30m (100ft)
45m (150ft)
1800m (6000ft) and < 2300m
45m (150ft)
2300m (7500ft) and < 2750m
45m (150ft)
2750m (9000ft)
60m (200 ft)
The width of precision approach runways 30m (100ft)

Subject to requirements of aircraft manuals, will normally only be considered for light
aircraft operations.
Aerodrome
Wing Span
Code Letter
A
< 15m
B
15m and < 24m
C
24m and < 36m
c
D
36m and < 52m
Ec
52m and < 65m
c
F
65m and < 80m
c
The minimum runway width is 45m.
Outer Main Gear Wheel Span

< 4.5m
4.5m and < 6m
6m and < 9m
9m and < 14m
9m and < 14m
14m and < 16m
5.
Simultaneous (Parallel) Runway Operations. The conditions of Table 3-2 are
unlikely to be feasible on existing military aerodromes and so simultaneous runway
operations are not normally permitted in peacetime. Stations whom wish to carry out
simultaneous runway operations, but do not meet the requirements of Table 3-2, should
submit a Waiver/Exemption or AAMC in accordance with MAA 03 MAA Regulatory
Processes.
Table 3-2 Runway Separation Distances for Simultaneous Runway Operations
Centre-line Separation Distance

Aerodrome Code Number
Use
Non-instrument simultaneous
Independent parallel approaches b
Dependent parallel approaches b
Independent parallel departures b
Segregated parallel operations b
Page 24 of 300
1
120m
3-6
150m
210m
1035m
915m
760m
760m cd
MADS Issue 6
MADS
Based on the higher code number for the intended use

See ICAO Manual of Simultaneous Operations on Parallel or Near-Parallel Instrument
Runways (Doc 9643)
c
Decreased by 30m (minimum 300m) for each 150m that arrival runway is staggered toward
the arriving aircraft
d
Increased by 30m for each 150m that arrival runway is staggered away from the arriving
aircraft
b
MADS Issue 6
Page 25 of 300
MADS
Chapter 4:
Specifications for the Aerodrome Physical Design
Runways
1.
The following rules for all runways apply, regardless of the aerodrome category or of
the specified or actual dimensions of the paved and prepared runway surfaces:
a.
Length. Runway length should be sufficient to meet the operational
requirement. 150m at each end of each runway should be of rigid construction to
combat the effects of jet engine efflux.
b.
Width. Width should be in accordance with Table 3-1 unless a greater width
is required for operational reasons.
c.
Longitudinal Slopes. Figure 4-1 shows the split of the runways/stopways
that should be considered. Runway longitudinal slope limits are given in Table 4-1.
Stopway slope limits are given in Table 4-7.
Figure 4-1 Runway Gradients Longitudinal
Centre Section
End Section
End Section
Stopway
Stopway
Paved Runway
Table 4-1 Runway Longitudinal Slopes
Aerodrome
Code
Overall(a)
Number
1
2%
2
2%
1%
Longitudinal Slope
Local
Changes
2%
2%
2%
2%
1.5% ( 0.8%)d
1.5%
Transitional Rate of
Change
0.4% per 30m
(radius of curvature >
7500m)
0.2% per 30m
15000m)
1.25% ( 0.8%)c
1.5%
0.1% per 30m
1.25% ( 0.5% up or
1.5%
1.25% ( 0.5% up or
1.5%
30000m)
0.8% down)b
a =Difference in elevation between the runway ends on the centre-line divided by the runway
length
b For end thirds of runway viewed from the centre section
c For end quarters of runway
d For end quarters of a precision approach Category II or III runway
4
5
6
Page 26 of 300
1%
1%
1%
MADS Issue 6
MADS
d.
Distance Between Slope Changes. Undulations or appreciable changes in
slopes located close together along a runway should be avoided. The distance
between the points of intersection of two successive curves should not be less
than:
(1) The sum of the absolute numerical values of the corresponding slope
changes multiplied by the appropriate value as follows:
(2)
(a)
30000m where the code number is 4 or greater;
(b)
15000m where the code number is 3; and
(c)
5000m where the code number is 1 or 2; or
45m, whichever is the greater.
e.
Lines of Sight. Where slope changes cannot be avoided, unobstructed lines
of sight are as given in Table 4-2.
f.
Transverse Slopes. Figure 4-2 shows the split of runway/shoulders/ graded
portions of strips outside of shoulders, to be considered. Runway transverse slope
limits are given in Table 4-3. Shoulder slope limits are given in Table 4-3. Strip
slope limits are given in Table 4-4.
g.
Strength. The bearing strength of the runway should be capable of
accepting the design aircraft operations including the safe movement of rescue and
fire fighting vehicles. Further details are given at Chapter 15 Para 27-46.
h.
Surface of Runways. Runway surfaces should be constructed and
maintained so that they permit safe take-off and landing of aircraft. This includes
requirements in respect of surface integrity, friction and surface evenness. Further
details are given in Chapter 15.
i.
Construction at the End of Runways. In order to minimise the possibility of
damage to aircraft landing short of the paved runway surface, the end of the runway
pavement should be inclined to the horizontal at a slope of 12.5%. The inclined
portion at the end of the runway should be formed by the provision of a concrete
ramp, finishing below the ground surface, 2.4m in length and of 0.15m minimum
thickness. See Figure 4-3.
j.
Blast Pads. Concrete blast pads, when authorised, should be of sufficient
size to prevent surface erosion and migration of foreign material onto the runway.
The ends should to comply with the provisions of Chapter 4 Para 1a. Blast pads
should form part of stopways, in which case they should be designed as paved
stopways.
k.
Runways for VTOL/STOL Operations. Runway dimensions (length and
width) for VTOL/STOL operations are laid down in respective aircraft manuals and
will vary from aircraft to aircraft. The requirements will be dependent on payload
and crosswind components and the manuals for the aerodrome/runway design
aircraft should be consulted before any design or construction work is undertaken.
In all other respects the runway should be treated as a normal runway with the
criteria being dictated by the Aerodrome Code Number and Letter.
MADS Issue 6
Page 27 of 300
MADS

Figure 4-2 Runway Gradients Transverse
3m
3m
Strip
Shoulder
Paved Runway
Shoulder
Strip
Figure 4-3 Lines of Sight and Transverse Slopes
>
Aerodrome
Code
Letter
A
B
C
D
E
F
Table 4-2 Construction at Runway Ends

Line of Sight
(any point of the given height to all other
Transverse Slope
points of the same given height within at
least runway length
1.5m
1% slope 2%
2m
3m
1% slope 1.5%
2.
Runway Shoulders. Shoulders should be provided symmetrically either side of
the runway centre-line in accordance with Figure 4-2 and Figure 4-3. Paved shoulders
should be authorised in special cases (eg for aircraft with outrigger wheels on the wingtips or where jet blast from large aircraft with wing-mounted engines overhanging the
pavement edge causing possible FOD problems or where the topsoil/climate will not
support grassed shoulders). See Chapter 17 Para 3.
Page 28 of 300
MADS Issue 6

Table 4-3 Runway Shoulders
Aerodrome Overall
Slopes
a
Code Letter Width
Longitudinal
Transverse
A
Shoulders not required
B
C
D
60m
2.5%. Edge to
As for the runway
E
be flush with
60m
runway
F
75m
a
Overall width=runway +2 x shoulder width
3.
MADS
Strength
(Paved/Unpaved)
Refer to Section
Chap 15 para 27.
Runway Strips
a.
A runway and any associated stopways should be included in a strip with
characteristics as shown in Table 4-4. There should be no isolated hard or soft
areas of ground in the graded portion so as to minimise hazards to aircraft arising
from differences in load bearing capacity. The strip should be of sufficient strength
such that it does not hinder the movement of rescue and fire fighting vehicles. See
also Chapter 15 Para 28 and Chapter 17 Para 4.
a
b
c
d
e
f
g
h
60m
Transversee,f
45mb
Longitudinal
30m
40m
Objects (not allowed within

given distance of runway
centre-line)
NonInstrument
NonPrecision
Precision
75m
Slopes
NonInstrument
60/30ma
Widthh
Graded Portion
(distance from
runway centreline. Flush where
abutting
runway/shoulder/
stopway)
Instrument
1
2
3
4
5
6
Length (before threshold and

beyond runway /stopway
Table 4-4 Runway Strips
40m
30m
40m
2%
3%
1.75%
150mg
c,d
75m 60m
75m
1.5%
2.5%
60m instrumented, 30m non-instrumented

Precision approach runway Category I
Precision approach runway Categories I, II, or III
Change to within 77.5m for precision approach runway category I,II or III where the code
number is 4 or more and the code letter is F
Slope of 3m from runway/shoulder/stopway to be downwards and 5% to aid drainage
Beyond graded portion slope 5% upwards. Downward slope as given above.
90m for subsidiary runways
Each side of centre-line
MADS Issue 6
Page 29 of 300
MADS
b.
Delethalisation. The graded portion of runway strips should be delethalised
as indicated in Figure 4-4; the sub-surface ramp should be inclined to the horizontal
at a maximum slope of 12.5%.
Figure 4-4 Delethalisation
Hard object (eg manhole cover, cable duct or
edge of intersecting pavements) within runway strip
>300mm
Runway Strip Surface
Unpaved soft runway
Slope 12.5%
c.
An object situated on a runway strip which may endanger aeroplanes should
be regarded as an obstacle and should, as far as practicable, be removed. See
Chapter 17 Para 9.
Runway End Safety Areas
4.
RESA, providing an undershooting or overrunning aircraft with a cleared and graded
area, should be provided in accordance with Table 4-5. No fixed object, other than visual
aids required for air navigation purposes, which satisfy the relevant safeguarding criteria,
is permitted on a RESA. The RESA should be prepared/constructed to reduce the risk of
damage to an aeroplane undershooting or over running the runway and to facilitate the
movement of rescue and fire fighting vehicles.
Table 4-5 Runway End Safety Areas
Aerodrome
Code
Number
1
2
3
4
5
Length
ac
Slopesb
Width
Longitudinal
Transverse
Minimum of
90m.
Recommended
5%
2x
120m for code
downwards
associated
5% with gradual
number 1 or 2
with gradual
changes in slope
runway
runways and
changes in
width
240m for code
slope
6
3 or greater
runwaysd
a
Aerodrome Code 3, 4, 5, 6 require RESA, also for Code 1 & 2 if the runway is an
instrument one
b
RESA not to penetrate approach or take-off climb surface
c
Extending from the end of the runway strip
d
A safety assessment which takes account of a reasonable probable combination of
adverse operational factors should be provided where the Recommended distances are
not practicable, notwithstanding compliance with the minimum requirement.
Clearways
5.
The requirement for clearways at each end of the runway is dependent on the
declared runway length and the required TODA of the design aircraft. Where the declared
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runway length is shorter than the TODA required for the design aircraft a clearway should
be provided at the end(s) of the runway in accordance with Table 4-6. Objects on a
clearway which may endanger aircraft in the air should be regarded as obstacles and
removed. Chapter 17 Para 6.
Table 4-6 Clearways
Length
Origin at end of
TORA
Length TORAa
Width
75m to each
side of
extended
runway centreline
Slopes
a. Ground not to penetrate an upward slope of 1.25%
from the TORA endb.
b. Abrupt upward slope changes should be avoided.
c. Within 22.5m of extended runway centre-line, slope
changes and transition from runway to clearway should
conform with those of the associated runway.
a
Clearway should not extend beyond aerodrome boundary unless obstacle control can be
exercised over the additional land/water.
b
Shoulders and strips need not be graded to conform with the clearway plane. Terrain or objects
above the clearway plane but below the level of the runway strip need only be removed if
considered dangerous to aircraft.
Stopways
6.
The requirement for stopways at each end of the runway is dependent on the TORA
and ASDA of the design aircraft. The surface should have a coefficient of friction when
wet compatible with that of the associated runway. See Table 4-7 and Chapter 17 Para 5.
Table 4-7 Stopways
Length
Width
a. Accelerate-stop
distance reqd minus
runway length (provided at
both ends)
b. When an Arrester Net
Barrier is provided the
length of the overrun
beyond the barrier should
not normally be included
in ASDA because not all
aircraft are capable of
taking a lowered barrier
= width of
runway +
shoulders,
centred on the
runway
centre-line
Slopes/Changes in Slope
As for associated runway
except:
a. 0.8% first and last
limitations need not be
applied.
b. Runway/stopway junction
rate of change 0.3% per
30m (radius of curvature
10000m for Aerodrome Code
No 3, 4, 5, or 6.
Strength
Paved/Unpaved
a. Refer to
Chapter 15 Para
28
Arrester Net Barrier Overrun

7.
When an arrester barrier is fitted (ie normally at a specified distance beyond the
end(s) of a runway) an Arrester Net Barrier Overrun should be provided; the length of the
Overrun should allow for the full extension of the barrier type used. See Table 4-7. The
requirements for pavement strength and surface from the runway end up to and 2 metres
beyond the barrier should be as that for a paved stopway except as modified at Chapter
15 Para 46; beyond this point the requirements for a stopway are applicable.
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Taxiways
8.
Taxiways
a.
The design of a taxiway should be such that, when the cockpit of the
specified design aircraft remains over the taxiway centre-line markings, the width
and clearance distance between the outer main wheel of the aeroplane and the
edge of the taxiway should not to be less than that given in Table 4-8. An example
of widening taxiways to achieve the wheel clearance specified on curves is
illustrated in Figure 4-5. However, changes in direction of taxiways should be as
few and as small as possible. The radii of the curves should be compatible with the
manoeuvring capability and normal taxiing speeds of the design aircraft. Minimum
separation distances are detailed in Table 4-10 and slopes as in Table 4-11.
b.
The strength of taxiways should be at least equal to that of the runway(s) that
they serve, due consideration being given to the fact that a taxiway will be subjected
to a greater density of slower moving or stationary traffic leading to higher stresses
than the runway(s) they serve. The surface of taxiways should not have
irregularities that could cause damage to aeroplane structures and should provide
good friction characteristics when wet. Refer to Chapter 15 for further details in
respect of pavement surface and strength requirements.
Figure 4-5 Taxiway Curve Widening
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Table 4-8 Taxiway Width and Wheel Clearance
Aerodrome
Code Letter
Minimum Wheel
Clearance
Width
A
B
C
7.5m
10.5m
a. 15m for design aircraft
wheel base < 18m
b. 18m for design aircraft
wheel base 18m
wheel span < 9m
b. 23m for design aircraft
outer main gear wheel
span 9m
23m
25m
E
F
1.5m
2.25m
wheel base < 18m
b. 4.5m for design aircraft
wheel base 18m
4.5m
Junctions/
Intersections with
Runways/Aprons/
Other Taxiways
a. Fillets should be
provided
b. Radii of curvature
on the centre-line
60m and compatible
with the taxiing speed
of the design aircraft
4.5m
4.5m
Table 4-9 Parallel Taxiways

Facility
Length
Width
Parallel
Taxiway
Shoulders
As for main
runway
23m
Full length
30m from
taxiway edge
Clearwayab
150m
52.5m
Slopes
Longitudinal
Transverse
As for main runway
Not to project above

plane through end of
taxiway with slope =
2%
Not required
60m beyond
100m to each side
parallel taxiway of parallel taxiway
ends
centre-line
Separation
a. To runway centre-line - 150m
Distances
b. To dispersed hard standings - 100m
c. To nearest building, facility etc - 100m
d. To the centre-line of nearest taxiway - 100m
a
At both ends of taxiway
b
Not to extend beyond runway clearway
3%
Stopway
Strip
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As for main runway
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Aircraft stand taxilane

centre-line to objecta
Non-instrument
Runways
Aerodrome Code number
1
2
3
4-6
1
2
3
4-6
(a)
(b) (c) (d) (e)
(f) (g) (h)
(i)
A
82.5 82.5 - 37.5 47.5 B
87 87
42 52
C
168
93
D
176 176
101 101
E
- 182. - 107.5
5
F
190
115
a
All distances in metres
Instrument Runways
Taxiway, other than aircraft

stand taxilane, centre-line
to objecta
Distance between taxiway centre-line

and runway centre-linea
Taxiway
Centre-line to taxiway
centre-linea
Aerodrome Code letter
Table 4-10 Taxiway Minimum Separation Distances
(j)
23.75
33.5
44
66.5
80
(k)
16.25
21.5
26
40.5
47.5
(l)
12
16.5
24.5
36
42.5
97.5
57.5
50.5
Table 4-11 Taxiway Slopes
Aerodrome
Code Letter Slope
A
B
C
D
E
F
3%
Longitudinal
Slope Changea
1% per 25m (min
radius of curvature
2500m)
1% per 30m (min

1.5% radius of curvature
3000m)
Transverse
Slopeb
Distance
Between
Gradient
Changes
Lines of Sightc
1.5m above for 150m

2%
1.5%
distance
between
tangent
points
150m
2m above for 200m
3m above for 300m
A curved surface with rates of change as shown

Sufficient to prevent surface water accumulation
c
Possible to see whole taxiway surface from height stated above taxiway for distance
stated
b
9.
Taxiway Shoulders. Shoulders should be provided symmetrically, either side of
the centre-line in accordance with Table 4-12 Paved shoulders may be authorised in
special cases (eg for aircraft with outrigger wheels on the wing-tips or where jet blast from
large aircraft with wing-mounted engines overhanging the pavement edge causing
possible FOD problems or where the topsoil/climate will not support grassed shoulders).
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Aerodrome Taxiway
Code Letter
Width
Table 4-12 Taxiway Shoulders

Overall
Transverse
Widtha,c
Slopesb
(including
shoulder)
MADS
Strength
A
B
Refer to Chapter 14 Para 27
C
15/18m
-1.5% new
25m
Unpaved to be grassed
D
18/23m
construction
+3%
38m
To be FOD resistant
restoration work
E
23m
44m
3%
F
25m
60m
a
Where pavement width increases on curves/junctions/intersections shoulder width should
be as for straight taxiway portions
b
Longitudinal slopes/slope changes should match those of associated taxiway
c
Overall width=taxiway width + 2 x shoulder width
10. Taxiway Strips. Each taxiway should be protected by a taxiway strip as detailed in
Table 4-13. The strip should be clear of objects which may endanger taxiing aircraft. See
and Chapter 7 Para 6.
Table 4-13 Taxiway Strips
Aerodrome
Code Letter
Taxiway Strip
Width
Widtha
Graded Portion
Distance from
Taxiway Centre-line
11m
12.5m
12.5m
19m
22m
30m
Transverse Slopesb
A
7.5m
16.25m
a. Flush with associated
B
10.5m
21.5m
taxiway/shoulder
C
15/18m
26m
b. 5% graded portion
D
18/23m 40.5m
+2.5%
E
23m
47.5m
c. Non-graded portion +5%
F
25m
57.5m
a
Each side of centre-line
b
Longitudinal slopes/slope changes should match those of associated taxiway
11. Parallel Taxiways. Parallel taxiways are a NATO specific requirement and for this
reason the criteria detailed in Table 4-9 may not appear to correlate with other information
given in this document. If provided, an aerodrome will only have one parallel taxiway, but
it should be noted that a parallel taxiway gives an aerodrome redundancy rather than
increased operational capability. The runway/parallel taxiway requirements for
VTOL/STOL operations are laid down in respective aircraft manuals which, should be
consulted before design/construction work is undertaken. Refer to Chapter 15 in respect
of pavement surface and strength requirements; friction requirements should be
determined with the Aerodrome Authority.
Holding Points
12.
Holding Bays, Runway Holding Positions and Road Holding Positions

a.
General
(1)
Holding Bay(s) are required when the traffic density is medium or heavy.
(2) Runway holding position signs are detailed at Chapter 6 Para 48

Runway-holding positions should be marked in accordance with Chapter 6
Para 13 and established:
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(a)
On the taxiway, at the intersection of a taxiway and a runway.
(b) At the intersection of 2 runways when one runway is a part of a

standard taxi-route.
(c) On a taxiway if the location or alignment of the taxiway is such that
a taxiing aircraft or vehicle can infringe an obstacle limitation surface or
interfere with the operation of radio navigation aids. This could result in
2 runway-holding positions, one for VMC and one for IMC operations.
(3) A road-holding position should be established at an intersection of a
road with a runway. See Chapter 6 Para 15.
(4) An intermediate holding position should be established on a taxiway at
any point other than a runway-holding position where it is desirable to define a
specific holding limit.
b.
Location. Table 4-14 details the location of holding bays or positions.
Holding aircraft/vehicle should not:
(1) Infringe obstacle free zones, approach surfaces, or the take-off climb
surface.
(2)
Interfere with the operation of radio navigation aids.
Table 4-14 Minimum Distance from Runway Centre Line to a Holding Bay/Position
Aerodrome Code Numberd
Type of Runway
1
2
3-6
Non-instrument
30m
40m
75m
Non-precision approach
40m
40m
75m
a
a
Precision approach category I
60m
60m
90mabc
Precision approach categories II and III
90mabc
Take-off runway
30m
40m
75m
a
Can be reduced by 5m for every 1m the bay/position is lower than the

threshold, provided it does not infringe the lower transitional surface
b
May need to be increased to avoid interference with radio navigation aids
c
107.5m for Aerodrome Code Letter is F.
d
See ICAO Annex 14 Vol 1 for details of design aircraft giving these distances
c.
At elevations greater than 700m (2300ft) the distance of 90m specified in
Table 4-14 for a precision approach number of 4 or greater will be increased as
follows:
(1) Up to an elevation of 2000m (6600ft); 1m for every 100m (330ft) in
excess of 700m (2300ft).
(2) Elevation in excess of 2000m (6600ft) and up to 4000m (13,320ft); 13m
plus 1.5m for every 100m (330ft) in excess of 2000m (13,320ft); and
(3) Elevation in excess of 4000m (13,320ft) and up to 5000m (16,650ft) ;
43m plus 2m for every 100m (330ft) in excess of 4000m (13,320ft)
d.
If a holding bay, runway-holding position or road-holding position for a
precision approach runway code number 4 or greater is at a greater elevation
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compared to the threshold, the distance of 90m or 107.5m, as appropriate specified

in Table 4-14 should be further increased 5m for every metre the bay or position is
higher than the threshold.
Aprons
13. Aprons should be as detailed in Table 4-15. They should provide good friction
characteristics when wet. Refer to Chapter 15 in respect of pavement and surface
requirements.
Facility
Size
ASP/ORP/ a
Apron
Dispersed
Turning
Stands
radius of
outer
Hangar/
aircraft
HAS
wheels +
Aprons
3m
Table 4-15 Aprons

Wing Tip
Shoulder
Clearances
Width
Strips
Slopes
a. Apron:
15m from edge of
0.5% and 1%
paved surface
Sufficient to
3m from
b. Wingspan 24m
prevent water
edge of
The greater of
<36m: 4.5m
accumulation
paved
5m or design
surface
b. Shoulders:
aircraft wingspan
c. Wingspan 36m:
2%, longitudinal
from edge of
7.5m
and transverse
paved surface
a
Design Factors: No/size of design aircraft; wing tip clearances; access for aircraft/vehicles;
safe distances/headings for armed aircraft, wheel clearance to edge of apron
a. Wingspan
<24m: 3.0m
Compass Calibration Bases

14. Details of the layout and calibration of Compass Bases (previously published under
GAI 1006) are at Annex 5A.
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Chapter 5:
The Management of Obstacles on and Around the Aerodrome
Obstacle Free Zones
1.
Aerodrome obstacle free zones permit the designated aircraft operations to be
conducted safely. They are achieved by establishing a series of obstacle limitation
surfaces that define the limits to which objects may project into the airspace.
2.
Objects which penetrate the obstacle limitation surfaces may in certain
circumstances cause an increase in the obstacle clearance altitude/height for an
instrument approach procedure or any associated visual circling procedure.
3.
Only frangible mounted obstacles, such as AGL fittings, which are operationally
essential, constructed and sited to reduce the hazard to a minimum, are permitted. Other
operationally essential items include runway caravans, arrester installations and RVR
towers Chapter 17 Para 10. Guidance on frangibility is contained in the ICAO Aerodrome
Design Manual (Doc 9157), Part 6.
Obstacle Limitation Surfaces
4.
Dimensions. Dimensions and slopes of Approach and Take-off obstacle limitation
surfaces are given in Table 5-1 and Table 5-2. The obstacle limitation surfaces are
illustrated in Figure 5-1 and Figure 5-2 and further detailed in Chap 5 para 2-13. General
guidance on the requirements and characteristics of all the obstacle limitation surfaces is
given in ICAO Airport Services Manual, (Doc 9137) Part 6. See Chapter 16 and Chapter
17 Para 16-17.
Note: For statutory safeguarding map production purposes, aerodrome codes are determined
from the length of the runway only. Width and runway letters will not be used. Where more than
one runway exisits the most stringent code is used for all runways.'
Note: For statutory safeguarding map production purposes, threshold, runway end and clearway
locations and heights will be taken from the latest Measured Heights Survey available.
5.
Inner Horizontal Surface. Comprises a surface located in a horizontal plane above
an aerodrome and its environs as follows:
a.
The radius or outer limits of the inner horizontal surface should be measured
from the runway ends excluding clearways and stopways. For aerodromes codes 1 &
2 the reference point should be the midpoint of the runway ends, excluding
clearways and stopways. For aerodrome codes 3-6, the reference point should be
the runway ends, excluding clearways and stopways. See Chapter 4 Para 1 and
Figure 4-3.
b.
The height of the inner horizontal surface should be measured above the
lowest aerodrome threshold. See Figure 5-1 and Figure 5-2.
c.
Inner horizontal surfaces should be created for all runways within each
aerodrome.
Note: For statutory safeguarding map production purposes for runway codes 1 and 2, if the
runways do not cross at the exact mid points, the midpoint of a line joining the runway midpoints
will be used
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6.
Conical Surface. Comprises a surface sloping upwards and outwards from the
periphery of the inner horizontal surface as follows:
a.
A lower edge coincident with the periphery of the inner horizontal surface; and
b.
An upper edge located at a specified height above the inner horizontal
surface; and
c.
The slope of the conical surface will be measured in a vertical plane
perpendicular to the periphery of the inner horizontal surface. See Figure 5-1 and
Figure 5-2.
d.
The reference point used should be the same as for the inner horizontal
surface.
7.
Outer Horizontal Surface. Comprises a surface located in a horizontal plane
extending from the periphery of the conical surface as follows:
a.
The radius or outer limits of the outer horizontal surface should be measured
from the midpoint of the runway ends excluding clearways and stopways in
accordance with Table 5-1.
b.
The height of the outer horizontal surface should be measured in accordance
with Table 5-1.
c.
There is no outer horizontal surface for aerodrome codes 1 and 2.
8.
Approach Surface. Comprises an inclined plane or combination of planes
preceding the threshold as follows:
a.
An inner edge of specified length, horizontal and perpendicular to the
extended centre-line of the runway and located at a specified distance before the
threshold;
b.
Two sides originating at the ends of the inner edge and diverging uniformly at
a specified rate from the extended centre-line of the runway; and
c.
An outer edge parallel to the inner edge.
d.
The elevation of the inner edge should be equal to the elevation of the midpoint of the threshold.
e.
The slope(s) of the approach surface should be measured in the vertical
plane containing the centre-line of the runway and should continue containing the
centre line of any lateral offset or curved ground track.
f. The above surface should be varied when lateral offset, offset or curved
approaches are utilized, specifically, two sides originated at the ends of the inner
edge and diverging uniformly at a specified rate from the extended centre-line of the
lateral offset, or curved ground track. See Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the approach surface will not be varied
where lateral offset or curved approaches are utilized.
9.
Inner Approach Surface. Comprises a rectangular portion of the approach surface
immediately preceding the threshold as follows:
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a.
An inner edge coincident with the location of the inner edge of the approach
surface but of its own specified length;
b.
Two sides originating at the ends of the inner edge and extending parallel to
the vertical plane containing the centre-line of the runway; and
c.
An outer edge parallel to the inner edge. See Figure 5-1 and Figure 5-2.
10. Transitional Surface. Comprises a complex surface along the side of the strip and
part of the side of the approach surface, that slopes upwards and outwards to the inner
horizontal surface as follows:
a.
A lower edge beginning at the intersection of the side of the approach surface
with the inner horizontal surface and extending down the side of the approach surface
and from there along the length of the strip parallel to the runway centre-line; and
b.
An upper edge located in the plane of the inner horizontal surface.
c.
The elevation of a point on the lower edge should be along the side of the
approach surface (equal to the elevation of the approach surface at that point) and
along the strip (equal to the elevation of the nearest point on the centre-line of the
runway or its extension).
d.
The slope of the transitional surface should be measured in a vertical plane at
right angles to the centre-line of the runway. See Figure 5-1 and Figure 5- 2.
Note: For statutory safeguarding map production purposes the Transitional Surface also
incorporates the Runway Strip'.
11. Inner Transitional Surface. Comprises a surface similar to the transitional surface
but closer to the runway as follows: See Figure 5-1 and Figure 5-2. A lower edge
beginning at the end of the inner approach surface and extending down the side of the
inner approach surface to the inner edge of that surface, from there along the strip parallel
to the runway centre-line to the inner edge of the balked landing surface and from there
up the side of the balked landing surface to the point where the side intersects the inner
horizontal surface; and
a.
An upper edge located in the plane of the inner horizontal surface.
b.
The elevation of a point on the lower edge should be along the side of the
inner approach surface and balked landing surface (equal to the elevation of the
particular surface at that point) and along the strip (equal to the elevation of the
nearest point on the centre-line of the runway or its extension).
c.
The slope of the inner transitional surface should be measured in a vertical
plane at right angles to the centre-line of the runway. See Figure 5-1 and Figure 5-2.
12. Balked Landing Surface. Comprises an inclined plane located at a specified
distance after the threshold, extending between the inner transitional surface as follows:
a.
An inner edge horizontal and perpendicular to the centre-line of the runway
and located at a specified distance after the threshold;
b.
Two sides originating at the ends of the inner edge and diverging uniformly at
a specified rate from the vertical plane containing the centre-line of the runway; and
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An outer edge parallel to the inner edge and located in the plane of the inner
c.
horizontal surface.
d.
The elevation of the inner edge should be equal to the elevation of the
runway centre-line at the location of the inner edge.
e.
The slope of the balked landing surface should be measured in the vertical
plane containing the centre-line of the runway. See Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the Inner Approach, Inner Transitional
and Balked Landing Surfaces are not required to be calculated or shown on the map.
13. Take-Off Climb Surface. Comprises an inclined plane or other specified surface
beyond the end of a runway or clearway as follows:
a.
An inner edge horizontal and perpendicular to the centre-line of the runway
and located either at a specified distance beyond the end of the runway or at the end
of the clearway when such is provided and its length exceeds the specified distance;
b.
Two sides originating at the ends of the inner edge, diverging uniformly at a
specified rate from the take-off track to a specified final width for the remainder of the
length of the take-off climb surface; and
c.
An outer edge horizontal and perpendicular to the specified take-off track.
d.
The elevation of the inner edge should be equal to the highest point on the
extended runway centre-line between the end of the runway and the inner edge,
except that when a clearway is provided the elevation should be equal to the highest
point on the ground on the centre-line of the clearway.
e.
In the case of a straight take-off flight path, the slope of the take-off climb
surface should be measured in the vertical plane containing the centre-line of the
runway.
f. In the case of a take-off flight path involving a turn, the take-off climb surface should
be a complex surface containing the horizontal normal to its centre-line, and the slope
of the centre-line should be the same as that for a straight take-off flight path. See
Figure 5-1 and Figure 5-2.
Note: For statutory safeguarding map production purposes the take off surface will not be varied
where the take off flight path involves a turn.
Note: For statutory safeguarding map production purposes the elevation on the inner edge will be
the highest point on the extended runway centreline or clearway supplied on the Measured
Heights Survey
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Figure 5-1 Obstacle Limitation Surfaces
B
Outer
horizontal
conical
inner horizontal
clearway
transitional
strip
A
take-off climb
approach
Runway
inner approach
inner horizontal
conical
conical
inner horizontal
transitional
approach
take-off climb
Runway
Section A-A
approach
conical
inner horizontal
transitional
Runway
Section B-B
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Figure 5-2 Inner Approach, Inner Transitional and Balked Landing Obstacle Limitation
Surfaces (only applicable to Precision Approach Categories I, II & III)
B
inner transitional
A
inner approach
Runway
balked landing
B
balked landing
inner transitional
Section A-A
Runway
inner transitional
Section B-B
inner horizontal
balked
landing
Runway
Figure 5-3 Obstacle Limitation Surfaces for an Instrument Runway where the Runway Code
is 4-6
145
m
The take-off / approach funnels

are shown in chain-dot line.
To assist clarification the vertical
scale on this chart is 20 times
that of the horizontal scale.
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Table 5-1 Dimensions and Slopes of Approach Obstacle Limitation Surfaces (slopes are
measured in the vertical plane containing the centre-line of the surface)
Surface &
Dimensionsa
Runway Classification
Non-Precision
Precision Approach
Non-Instrument
Approach
Category
Aerodrome Code
I
II or III
No
1
2
3
4-6
1, 2
3
4-6
1,2
3-6
3-6
A horizontal surface located above the aerodrome & its environs, its outer
limits and height (not necessarily circular) defined in Chapter 5 Para 10.
INNER
HORIZONTAL
Height above
45
45
45
45
45
45
45
45
45
lowest aerodrome 45
threshold
Radius
2000 2500 4000 4000 3500 4000 4000 3500 4000
4000
A surface sloping upwards and outwards from the inner horizontal surface
CONICAL
periphery to the outer horizontal surface.
Slope
5%
5%
5%
5%
5%
5%
5%
5%
5%
5%
Height above
inner horizontal
35
55
75
100
60
75
100
60
100
100
surface
OUTER
HORIZONTAL
Total height of
inner horizontal
and conical
Minimum Radius
APPROACH
Inner/outer edge
orientation
Inner edge length
Inner edge
threshold
distance
Side divergence
(each side)
Length
Slope
Length
Slope
Length
Total Length
INNER
APPROACH
Width
Threshold
Length
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A horizontal surface extending from the conical surface periphery.

-
120
145
10000 15000
120
145
10000 15000
145
145
15000
15000
An inclined plane(s) preceding the threshold

Horizontal and to extended runway centre-line
60
80
150
150
150
300
300
150
300
300
30
60
60
60
60
60
60
60
60
60
10%
10%
10%
10%
15%
15%
15%
15%
15%
15%
First Section
3000 3000 2500 3000 3000 3000 3000
3000
3.33 2.5% 3.33
2%
2% 2.5% 2%
2%
Second Section
3600 3600 12000 3600
3600
2.5% 2.5%
3% 2.5% 2.5%
Horizontal Section
8400 8400
8400
8400
15000 15000 15000 15000
15000
A rectangular specified length portion of the approach surface immediately
preceding the threshold, the inner edge coincident with the approach
surface inner edge.
90
120d
120d
60
60
60
900
900
900
1600 2500
5%
4%
MADS Issue 6
Surface &
Dimensionsa
Slope
TRANSITIONALe
Lower edge
Lower edge
elevation
Upper edge
Slope
INNER
TRANSITIONALe
MADS
Runway Classification
Non-Precision
Precision Approach
Non-Instrument
Approach
Category
Aerodrome Code
I
II or III
No
1
2
3
4-6
1, 2
3
4-6
1,2
3-6
3-6
2.5% 2%
2%
A complex surface along the side of the strip and part of the side of the
approach surface, that slopes upwards and outwards to the inner
horizontal surface. It is the controlling obstacle limitation surface for
buildings (see Inner Transitional Surface).
See Figure 5-1
The elevation of a point is the elevation of the approach surface/strip at
that point.
In the plane of the inner horizontal surface.
20%
20%
14.3%
14.3%
20%
14.3% 14.3%
14.3%
14.3%
14.3%
A surface similar to the transitional surface but closer to the runway. It is

the controlling obstacle limitation surface for nav-aids, aircraft and vehicles
and not to be penetrated except by frangible objects (see Transitional
Surface).
Lower edge
location
See Figure 5-2
Lower edge
elevation
The elevation of a point is the elevation of the approach/balked landing

surfaces at that point or the elevation of the runway centre-line or
extended centre-line at a point on the strip.
Upper edge
In the plane of the inner horizontal surface
location
Slope
40% 33.3% 33.3%
BALKED
An inclined plane at a specified distance after the threshold extending
LANDING
between the inner transitional surface.
Inner edge length
90
120
120
Threshold
b
1800c 1800c
distance
Side divergence
10% 10%
10%
(each side)
Slope
4% 3.33% 3.33%
a
All dimensions measured horizontally and in metres unless otherwise stated
b
Distance to the end of the strip
c
Or end of runway whichever is less
d
Where the Aerodrome Code Letter is F the width is increased to 155m
e
Curved if the runway profile is curved
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Table 5-2 Dimensions and Slopes of Take-Off Obstacle Limitation Surfaces (slopes are
measured in the vertical plane containing the centre-line of the surface)
Surface and
Dimensionsa
TAKE-OFF CLIMB

1
2
3-6
An inclined plane or other specified surface beyond the end of a runway
or clearway
to extended runway centre-line.
Horizontal and to the specified take-off track.
The elevation of the highest point on the extended runway centre-line
between the end of the runway and the inner edge, except when a
clearway is provided the elevation is that of the highest point on the
ground on the centre-line of the clearway.
60
80
180
30
60
60
10%
10%
12.5%
Inner edge orientation

Outer edge orientation
Inner edge elevation
Inner edge length

Runway end distanceb
Side divergence (each
side)
Final width
380
580
1200c
Length
1600
2500
15000
e
Slope
5%
4%
2%d
a
All dimensions measured horizontally and in metres unless otherwise stated
b
The take-off climb surface starts at the end of the clearway if the clearway length exceeds the
specified distance
c
1800m when the intended track includes heading changes > 15 degrees for operations in IMC
or VMC by night
Note: For statutory safeguarding map production purposes note (c) will not to be taken into account and
the final width to be used will be that stated in the table above.
d
If no existing object reaches the 2% surface, new objects should be limited to 1.6%
Note For statutory safeguarding map production purposes a slope of 1:6 % will always be used.
e
For a take-off flight path involving a turn, the take-off climb surface is a complex surface
containing the horizontal normals to its centre-line, and the slope of the centre-line is the same
as that for a straight take-off flight path
Note For statutory safeguarding map production purposes the take off surface will not be varied where the
take off flight path involves a turn.
Obstacle Limitation Requirements

14.
Obstacle limitation surface requirements are detailed in Table 5-3.
Inner Transitional Surface
Non-Precision Approach
Non-Instrument Runways
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Outer Horizontal Surface
Transitional Surface
Inner Horizontal Surface
Inner Approach Surface
Conical Surface
Approach Surface
Precision Approach
CAT I, II or III
Balked Landing Surface
Take-Off Climb Surface
Table 5-3 Obstacle Limitation Requirements
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MADS
Objects Outside the Obstacle Limitation Surfaces

15. The MAA should be consulted concerning proposed construction beyond the
limits of the obstacle limitation surfaces. In areas beyond the limits of the obstacle
limitation surfaces, at least those objects which extend to a height of 150m or more above
ground elevation should be regarded as obstacles, unless a special aeronautical study
indicates that they do not constitute a hazard to aeroplanes.
Other Objects
16. Objects which do not project through the approach surface but which would
nevertheless adversely affect the optimum siting or performance of visual or non-visual
aids should, as far as practicable, be removed.
17. In certain circumstances, objects that do not project above any of the obstacle
limitation surfaces may constitute a hazard to aircraft as, for example, where there are
one or more isolated objects in the vicinity of an aerodrome.
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Annex 5A:
Compass Calibration Bases
Introduction
1.
This annex describes the types of compass bases and the requirements for their
periodic checking, magnetic environment, dimensions and construction. See Chapter 4
Para 14. Command and Formation headquarters should submit their compass base
requirements or modifications to QinetiQ, Land Magnetic Facilities; for contact details
see Table 1-1.
Classes of Compass Base
2.
There are two classes of compass calibration base. Class 1 bases are required for
aircraft which need a refined swing, as stipulated by commands. Class 2 bases have less
stringent maximum permitted magnetic deviation requirements and are adequate for
aircraft requiring standard swings.
Periodic Surveys and Annual Checks
3.
The officer responsible for aircraft compass swinging, normally the Station
Navigation Officer, is also responsible for the periodic, resurvey and annual check of the
compass calibration base. In addition, he should ensure that the station services are
aware that paving repairs should be carried out using materials approved by QinetiQ,
MOD Portland Bill. He should also notify QinetiQ, Land Magnetic Facilities at the
earliest opportunity of any planned work within 200m of the centre of the compass base.
Periodic surveys of all compass bases will be undertaken by staff from QinetiQ, Land
Magnetic Facilities. Class 1 bases will be re-surveyed every 5 years. However, Class 2
bases are normally subject to magnetic anomalies, the effects of which are liable to
change with time; these bases should therefore be re-surveyed every 2 years.
4.
At least once a year, the officer responsible for the compass calibration base
should visit the base to check:
a.
That the datum compass circle is clearly and adequately marked.
b.
That no work has been carried out on or around the compass base which
might alter its magnetic properties. Any suspect areas should be subjected to a
detailed magnetic survey.
c.
That no magnetic objects such as metal chocks, fire extinguishers, reinforced
concrete or cables have been placed within the site.
5.
Should any doubts about the magnetic integrity of the compass base arise during
the annual check or at any time, the officer responsible for the base should contact
QinetiQ, Land Magnetic Facilities for advice.
Sterile Area
6.
There should be a sterile area around the compass calibration base as defined
within the specifications given below.
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Compass Calibration Base Specifications

7.
Dimensions
a.
The compass calibration base should be an area of appropriate size to cater
for the turning circle of all aircraft likely to be swung on that base.
b.
The radius of the datum compass circle will depend upon the size and the
turning circle of the aircraft using the base, together with the associated datum
compass safe distance. Typical datum compass circle radii are as follows:
(1)
Large aircraft (e.g. Nimrod) - 60m.
(2)
Medium aircraft (e.g. Chinook) - 45m.
(3)
Small aircraft (e.g. Tutor) - 25 to 30m.
c.
The radius of the sterile area should be the radius of the datum compass
circle plus 15m.
d.
The centre of the compass base should be at least 200m from large buildings
or continuous wire fences. It may be possible to reduce this distance under some
circumstances, but only in consultation with QinetiQ, Land Magnetic Facilities.
8.
Type and Strength of Surface

a.
The compass base and access tracks should be constructed of non-ferrous
concrete or bituminous material, and should be protected against fuel spillage.
They should not contain any magnetic material and should be capable of
withstanding the all-up weight of the heaviest aircraft to be swung. All materials
which are planned to be used in the construction or repair of a compass base
should be approved by QinetiQ, Land Magnetic Facilities. Contractors should
be warned to liaise with QinetiQ, Land Magnetic Facilities over their choice of
materials prior to any bulk ordering.
b.
The datum compass circle is a narrow pathway used to position the datum
compass. It should be clearly marked (creosote markings are not recommended).
The datum compass circle should comprise a continuous painted line on non
reinforced concrete or asphalt.
c.
The maximum acceptable gradient within the area bounded by the
datum circle is 1 in 80.
10. Magnetic Deviation Limits. The maximum magnetic deviation permissible over
the area of a Class 1 compass calibration base is 0.1 at 1.5m above ground level. The
maximum deviation permissible over a Class 2 compass calibration base is 0.25 at 1.5m
above ground level. If a base will be used for aircraft which have magnetic sensors below
1.5m, a special survey will be required.
11. Anomalies. Anomalies which create deviations in excess of +/- 0.25 are
acceptable within a Class 2 CCB, providing the anomaly is clearly marked on the surface
by a suitable painted exclusion zone. The size and radius of this exclusion zone will be
determined during routine magnetic surveys, and the results recorded in subsequent
survey reports.
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Chapter 6:
Visual Aids for Navigation
INDICATORS AND SIGNALLING DEVICES
1.
General
a.
The various indicators and signals described and illustrated in the following
regulations should be displayed and should be repainted, cleaned or replaced as
soon as their conspicuity is degraded.
b.
Colour specifications for paints can be found in BS 381C and colour
specifications for signs and surface markings are given at Annex 6B those for
reflective materials are prescribed in BS EN12899-1:2007.
2.
Wind Direction Indicators

a.
The direction of the wind should be indicated by one or more wind sleeves.
They should be so positioned as to be visible from the air and be free from the
effects of any disturbances caused by nearby objects. They should be sited so that
at least one sleeve is visible from each take off position and comply with the
requirements at Chapter 17 Para 1.
b.
The wind direction indicator should be in accordance with Figure 6-1. It
should be coloured a distinctive Day-Glo colour, so as to give maximum contrast
with its background and be clearly visible and understandable from a height of at
least 300m. One wind sleeve should be illuminated for night use.
c.
For rotary wing permanent bases see Chap 11 para 1.

Figure 6-1 Dimensions of a Wind Direction Indicator
0.9m
0.3m
3.6m
3.
Aerodrome Identification from the Air. Identification characteristics of MOD
aerodromes should be a bi-gram in letters 6m by 3.6m painted white on a black
background, set on the aerodrome side of the ATC building visible from the air and in a
position clear of buildings but not on the runway.
MARKINGS
4.
General
a.
The various markings described and illustrated in the following regulations
should be displayed. The initial marking of aerodrome surfaces should be carried
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out when required to conform to these regulations. For marking temporary

aerodromes see Para 59 and Chapters13 and 14. All markings should be
repainted, cleaned or replaced as soon as their conspicuity is degraded. For
marking objects see Chapter 7 Para 8. For verification assurance certification to be
presented at handover of major and minor works see Table 2-2.
b.
At the intersection of two (or more) runways the markings of the more
important runway should be displayed and the markings of the other runway (s)
interrupted. At the intersection of a runway and a taxiway the markings of the
runway should be displayed and the markings of the taxiway interrupted.
c.
Markings should be white for runways and yellow for taxiways and aircraft
stand markings unless stated otherwise. Black outlining (at least 0.15m in width)
should be provided where there is insufficient background contrast. Colour
specifications for paved surface markings are detailed at Annex 6A.
d.
Apron safety lines should be of a conspicuous colour, which will contrast with
that used for aircraft stand markings.
e.
Requirements for the friction characteristics of markings on a runway are
detailed in Table 15-1.
f.
Where operationally justified, Airfield Tone-Down Marking should be in
compliance with STANAG 3534 AS Edition 2.
g.
5.
Runway Designation Marking. A runway designation marking should be provided
on all paved runways. Runways should be numbered with a two digit number associated
with each threshold as follows:
a.
The runway designator should be that whole number nearest to one-tenth of
the magnetic azimuth (QDM) of the centre-line of the runway, measured clockwise
from magnetic north when viewed from the direction of approach. Where this rule
would give a single digit it will be preceded by a zero. Should the assigned
magnetic heading end in a '5', the designator becomes the nearest one above.
b.
The dimensions and patterns are shown in Figure 6-2 and Figure 6-3.
Standard spacing between runway (QDM) numbers should be a minimum of 3m
except for the numbers 10 and 11.
c.
The base of the numbers should be 12m inward from the threshold marking.
d.
6.
Runway Centre-Line Marking. A runway centre-line marking should be provided
on all paved runways as follows:
a.
The centre-line marking should be located along the centre-line of the runway
between the runway designation markings as shown in Figure 6-3 except at an
intersection of two (or more) runways. In this instance, the markings of the main
runway should be displayed and the markings of the subsidiary runway (s) should
be interrupted.
b.
The centre-line marking should consist of a broken line of longitudinal stripes
of uniform length and separation. The length of the stripes and the separation
distance should be 30m.
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c.

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

or 4, and precision approach category I runways.
(3) 0.30m on non-precision approach runways where the code number is 1
or 2, and on non-instrument runways.
7.
Threshold Marking. A threshold marking should be provided on all paved
runways as follows:
a.
The stripes of the threshold marking should commence 6m from the threshold
and should consist of a pattern of longitudinal stripes of uniform dimensions
disposed symmetrically about the centre-line of the runway as shown in Figure 6-3
for a runway of width 45m. The stripes should extend laterally to within 3m of the
edge of the runway.
b.
The number and dimensions of the stripes should be in accordance with
Table 6-1.
c.
Where a runway threshold is permanently displaced, arrows and a transverse
bar as shown in Figure 6-4 should be provided on the portion of the runway before
the displaced threshold. A transverse bar should also be provided where the
extremity of the runway is not square with the runway centre-line.
d.
Where a runway is temporarily displaced from the normal position, it should
be marked as shown in Figure 6-4 and all markings prior to the displaced threshold
should be obscured except the runway centre-line marking, which should be
converted to arrows. When the surface before a runway is paved, and is not
suitable for normal use by aircraft, it should be marked in accordance with Para
21c.
Table 6-1 Dimensions of Strips for Threshold Markings
Runway
Width
(m)
18
23
30
45
60
90
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No. of
Stripes
Length of
Stripes (m)
Width of and distance

between stripes (m)
4
6
8
12
16
24
30
30
30
30
30
30
1.8
1.8
1.8
1.8
1.8
1.8
Width of
Centre Gap
(m)
3.6
3.6
3.6
3.6
3.6
3.6
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MADS
Figure 6-2 Form and Proportion of Numbers for Runway Designation Markings
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Figure 6-3 Runway Designation, Centre-line and Threshold Markings
All Dimensions in
Metres
30
Precision Approach II and III

0.9m
Precision Approach I and NonPrecision Approach Runways
0.45m
30
Non-Instrument Runways 0.3m

30
30
12
9
12
From end of line to Threshold

Bar 1.5m
30
0.15
0.15
6.0
1.8
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1.8
3.6
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MADS
Figure 6-4 Displaced Threshold Markings
All Dimensions in Metres
9
12
1.8
3.6
1.8
30
1.8
1.8
30
h
3
h
12
h=10m min
0.45
30
30
0.15
6
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8.
Aiming Point Marking (AP) 1 . An AP marking should be provided on all
paved runways . AP Markings should be symmetrically disposed about the
runway centre-line the stripes of the aiming point marking should commence at the
distance from the threshold specified in Table 6-2, except that on a runway equipped with
a visual approach slope indicator system the beginning of the markings should be
coincident with the visual approach slope origin. The provision of these may affect the
surface water drainage characteristics depending on the type of pavement material used.
Table 6-2 Locations and Dimensions of Aiming Point Marking
Location and dimensions

Distance from threshold to
beginning of marking,
metres
Length of stripe
Width of stripe See
dimension A Figure 6-5
Lateral spacing between
inner sides of stripes,
metres
Distance between thresholds/Landing distance available

(metres)
900-1199 1200-1499 1500-2399
900
2400
150
250
300
300
400
See Figure 6-5

2.5
5.5
5.5
10
10
18
18
5.5
18
9.
Touchdown Zone Marking (TDZ) 2 . TDZ marking should be provided on
all paved runways . TDZ Markings should be symmetrically disposed about the
runway centre-line and, where the marking should be displayed at both approach
directions of the runway, the distance between the thresholds. They should consist of
paired rectangular markings with the number of pairs related to the landing distance
available as detailed in Table 6-3 and with the lateral spacing between the inner sides of
stripes as for the AP marking, see Figure 6-5. The provision of these may affect the
surface water drainage characteristics depending on the type of pavement material used.
Table 6-3 Locations and Dimensions of Touch Down Zone Marking
Length of Width of
Position of marking(s) from
Pair(s)
Landing distance
marking
marking
the threshold
of
available or the
metres
metres
metresa
distance between marking
s
thresholds
1
22.5
1.5
300
900m
b
900-1199
2
22.5
3
150 and 450
1200-1499
3
22.5
3
150b, 450 and 600
1500-2399
4
22.5
3
150b, 450, 600 and 750
5
22.5
3
150b, 300, 600, 750 and 900
2400
a
Where the AP marking has been relocated to the origin of a visual approach slope
indicator system the position of the TDZ markings should be moved such that the relative
positions of the AP and TDZ markings remain substantially the same.
b
Minimum distance of first TDZ marking from threshold.
AP Markings should be included as part of any future runway refurbishment or aerodrome repainting project; however, a
waiver is not required in the interim.
2
TDZ Markings should be included as part of any future runway refurbishment or aerodrome repainting project; however,
a waiver is not required in the interim.
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Figure 6-5 Aiming Point and Touchdown Zone Markings
Touchdown zone
marking
A
A
Aiming point
markings
15
15
15
10. Runway Side Stripe Marking. A runway side stripe marking should be provided
between the thresholds of a paved runway where the width of the runway is greater than
45m wide or where there is a lack of contrast between the runway edges and the
shoulders or surrounding terrain. Runway side stripes should consist of two parallel
lines, one placed along each edge of the runway with the outer edge of each line marking
the declared edge of the runway. The lines should be 0.9m wide where the runway is
30m or more in width and 0.45m wide on narrower runways. Runway side stripe markings
should be interrupted at runway intersections. Where edge light units are located along
the extremity of the declared runway width, the edge marking should be located inboard
of the edge light units in order to avoid painting the light units.
11. Taxiway Centre-Line Marking. Taxiway centre-line marking should be provided
on a paved taxiway and apron to provide continuous guidance between the runway
centre-line and aircraft stands.
a.
The centre-line of paved taxiways should be at least 0.15m in width and
continuous in length except where it intersects with a runway-holding position
marking as shown in Figure 6-6. Taxiway centre-line marking should also be
provided on a paved runway when the runway is part of a standard taxi-route and
there is no runway centre-line marking; or where the taxiway centre-line is not
coincident with the runway centre-line. See sub-para c.
b.
On a straight section of a taxiway the taxiway centre-line marking should be
located along the taxiway centre-line. On a taxiway curve the marking should
continue from the straight portion of the taxiway at a constant distance from the
outside edge of the curve.
c.
Where a taxiway centre-line marking is provided on a runway in accordance
with sub-para a, the marking should be located on the centre-line of the designated
taxiway.
d.
Where the taxiway leads onto or off the runway, the centre-line should be
curved into the nearside of and 0.75m 0.15m from the runway centre-line, except
at the runway threshold where the centre-line should be discontinued at the edge of
the runway. When the taxiway centre-line marking crosses the threshold or runway
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designation markings, it shall be broken at a distance of 1.5m from the threshold or

runway designation markings. The taxiway centre-line marking should be extended
parallel to the runway centre-line marking for a distance of at least 60m beyond the
point of tangency where the code number is 3 or above and for a distance of least
30m where the code number is 1 or 2.
e.
For rotary wing permanent bases see Chapter 11 Para 11.
12. Taxiway Edge Marking. Where it is necessary to define the outer edges of a
taxiway or where a paved taxiway shoulder has insufficient bearing strength, or where
there is little contrast between the taxiway and the surrounding area, the outer edges of
the taxiway should be marked. The marking should consist of a pair of solid lines, each
0.15m wide and spaced 0.15m apart and should be the same colour as the taxiway
centre-line marking. The marking should be so positioned that the inner edge of the
marking represents the outer edge of the taxiway. See also Para 21. For rotary wing
permanent wing bases see Chap 11 Para 11.
13.
Runway-Holding Position Marking.

a.
Runway-holding positions should be established in accordance with the
requirements of Chapter 4 on each taxiway serving a runway. On each taxiway the
runway-holding position closest to the runway should be marked as shown in
Figure 6-6 Pattern A. Other runway-holding positions, where provided on the same
taxiway but farther from the runway, should be marked as shown in Figure 6-6
Pattern B. The runway-holding position marking should be positioned at right
angles to the taxiway centre-line marking.
b.
The runway-holding position marking displayed at a runway/runway
intersection should be perpendicular to the centre-line of the runway forming part of
the standard taxi-route. The pattern of the marking should be as shown in Figure
6-6.
c.
Runway holding position signs are detailed at Para 48a.
d.
For rotary wing permanent bases see Chapter 11 Para 11.
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Figure 6-6 Runway Holding Positions
1.2m
3m
1.05m
0.9m
0.9m
3m
RUNWAY DIRECTION
0.15m
0.9m
0.3m
0.9m
0.9m
0.3m
0.6m
0.9m
0.3m
4 lines and 3
spaces
0.15m each
Pattern B
Pattern A
14. Vehicle Roadway Marking. Vehicle roadway markings should be used to

delineate roadways located on areas that are also intended for use by aircraft. Markings
for roadways not located on aircraft manoeuvring areas should conform, whenever
possible, to local road traffic regulations.
a.
Vehicle roadways are delineated on aircraft manoeuvring areas where there is
a need to define a pathway for vehicle operations. A minimum spacing of 0.75m
should be maintained between the roadway edge marking and the non-movement
area boundary/boundary marking, vehicle roadway markings are interrupted by
taxiway markings.
b.
Vehicle roadway markings are white. They should consist of a solid line
0.15m wide to delineate the edges of the roadway and a broken line 0.15m wide and
4.5m long at 7.5m intervals to separate lanes within the edges of the roadway as
shown in Figure 6-7.
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Figure 6-7 Vehicle Roadway Marking
A minimum spacing of
0.75m should be
maintained between
the roadway edge
marking and the nonmovement area
boundary.
Solid line 0.15m wide

to delineate the edges
of the roadway.
Broken line 0.15m
wide and 4.5m long at
7.5m intervals lane
separator.
Solid white stripe
0.75m wide at stop
position
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c.
Double solid white lines and black outlining may be used to delineate the edges
of the vehicle roadway where additional conspicuity is required.
d.
Where a roadway crosses a taxiway, a solid white stripe 0.75m wide is provided
across the driving lane at the distance specified in Table 4-14 to assure adequate
clearance from taxiing aircraft. When the roadway is not located on an aircraft
manoeuvring area, a frangible mounted retro-reflective stop sign should be installed
on the left hand side of the roadway in conjunction with the solid white stripe.
e.
Where a vehicle roadway crosses a runway, Paras 15 and 41 apply.
15. Road-Holding Position Marking. A road-holding position marking should be

provided at all road entrances to a runway and should be located across the road at the
holding position. The marking should be in accordance with the local road traffic
regulations.
16. Runway Ahead Marking. Runway incursions are a significant safety issue. In order
to mitigate the risk of runway incursions, depending on specific circumstances, units should
consider the use of runway ahead markings, as shown in Figures 6.8 and 6.9. Where
possible, the runway ahead marking should be located before the mandatory marking
(paragraph 24) and collocated with the CAT II/III holding position marking where applicable.
Runway ahead markings size and proportions should detemined by local conditions; however,
any markings should be legible to both aircraft and vehicles.
Figure 6.8 Runway Ahead Markings
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Figure 6.9 Runway Ahead Markings for CAT II/III Holding Position
17. Aircraft Stand Marking. Aircraft stand markings should be provided for designated
parking positions on a paved apron and located so as to provide the clearances specified in
Table 4-15 when the nose wheel follows the stand marking. The curved portions of lead-in,
turning and lead-out lines should have radii appropriate to the most demanding aircraft type
for which the markings are intended. Guidance on the layout of aircraft stand markings is
available in ICAO Annex 14, Volume 1 and Aerodrome Design Manual, Part 4 Visual Aids.
18. Apron Safety Lines. Apron safety lines should be provided on a paved apron as
required by the parking configurations and ground facilities and located so as to define the
areas intended for use by ground vehicles and other aircraft servicing equipment to provide
safe separation from aircraft. An apron safety line should be continuous in length and at
least 0.1m in width and should include such elements as wing tip clearance lines and
service road boundary lines as required by the parking configurations and ground facilities.
Airfield markings should be of a colour(s) that do not conflict with aircraft markings.
19. Safe Heading Ground Marking. When required to identify a safe directional heading
for armed aircraft, an arrow conforming to Figure 6-10 should be provided. The heading, in
degrees true, should be shown adjacent to the arrow head and followed by the letter 'T'.
The colour of the arrowhead and the heading should be aviation yellow.
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Figure 6-10 Safe Direction Heading Arrow
175 T
0.6m
3.0m
0.3m
0.6m
0.2m
20. Aircraft Arresting System Marking. When an aircraft arresting system cable (or
tape) is installed on an operational runway surface, its location should be marked by a
series of discs along the line of the pendant cable across the width of full the runway
conforming to Figure 6-11. The discs should to be 3m in diameter and spaced at 7.5m
between centres. They should be arranged in two groups symmetrically disposed about the
runway centre-line with the innermost disc in each group located 3.75m from the runway
centre. The number of discs required will be dependent on the width of the runway or by the
distance between the side stripes, if present. The colour of the discs should be aviation
yellow.
Figure 6-11 Aircraft Arrester System Markings
C/L of net pendant

cable or RHAG
7.5m
3.75m
3.0m
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21.
Closed Runways and Taxiways (or Portion Thereof).

a.
A closed marking should be displayed on a runway or taxiway, or portion thereof,
which is permanently closed to the use of all aircraft.
b.
On a runway a closed marking should placed at each end of the runway, or
portion thereof, declared closed, and additional markings should be so placed that the
maximum interval between markings does not exceed 300m. On a taxiway a closed
marking should be placed at least at each end of the taxiway or portion thereof closed.
c.
The closed marking for runways and taxiways should be of the form and
proportions detailed in Fig 6-12. The marking should be white when displayed on a
runway and yellow when displayed on a taxiway.
Figure 6-12 Closed Runway and Taxiway Markings
14.5m
14.5m
36m
36m
1.8m
1.8m
Runway
RunwayC/L
C/L
Runway C/L
Closed Runway Marking
Closed Runway available for

Emergency use Marking
9.0m
1.5m
3.75m
Closed Taxiway Marking
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d.
Where a closed runway is available for emergency use and providing it has been
inspected in the previous six months and declared serviceable for an emergency
landing at any time; an underscored closed marking should be placed at each end of
the runway, or portion thereof, declared closed, and additional underscored markings
should be so placed that the maximum interval between markings does not exceed
300m.
e.
When a runway or taxiway or portion thereof is permanently closed, all normal
runway and taxiway markings should be obliterated.
f.
Lighting on a closed runway or taxiway or portion thereof, should not be
operated except as required for maintenance purposes.
g.
In addition to closed markings, when the runway or taxiway or portion thereof
closed is intercepted by a usable runway or taxiway which is used at night,
unserviceability lights should be placed across the entrance to the closed area at
intervals not exceeding 3m.
22. Restricted Use and Hazardous Area Markings (Deceptive Surface Markings).
Restricted use and hazardous areas on or adjacent to the runway and taxiway surfaces
should be marked for better recognition. If the provision of runway side stripes and taxiway
edge markings do not provide adequate definition of the operational surface, restricted use
area markings should be applied to the non-operational area. These markings should be
non-retroflective aviation surface yellow and should have the following characteristics:
a.
Runway Shoulder Markings. These markings should consist of yellow stripes
which are 0.9m wide extending outboard at an angle of 45 degrees from the edge of
the operational surface for not less than 1.5m measured perpendicular to the runway
edge to within 1.5m of the outer edge of the shoulder, or for a distance of 7.5m
whichever is less. The stripes should be not more than 30m apart. The stripes on
each side of the runway, should lie on a line forming a chevron with the apex on the
runway centre-line and pointing toward the midpoint of the runway. See Figure 6-13
.
b.
Taxiway Shoulder Markings. These markings should consist of a series of
aviation surface yellow stripes that are perpendicular to and extend outward from the
taxiway edge for not less than 1.5m. The stripes should not be less than 0.9m wide
and spaced not more than 30m apart, and on curved edges not more than 15m apart.
Blast pavement striping should be at least 15m long or the width of the blast pavement
if less than 15m. See Figure 6-13 .
c.
Pre-Threshold Area.
(1) When the surface before a threshold is paved and exceeds 60m in length
and is not suitable for normal use by aircraft, the entire length before the
threshold should be marked with a chevron marking.
(2) A chevron marking should point in the direction of the runway and be
placed as shown in Figure 6-13 and Para 7d.
(3) A chevron marking should be aviation yellow and should have an overall
width of 0.9m.
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Figure 6-13 Runway/Taxiway Shoulder and Pre-Threshold Markings
Change directions of
shoulder markings at
midpoint of runway
B
G
45M
G/2
45
45
A
F
D
C
Dimension
Metres
Minimum 0.9
Minimum 1.5
Maximum 30
Maximum 15
Minimum 1.5
F
G
Maximum 7.5
30
Last Chevron
may be half
C
23.
Unserviceable Areas
a.
Unserviceability markers should be displayed wherever any portion of a taxiway,
apron or holding bay is unfit for the movement of aircraft but it is still possible for an
aircraft to bypass the area safely. On a movement area used at night, unserviceability
lights should be used. See Chapter 7 Para 18.
b.
Unserviceability markers and lights should be placed at intervals sufficiently
close so as to delineate the unserviceable area.
c.
An unserviceability marker should consist of a marker board at least 0.5m in
height and 1m in length with alternate red and white or orange and white vertical
stripes as shown in Figure 6-14.
d.
An unserviceability light should consist of a red fixed light. The light should
have an intensity sufficient to ensure conspicuity considering the intensity of the
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adjacent lights and the general level of illumination against which it would normally be
viewed. In no case is the intensity to be less than 10cds of red light.
Figure 6-14 Unserviceability Marker
0.2m
0.5m
24.
1m
Mandatory Instruction Marking.

a.
Where it is impractical to install a mandatory instruction sign in accordance with
Para 48 or where the taxiway width exceeds 60m, a mandatory instruction marking
should be provided.
b.
Where provided, the mandatory instruction marking on taxiways with codes
letters A to D should be located across the taxiway equally placed about the taxiway
centre-line and on the holding side of the runway-holding position marking as shown in
Figure 6-15(a). For taxiways where the code letter is E or F, the marking should be
located on both sides of taxiway centre-line marking and on the holding side of the
runway-holding position marking as shown in Figure 6-15 (b), see Para 49.
c.
A mandatory instruction marking should consist of an inscription in white on a
red background and should follow the arrangements shown in Para 49 with characters
4 metres high with the form and proportions detailed in ICAO Annex 14, Volume 1,
Appendix 3; except that a No Entry marking should consist of an inscription in white
reading No Entry on a red background.
d.
Except where operationally necessary mandatory instructions should not be
used on runways.
Figure 6-15 Mandatory Instruction Marking
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25. Information Marking. Where an information sign is required but it is impracticable to

install, an information marking should be displayed on the surface of the pavement. See
Para 48. The information marking should be displayed across the surface of the taxiway or
apron and positioned so as to be legible from the cockpit of an approaching aircraft.
a.
An information sign should consist of:

(1) An inscription in yellow upon a black background, when it replaces a
location sign; and
(2) An inscription in black upon a yellow background, when it replaces a
direction or destination sign.
b.
Where there is insufficient contract between the marking background and the
pavement surface, the marking should include:
(1)
A black border where the inscriptions are in black and
(2)
A yellow border where the inscriptions are in yellow.
26. The character height should be 4m high and in the form and proportions shown in
ICAO Annex 14, Volume 1 Appendix 3.
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LIGHTS
27.
General.
a.
AGL provides aircrew with location, orientation and alignment information in
adverse visibility conditions and at night. Table 6-4 outlines the minimum prescribed
scales of AGL requirements in respect of low visibility and night operations. It also
highlights those elements of AGL equipment considered to be operationally desirable
for a particular operation. The type of lighting is specified according to the runway
approach category. Where the prescribed AGL requirements cannot be provided there
may be a consequential penalty on operational minima. The characteristics of the
lights are detailed in Annex 6B and Table 6-4.
Table 6-4 Minimum Prescribed Scales of AGL
CAT II
Precision
App
Illuminated Wind
Sleeve
Aerodrome Beacon
Simple Approach
HI C/L 5 Bar Approach
Supplementary
Approach
PAPI
Runway Edge
Threshold
Threshold Wing Bar
Runway End
Runway Centre-Line
Touchdown Zone
Stopway
Taxiway Centre-Line
Taxiway Edge
Stop Bars
Runway Guard Lights
Illuminated Runway
Signs
Operating Category a
CAT I
NonPrecision
Precision
App/ PARb
App
Text Ref.
NonInstrument
App
Para 2
O
R
R
R
R
R
-
R
O
-
Para 28
Para 29
Para 29
Para 29
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
OC
R
Od Re
Rd
-
R
R
R
R
R
R
R
-
R
O
R
O
O
R
R
-
Para 30
Para 31
Para 32
Para 32
Para 33
Para 34
Para 35
Para 36
Para 37
Para 38
Para 39
Para 40
Para 47
Obstacles
Alternate Power Supply
Chapter 6
Para 1828
Chapter 8
Para 3
KEY
R=Required, O = Operationally Desirable, C/L = Centre-Line, HI=High Intensity, LI-Low
Intensity,
App=Approach, PAR=Precision Approach Radar
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a. For CAT III requirements see ICAO Annex 14.

b. If a Runway is declared as a Precision Approach Runway, through having a PAR, then it
should have corresponding levels of lighting relative to the Declared Operating Minima at the
aerodrome.
c. Centre-line lighting is recommended where the width between the runway edge lights is
greater than 50m.
d. Taxiway edge lighting may be replaced by taxiway centre-line lighting.
e. Centre-line lighting will be provided on taxiways with a width greater than 18m.
b.
A non-aeronautical ground light which, by reason of its intensity, configuration or
colour, might prevent, or cause confusion in, the clear interpretation of aeronautical
ground lights should be extinguished, screened or otherwise modified so as to
eliminate such a possibility. In particular, attention should be directed to a nonaeronautical ground light visible from the air within the area described hereunder:
(1) Instrument runway - code number 4-6: within the areas before the threshold
and beyond the end of the runway extending at least 4500m in length from the
threshold and runway end and 750m either side of the extended runway centreline in width.
(2) Instrument runway - code number 3 -6: as in (i), except that the length
should be at least 3000m.
(3) Instrument runway - code number 1 and non-instrument runway: within the
approach area.
28. Aerodrome Identification Beacon. An identification beacon should be provided at
an aerodrome that is intended for use at night. The Beacon should be situated on a part of
the aerodrome where the level of local background lighting is low and so that it is visible from
all directions of approach. The beacon will flash a 2 letter morse code symbol in red
identifying the aerodrome. The coded signal, promulgated in the military AIP, should show
in all angles of azimuth and the vertical light distribution will extend upwards from an
elevation of not more than 1 and effective intensity of the flash will be not less than 2000 cds
in white. The speed of transmission should be between 6 and 8 words per minute. This
applies to rotary wing permanent bases where an aerodrome identification beacon is used.
29.
Approach Lighting Systems (Runway Dependent).

a.
A simple approach consists of a row of high intensity lights on the extended
centre-line of the runway extending, whenever possible, over a distance of not less
than 420m from the threshold with a row of lights forming a crossbar 30m in length at a
distance of 300m from the threshold. The pattern is illustrated in Figure 6-16.
b.
Where operationally justified, a barrette simple approach may be installed, as
defined in ICAO Annex 14, Volume 1, 5.3.4.7b (reference pattern B).
c.
A high intensity approach lighting system consists of a 900m coded line of white
lights, on the extended centre-line of the runway, and five crossbars at 150m intervals.
The width of the crossbars decreases towards the runway threshold, lines through the
outer lights of the bars converging to meet the runway centre-line 300m upwind from
the threshold. The pattern is depicted in Figure 6-17. Terrain or other constraints
may limit the length of approach lighting that can be installed to less than that specified.
In such circumstances a lesser length may be acceptable, subject to dispensation from
the appropriate military authority, but will normally incur a penalty on aerodrome
operating minima. Approach lighting should have the characteristics contained in
Annex 6B.
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Figure 6-16 Approach Lighting System
Threshold
60m 3m
300m 15m
Spacing 2.7m
420m 21m
30m
Uni-directional
White Lights
Supplementary approach lighting required for Category II and III operations

d.
should consist of:
(1) Two additional white lights on each side of the centre-line light forming
barrettes along the inner 300m of the approach centre-line, the lights in each
barrette being spaced 1.2m apart; and
(2) Red side row barrettes of four lights spaced 1.5m apart on each side of
each centre-line barrette, at a longitudinal spacing equal to that of the centre-line
barrettes, over the inner 270m of the approach lighting system. The lateral
spacing (or gauge) of the barrettes should be equal to that of the Touchdown
Zone lighting. The crossbar provided at 150m from the threshold should fill
in the gaps between the centre-line and the side rows lights. The light
characteristics are specified in Annex 6B.
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Figure 6-17 Approach Lighting Plan
e.
All approach lights should lie, as nearly as practical, in the horizontal plane
passing through the threshold provided that:
(1) No object other than an ILS azimuth antenna protrudes through the plane
of the approach lights within a distance of 60m from the centre-line of the system;
and
(2) No light other than a light located within the central part of a crossbar or a
centre-line barrette is screened from an approaching aircraft.
Any ILS azimuth antenna protruding through the plane of the lights should be treated
as an obstacle and marked and lighted accordingly. See Para 28g.
f.
The approach lights forming the crossbar should be placed as nearly as practicable
in a horizontal straight line at right angles to, and bisected by, the line of the centre-line
lights.
g.
Notwithstanding the requirements at Para 28c and 28e the profile of the centreline lights should not exceed the limits shown in Figure 6-16. The crossbar lights
should lie in the same horizontal plane as the centre-line lights. However, the lateral
gradient of the lights in each crossbar should not be greater than 1:80 with the midpoint in the plane of the centre-line lights, if this enables crossbar lights within a
stopway or clearway to be mounted nearer to the ground. Excessive gradients may
cause misleading perspective and height cues, and changes of gradient within the
length of the system may result in an uneven sequence of lights when seen from the
approach. To keep these effects to a minimum successive changes in profile gradients
should be as small as practicable and not exceed 1:60.
Figure 6-8 Approach Centre-line Lights Profile
1:66 rise
Ideally flat
1:66 fall
300 m
1:40 fall
Threshold
30.
Precision Approach Path Indicators (Runway Dependent).

a.
The PAPI system consists of 4 sharp transition multi-lamp units located as a wing
bar equally spaced, on each side of the runway. Siting and commissioning data are
contained in Annex 6C, together with information on elevation settings. For rotary wing
permanent bases see Chapter 11 Para 28.
b.
The wing bar of a PAPI should be constructed and arranged in such a manner
that a pilot making an approach will:
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(1) When on or close to the approach slope, see two units nearest the runway
as red and the two units farthest from the runway as white;
(2) When above the approach slope, see the one unit nearest the runway as
red and the three units farthest from the runway as white; and when further above
the approach slope, see all the units as white; and
(3) When below the approach slope, see the three units nearest the runway as
red and the unit farthest from the runway as white; and when further below the
approach slope, see all units as red.
c.
The light units forming a wing bar should be mounted so as to appear to the pilot
of an approaching aircraft to be substantially in a horizontal line. The light units should
be mounted as low as possible and should be frangible. The wing bars, installed on
each side of the runway, should have corresponding light units set at the same angle
so that the signals of each wing bar change symmetrically at the same time.
d.
When the runway is equipped with an ILS and/or PAR, the siting and the angle of
elevation of the light units should be such that the visual approach slope conforms as
closely as possible with the glide path of the ILS and/or PAR.
e.
A PAPI wing bar installation should be withdrawn from service if one unit within
the wing bar is found to be unserviceable.
f.
31.
The light intensity distribution of PAPIs is detailed in Annex 6B and Figure 6-27.
Runway Edge Lights (Runway Dependent with HI Lights).

a.
Runway edge lighting should be placed along the full length of the runway and
should lie in two parallel rows equidistant from the centre-line. Runway edge lights
should be placed along the edges of the area declared for use as the runway, or
outside the edges of the area at a distance of not more than 3m where the lights will be
located on a pavement surface.
b.
The lights should be uniformly spaced in rows at intervals of 30m 3m for an
instrument runway and at intervals not greater than 100m for a non-instrument runway.
The lights on opposite sides of the runway axis should be on lines at right angles to
that axis. At intersections of runways, lights may be spaced irregularly or omitted,
provided that adequate guidance remains available to the pilot. Low intensity omnidirectional runway edge lights should be provided at intervals of 90m+ 9m to provide
circling guidance. Where both high and low intensity edge lights are provided, the
position of the low intensity edge lights should be collocated with high intensity edge
lights.
c.
Runway edge lights should be white except where the threshold is displaced; the
lights between the beginning of the runway and the displaced threshold should show
red in the approach direction.
d.
To prevent damage occurring to the light units, inset edge lights should be used
within the swept area of an aircraft arresting system.
e.
Runway edge lighting should have the characteristics contained in Annex 6B.
f.
The characteristics of low intensity omni-directional runway edge lights where the
width of the runway is 45m or 60m (white light) are given below:
(1)
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32.

(a)
Up to 8 = 1000 cds
(b)
Between 8 and 15 = 50 cds
(2)
For red light multiply values by 0.15.
(3)
See collective notes in Annex 6B Para 14.
Runway Threshold and Wing Bar Lights (Runway Dependent).

a.
Runway threshold lights are green and indicate the start of the available landing
distance. When the threshold is at the extremity of a runway, the threshold lights
should be placed in a row at right angles to the runway axis as near to the extremity of
the runway as possible. Where a threshold is displaced from the extremity of a
runway, threshold lights should be placed in a row at right angles to the runway axis at
the displaced threshold.
b.
Threshold lights should be symmetrically disposed about the runway centre-line
in two groups, with the lights uniformly spaced in each group and are to consist of:
(1) On a non-instrument or non-precision approach runway at least six lights
uniformly spaced between the rows of runway edge lights.
(2) On a precision approach runway, lights uniformly spaced between the rows
of runway edge lights at intervals of not more than 3m.
c.
Threshold wing bar lights are green and should be provided on, non-precision
and precision approach runways. They should be symmetrically disposed about the
runway centre-line at the threshold in two groups and where practicable should have
the same spacing as their associated threshold lights. Each wing bar should be
formed by at least five lights extending at least 10m outward from, and at right angles
to, the line of the runway edge lights, with the innermost light of each wing bar in the
line of the runway edge lights.
d.
Threshold lights should have luminous intensity compatible with that of the
runway edge lights and should be runway dependent. The characteristics of these
lights are detailed at Annex 6B.
33.
Runway End Lights (Non-Runway Dependent).

a.
Runway end lights should be placed on a line at right angles to the runway axis
at the extremity of the runway to delineate the extremity of the runway available for
manoeuvring. Where practicable the outer lights should be coincident with the rows of
the runway edge lights. They should show red in the direction of the runway and are
connected so as not to be runway dependent.
b.
Runway end lights should be symmetrically disposed about the runway centreline in two groups, with the lights uniformly spaced in each group and will consist of:
(1) On a non-instrument or non-precision approach runway there should be at
least six lights symmetrically disposed about the runway centre-line in two groups
with the lights uniformly spaced in each group spaced between the rows of
runway edge lights.
(2) On a precision approach runway at least eight lights should be
symmetrically disposed about the runway centre-line in two groups with the lights
uniformly spaced in each group spaced between the rows of runway edge lights.
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c.
Where an arrester barrier is installed, a green light should be installed on the
runway centre-line, in the centre of the runway end lighting, and should have similar
characteristics to that of the runway end lights.
d.
34.
The characteristics of runway end lights are detailed at Annex 6B.
Runway Centre-Line Lights (Directional with Runway Edge).

a.
Runway centre-line lights should be located along the centre-line of the runway,
except that the lights may be uniformly offset to the same side of the runway centre-line
by not more than 0.6m where it is not practicable to locate them along the centre-line.
The lights should be located from the threshold to the runway end at longitudinal
spacing of approximately 30m.
b.
Runway centre-line lights should to show white light from the threshold to the
point 900m from the upwind runway end, then the following 600m should be alternate
white and red lights, and the final 300m all red lights. The interleaving of the circuits for
the white and red lights should be arranged so as to preserve the colour coding in the
event of a circuit failure.
c.
Where aircraft arresting systems are installed light units should be selected so
as to prevent hook engagement problems.
d.
35.
The characteristics of runway centre-line light units are detailed at Annex 6B.
Runway Touchdown Zone Lights (Runway Dependent).

a.
Touchdown zone barrettes symmetrically disposed either side of the runway
centre-line should extend from the threshold for a distance of 900m or to the midpoint
of the runway, whichever is less. Each barrette has four white lights spaced not more
than 1.5m apart, the inner most lights being not less than 9m, nor more than 11.5m
either side of the centre-line. The longitudinal spacing between barrettes should be
60m 6m. The lateral spacing (gauge) of the barrettes should be equal to that of the
Supplementary Approach lighting red side row barrettes .
b.
6B.
The characteristics of runway touchdown zone light units are detailed at Annex
36. Stopway Lights. The end of any stopway associated with a runway used at night
should be marked with four unidirectional red lights, in the direction of the runway, equally
spaced across the width of the stopway with the outermost light in line with the runway edge
lights. The edges of the stopway should be marked by pairs of similar red lights at a uniform
spacing not exceeding the spacing of runway edge light and that are equidistant from the
centre-line and coincident with the rows of the runway edge lights.
37.
Taxiway Centre-Line Lights.

a.
Green taxiway centre-line lights should provide continuous guidance on taxiways
and aprons commencing from the runway edge.
b.
Taxiway centre-line lights should not be extended to the runway unless they are
interlocked with the stop bar lights. Where stop bars are installed in accordance with
para 38 the taxiway centre-line lights should extend to the runway centre-line. Taxiway
centre-line lights should be located on the taxiway centre-line marking, except that
they may be offset by not more than 0.3m where it is not practicable to locate them on
the marking.
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c.
The spacing of the taxiway centre-line lights should be in accordance with Table
6-5 which incorporates CAT II Operations and LVPs. A longitudinal tolerance on the
taxiway centre-line of minus 1.5m may be applied to light spacing where it might be
necessary to avoid pavement expansion joints and their specified tolerances. The
taxiway centre-line lights on a curve should continue from the straight portion of the
taxiway at a constant distance from the outside edge of the taxiway curve. The lights
should be spaced at intervals such that a clear indication of the curve is provided.
d.
Taxiway centre-line lights on a taxiway other than an exit taxiway and on a
runway forming part of a standard taxi-route should be fixed lights showing green with
beam dimensions such that light is visible only from aircraft on or in the vicinity of the
taxiway.
Table 6-5 Spacing of Centre-Line Lights
Taxiway
RVR
Straight
Curved
Maximum Spacing
<350m
350m
15m
30m
7.5m
15m
e.
On runways equipped with ILS, taxiway centre-line lights located within the ILS
critical/sensitive area or the lower edge of the obstacle free zone should be colour
coded to show alternate green/yellow in both directions. The colour coding should
commence with a green light close to the runway centre-line and end with a yellow light
at the perimeter of the ILS critical/sensitive area or the lower edge of the obstacle free
zone, whichever is the furthest from the runway; thereafter the lights are to show green.
f.
38.
The characteristics of taxiway centre-line lights are detailed at Annex 6B.
Taxiway Edge Lights.

a.
Taxiway edge lighting is used to indicate the edge of a taxiway and should be
installed on paved taxiways where centre-line lighting is not provided. The lights
should be placed in pairs one on each side of the taxiway on lines at right angles to
the centre-line except at junctions and located as near as practicable to the edges of
the taxiway.
b.
Taxiway edge lights should be fixed lights showing blue. The light unit should
have a minimum intensity of 2 candelas from 0 to 6 vertical, and not less than 0.2
candelas at any vertical angle.
c.
The spacing for taxiway edge lighting should be in accordance with Table 6-6.
Table 6-6 Spacing for Taxiway Edge Lighting
Taxiway
Straights and curves down to 350m
radius
Curves with radius between 350m and
100m
Curves with radius between 100m and
28m
Curves with radius below 28m
Spacing
60m (max), preferably 50m
R/7a
Close to but not greater than 14.5m
R/2 a, minimum of 4 lights incl. Tangent

positions for 90 degree curves
a
R is the radius of the inner curved line joining the inside light positions
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d.
Elevated taxiway edge lighting should not be used where they will be subjected
to damage from jet blast, the operation of arresting systems or where they would
interfere with aircraft operations. (Elevated light units may be replaced by inset lights
to maintain luminous guidance).
e.
Taxiway edge lighting may be used to augment centre-line lighting where aircraft
are required to negotiate difficult curves.
f.
The edges of turning and holding bays should be marked with blue edge lights,
in accordance with Para 38a-c.
g.
Where operationally justified, adequate guidance may be achieved by surface
illumination or other means.
h.
39.
See Para 58 for Taxiway Markers.
Stop Bars
a.
Stop bars are intended to help protect the runway against inadvertent incursions.
A stop bar consists of a single row of flush or semi flush inset lights installed laterally
across a taxiway showing red towards the intended direction of approach.
b.
Stop bars should be provided at all Runway-Holding Positions and IntermediateHolding Positions intended for use in RVR conditions less than 550m unless
procedures have been agreed with the appropriate military authority to limit the number
of aircraft either on the manoeuvring area or on final approach within 5 nm to one at
any given time.
c.
Stop bars installed at taxiway/runway intersection should be unidirectional and
show red towards the direction of approach to the runway. Stop bars installed at
Intermediate-Holding Positions may be bi-directional where the holding position is
intended for use in each direction. Stop bars installed at Runway-Holding Positions
and Intermediate-Holding Positions should be independently switchable; all other stop
bars protecting runway access points should be permanently illuminated during Low
Visibility Operations.
d.
An independently switchable stop bar should consist of a stop bar interlocked
with a section of taxiway centre-line lead-on lighting beyond the stop bar. The section
of interlocked taxiway centre-line lead-on lighting should, wherever practicable, be at
least 90m in length. See Para 38.
e.
The light fittings making up a stop bar should be spaced equally across the
taxiway in a line at right angles to the taxiway centre-line at intervals of no greater than
3m. They should be positioned co-incident with any associated taxiway-holding
position marking so as not to obscure or interfere with the integrity of the marking. The
outer lights of the stop bar should be located on the edges of the taxiway. However, at
holding positions where a flight crews view of the stop bar might be obscured, the stop
bar should be extended beyond the edge of the taxiway by the addition of 4 elevated
lights, 2 placed on each side of the taxiway along the stop bar axis at intervals equal to
the spacing of other lights making up the stop bar and visible to approaching aircraft up
to the stop bar position. Stop bars installed at taxiway/runway intersections not used in
Low Visibility Operations in order to protect the runway against inadvertent incursions
should be located no closer to the runway than the distances laid down in Table 4-14.
f.
The characteristics of lights, including elevated side lights used in stop bars are
given in Figures 6-40 to 6-45.
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40.
Runway Guard Lights.

a.
Runway Guard Lights should be provided on all taxiways/runway intersections
associated with a runway intended for use in RVR less than 550 metres. The system
consists of two units, one located on each side of the taxiway at the distance given in
para b. Each unit comprises a pair of alternately illuminating yellow lamps which
operate at between 30 and 60 cycles per minute, with periods of light illumination and
suppression equal and opposite in each case. The lights should be in operation
whenever the RVR is less than 550m and be switched independently of any stop bar
lights.
b.
Runway Guard Lights should not to exceed 0.36m in height. They should be
located on each side of the taxiway as close as possible to the pavement edge and
adjacent to the visual runway-holding point, normally the Runway-holding Position
closest to the runway.
c.
Where runway guard lights are operated in good visibility conditions at night, the
luminous intensity may be reduced to 30% of the standard but the signal characteristics
specified in para a. should be retained.
d.
On wide throat taxiways used in low visibility conditions when enhanced
conspicuity of the taxiway/runway intersection is required, an alternative form of runway
guard light may be used. This consists of a row of inset lights spaced at 3m intervals
across the taxiway at the distance from the runway centre-line specified in Para b.
above. The lights should have the characteristics described at Para a. above but
adjacent lights should be alternately illuminated and alternate lights should be
illuminated in unison. This alternative form of Runway Guard Light should not be colocated with a stop bar.
e.
41.
The characteristic of Runway Guard Lights is given in Figure 6-36.
Road-Holding Position Lights.

a.
Road-holding position lights should be provided at the intersection of all
vehicular roads with runways in accordance with Table 4-14 (including taxiways use for
vehicular traffic) except apron taxiways where the road is provided with the appropriate
road markings and signs. Road-holding position lights should be located on both
sides of the road, at a height not greater than 450mm, and at a distance not greater
than 1.5m from the edge of the road and adjacent to the road-holding position marking
and sign described at Para 50.
b.
The road-holding position lights should consist of either a steady red/green traffic
light or where greater conspicuity is required a wig wag traffic light (pair of synchronous
flashing red signals and a steady green). The traffic light signals should be controlled
by the ATC Controller and are to raise an alarm at the controller's position on the
failure of a single red signal.
c.
Road-holding position lights should be accompanied by a road holding position
sign.
42.
Undercarriage Check Lighting System

a.
The undercarriage check light system should be provided where there may be
an operational requirement to view the undercarriage of an aircraft. The system is
designed to allow clear night viewing of the undercarriage of an aircraft flying at 200
knots and 215 metres above ground level. The system should be installed in
accordance with the following:
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(1) The layout of the system is depicted in Figure 6-18. Exceptionally, where
aircraft speeds through the system will not exceed 120 knots, an abbreviated
system may be installed by omitting 3 light units from each end.
(2) The light units are set horizontal longitudinally and aimed vertically upwards
with the outer rows toed in by 2. The light units should be Urbis Type
RT3/W/1000/71 or similar.
b.
The undercarriage check flarepath should be installed on Royal Navy
aerodromes as depicted in Figure 6-18. This consists of 14 flarepath sodiums, eight
forming the cluster, with a lead-in and lead-out of three sodiums for accurate line-up.
The installation should be sited on the airfield in a convenient position to enable the
aircrafts undercarriage to be checked from the visual control positions without
disrupting or hazarding aircraft in the circuit area.
Figure 6-18 Undercarriage Check Lighting System Layout and Optical
Requirements
Note: ATC Tower and Centre of System to Coincide.
215m
Toe-in
2
15m
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Figure 6-19 Undercarriage Check Flarepath Layout and Optical Requirements
43. Emergency Portable Lighting. Where appropriate, emergency portable aerodrome

lighting equipment may be used as a standby to cover temporary failures in permanent
installations or alternatively used to maintain visual cues during construction works. There is
no requirement to lay emergency portable lighting at military airfields on a routine basis.
a.
Equipment
(1) Minimum Operating Strip Lighting Kit MOSKIT. MOSKIT comprising
omni-directional runway edge lights (ORELs); uni-directional approach lights
(UAL); tactical PAPIs (TAC PAPI) and night vision device (NVD) compatible
PAPIs.
(2) Portable Obstacle Lights Marker Lamps and GLIMs. Portable
obstacle lights fitted with blue filters should be used to augment or provide
taxiway lighting on parts of the movement area not equipped with permanent
lighting. Portable obstacle lights fitted with red filters should be used to mark
obstacles.
(3) Chance Lights. If available, a chance light or mobile floodlight should be
held ready to assist in illuminating the runway in an emergency (RN only).
(4) Solar lights. These light units may be used to provide taxiway edge
lighting and should comply with the characteristics in Para 38. They should be
provided adjacent to existing taxiway edge light units.
b.
Operating Criteria
(1) When MOSKIT is laid out in accordance with Figure 6-20 it will provide
adequate guidance to aircraft on instrument approaches in visibility down to
800m. However, the Type 2 lighting pattern was designed for tactical use.
(2) Portable obstacle lights should provide adequate visual guidance to
aircraft taxiing in normal operating conditions. When aircraft taxi-lights are being
used, the taxiway may be delineated with airfield retro-reflective markers or
centre-line studs.
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Figure 6-20 Aerodrome Portable Lighting Standard Layout
44.
Apron Lighting
a.
The edges of aprons including aircraft-servicing platforms and operationalreadiness platforms should be marked with blue edge lights in accordance with the
specifications given in Para 38a-c. For rotary wing permanent bases see Chapter 11
Para 30.
b.
Only the entrances to hard standings are to be indicated by blue taxiway edge
lights.
c.
Floodlighting should be provided for aprons intended for use at night to:
(1)
Enable the safe manoeuvring of aircraft and vehicles.
(2)
Enhance security.
(3)
Permit minor maintenance, when necessary.
(4)
Assist in the loading and unloading of personnel and /or cargo.
(5)
Assist in the servicing of aircraft.
d.
The apron floodlights should be located so as to provide adequate illumination
on all apron service areas, with minimum glare to pilots of aircraft in flight and on the
ground, aerodrome and apron controllers, and persons on the apron. The arrangement
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and aiming of the floodlights should be such that an aircraft stand receives light from
two or more directions to minimise shadows.
e.
The spectral distribution of apron floodlights should be such that the colours
used for aircraft marking connected with routine servicing, and for surface and obstacle
marking, can be correctly identified. The average luminance should be at least the
following:
(1) Aircraft Stands. An average of 20 lux in the horizontal plane at a height of
2m above the apron with a uniformity ratio, average to minimum, of not more than
4 to 1.
(2) Other apron areas. 50% of the average luminance on the aircraft stands in
the horizontal plane at a height of 2m above the apron with a uniformity ratio,
average to minimum, of not more than 4 to 1.
Note: These levels cannot be achieved by lighting from only one direction or by one light.
Lights should be positioned to avoid creating shadow areas.
45.
LED Light Fittings

a.
LED light fittings may be used on taxiways, signage, road-holding position lights,
Runway Guard lights and stop bars subject to compliance with the relevant parts of this
Chapter.
b.
46.
Control and Monitoring of Aeronautical Ground Lighting

a.
At the majority of aerodromes the AGL is controlled remotely from an ATC VCR.
In such case, a remote monitoring facility is provided in the VCR where an adequate
assessment of the serviceability of the AGL cannot be made by other means.
b.
In the absence of a VCR and/or remote control facilities, the AGL should be
switched directly from its power source (in most cases the constant current regulator
(CCR)). The AGL should be verified as operationally serviceable by means of a visual
inspection and/or indications from the AGL equipment. Where operationally significant,
this information should be notified immediately to the AGL operator and, where
necessary, aircrew.
c.
When in use, the operational status of the AGL system should be continuously
monitored. An appropriate means of detecting an AGL system failure or fault and other
serviceability information should be provided. The AGL system serviceability
information should be provided to the AGL operator in a simple but accurate and
concise way, so that if necessary the user can pass a report to aircrew. The report will
enable aircrew to determine whether the AGL meets their current operational flight
requirements or not.
d.
In order to align with the requirements of JAROPS the reporting to aircrew of the
serviceability of the AGL, the AGL operator needs to be able to state whether the AGL
is in one of the following states: serviceable, downgraded, or failed. Therefore, where
a new system is installed or significant modification is carried out on an existing
system, the AGL control and monitoring system should be capable of determining and
indicating which of the aforementioned states applies. For existing AGL control and
monitoring systems, a method of reporting such states should be implemented. Using
existing indications and a look-up table is one method that could be suitable. The
status of the AGL will probably differ according to visibility conditions and other factors;
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therefore the status report (or look-up table) should reflect these factors. Further
guidance on the assessment of AGL serviceability and the presentation of this
information is provided in the Manual of Military ATM.
e.
The MOD has, under Health and Safety at Work Act 1974, a general duty of care
to the public and its employees. It is required to ensure that all hazards are suitably
and sufficiently controlled and reduced to a level that is as low as is reasonably
practicable (ALARP). The means of formally documenting and recording this process
is by means of a Safety Case 3 . The custodian of the Modular Control System
(MCS) Safety Case is the Technical Authority (AGL). See Table 1-1.
f.
The MCS Safety Case details the functional and operational requirements for the
system and puts in place the specific process for the continued operation of the MCS
including system support and change control procedures. The Safety Case supports
the need for standardisation of MCS equipment across the defence estate. Any nonstandard changes may invalidate the Safety Case and would necessitate the
production of a bespoke Aerodrome specific Safety Case. Any change requirement to
the MCS should be generated via the SATCO and should be correctly staffed by the
Unit through HQ AIR C41 where it will be fully considered by Safeguarding, ATC and
Engineering desks.
g.
Details of the Change Control Process and available system support is detailed in
DE Policy Instruction titled 19/2006.
SIGNS
47. General. Signs on the manoeuvring area provide various types of information to
aircraft and vehicular traffic and are divided into two categories, namely Mandatory Signs or
Information Signs. Those located near a runway or taxiway should be sufficiently low to
preserve clearance for propellers and the engine pods of jet aircraft. The installed height of
the sign should not to exceed the dimension shown in Table 6-9. The only signs on the
movement area utilising red should be mandatory signs. Signs should be frangible. Where
it is impractical to install a mandatory instruction sign or where the taxiway width exceeds
60m, a mandatory instruction marking should be provided in accordance with Para 24.
48. Mandatory Instruction Signs. A mandatory sign should be provided to identify a
location beyond which an aircraft taxiing or vehicle should not proceed unless authorised by
the ATC. Mandatory signs should include Runway-Holding Position signs and No Entry
signs. Mandatory signs display white characters on a red background. Internally lit
mandatory signs should be provided with an alternative power source in accordance with
the requirements of Chapter 8 Para 3.
a.
Runway-Holding Position Signs

(1) Runway-holding position signs identify the designated runway-holding
position as determined in accordance with Chapter 4 Para 12 associated with a
particular runway and consist of the runway designation in white on a red
background as illustrated in Figure 6-21 and Figure 6-22.
(2) Where the runway is equipped with ILS, the runway-holding position
should be established at the edge of the critical/sensitive area in order to protect
the ILS when in use. Where the ILS runway-holding position is at such a
distance from the runway that it would hinder the expeditious flow of traffic in
Details on ATM Equipment Safety Cases are contained in RA 3132, ATM Equipment Safety Cases.
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VMC, a visual runway-holding position should be established closer to the
runway and the ILS runway-holding position should be annotated CAT I.
(3) A Pattern A runway-holding position marking see Para 13 should be
supplemented with a visual runway-holding position sign. A Pattern B runwayholding position marking should be supplemented with a CAT I or II runwayholding position sign.
(4) A runway-holding position sign should be located on each side of the
runway-holding position established with section Chapter 4 Para 12 facing the
approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as
appropriate. See Para 24.
b.
A NO ENTRY sign should be provided when entry to an area is prohibited.
The sign should be located at the beginning of the area to which entrance is prohibited
on each side of the taxiway as viewed by the pilot.
c.
The requirements concerning the design of mandatory signs (eg inscriptions,
character size, illumination, etc) are given at Appendix 4, ICAO Annex 14, Volume 1.
d.
The character size to be used for letters and numbers is determined by the type
of operation that the sign is intended to support and is prescribed in Table 6-7.
e.
Where diagonal lines are used on Taxiway Ending Signs, as illustrated at Figure
6-20, the stroke width of the diagonal will be equal of the stroke of the character.
The size of the break between the diagonal and the character should be approximately
the character stroke width.
f.
The sign luminance should be in accordance with Table 6-8 and Appendix
4, ICAO Annex 14, Volume 1.
Table 6-7 Character Sizes to be used on Airfield Signs
Runway
Code
Number
Height
1 and 2
36
Minimum Character Size (mm)

Information Signs
Runway Exit &
Other Signs
Runway Vacated Signs
Stroke
Legend
Stroke
Legend
Stroke
Width
Height
Width
Height
Width
Mandatory Signs
300
400
48
64
300
400
48
64
200
300
32
48
Table 6-8 Sign Luminance
Average Sign Luminance cd/m2 (min)

Colour
Precision Approach
At Night Instrument or
Runway
Non-Instrument Runway
Red
30
10
Yellow
150
50
White
300
100
a. Signs intended for use at night in association with non-instrument runways, code 1 or 2,
may be illuminated and/or retroreflective in accordance with ICAO Annex 14, Vol 1.
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Figure 6-21 Examples of Airfield Signs
Visual Runway-Holding Position Sign denotes the visual runway-holding

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

position at a runway extremity.
(2) used to indicate a runway-holding
position located at other taxiway/runway
intersections or runway/runway
intersection.
CAT I Runway-Holding Position Sign denotes the ILS CAT I runway-holding

position only where the visual runwayholding position is established closer to
the runway in order to expedite traffic
flow (1) and (2) as above.
(2)
(1)
(2)
CAT II Runway Taxi-Holding Position

(1)
Sign - marks the ILS CAT II Taxi-Holding
Position a visual Taxi-Holding Position
may be established closer to the runway
where it is necessary to expedite traffic
flow.
(2)
27
09-27
27 CAT I
09-27 CAT
I
27 CAT II
09-27 CAT II
NO ENTRY Sign
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Figure 6-22 Runway Holding Position Signs
27 CAT I
X
27
27
27 CAT I
Note: Distance X is established in accordance with Table 4-3. Distance Y is established

at the edge of the ILS critical/sensitive area.
49. Information Signs. The following Information Signs should be provided where there
is an operational need to identify by a sign, a specific location, or routing (direction or
destination) information to pilots manoeuvring on the ground. Where an information sign is
required but it is impracticable to install, an information marking should be displayed on the
surface of the pavement (see para 25). Information signs include: direction signs, location
signs, destination signs, runway exit signs and runway vacated signs. An information sign
other than a location sign should consist of an inscription in black on a yellow background.
A location sign should consist of an inscription in yellow on a black background and where it
is a stand-alone sign it should have a yellow border. The character size to be used for
letters and numbers is determined by the type of operation that the sign is intended to
support and is prescribed in Table 6-7. Examples of Information Signs are given in
Figure 6-22.
Figure 6-23 Examples of Airfield Signs
A
15
A
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Taxiway Location Sign
Runway Destination Sign
Taxiway Ending Sign
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Inbound Destination Sign
Runway Exit Sign
a.
Taxiway Location Signs. Taxiway location signs should be used to identify
individual taxiways. All in-use taxiways should be designated by a letter of the
alphabet Alpha, Bravo, etc. As far as possible the allocation of designation letters
should follow a logical pattern eliminating the possibility of confusion. Taxiway
location signs bear the taxiway designation letter in yellow on a black background
surrounded by a yellow border. Taxiway location signs will be positioned at the
approach to a taxiway intersection. A taxiway location sign installed in conjunction with
a runway designation sign will be position outboard of the runway-holding position sign.
b.
Taxiway Ending Sign. Where a taxiway ends at an intersection other than an
intersection with a runway, a yellow diagonal marker is overlaid on the appropriate
Taxiway Location Sign.
c.
Runway Vacated Sign. A Runway vacated sign should be provided where the
exit taxiway is not provided with taxiway centre-line lights and there is a need to
indicate to a pilot leaving a runway the perimeter of the ILS critical/sensitive area or the
lower edge of the obstacle free zone whichever is farther from the runway centre-line.
The runway vacated sign will be located on one side of the taxiway. The inscription on
a runway vacated sign should depict the pattern A runway-holding position marking.
The distance between the sign and the centre-line of a runway should not be less than
the following:
(1) The distance between the centre-line of the runway and the perimeter of
the ILS critical/sensitive area; or
(2) The distance between the centre-line of the runway and the lower edge of
the inner transitional surface.
d.
Direction Signs. Direction signs located at the approach to a taxiway
intersection indicate the directions of taxiways leading out of that intersection. These
signs bear the letter designating each taxiway leading out of the intersection along with
an arrow orientated to illustrate the direction and degree of the turn. The designation
letter and the arrow are black on a yellow background. Direction signs should be
accompanied by a taxiway location sign. Where a location sign and direction signs are
used in combination:
(1). All direction signs related to left turns should be placed on the left side of
the location sign and all direction signs related to right turns should be placed on
the right side of the location sign, except that where the junction consists of one
intersecting taxiway, the location sign may alternatively be placed on the left hand
side;
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(2).
The direction signs should be placed such that the direction of the arrows
departs increasingly from the vertical with increasing deviation of the corresponding
taxiway.
(3). An appropriate direction sign should be placed next to the location sign where
the direction of the location taxiway changes significantly beyond the intersection; and
(4).
Adjacent direction signs should be delineated by a vertical black line.
e.
Runway Exit Sign. A Runway Exit sign is provided to identify a runway exit. When
provided the Runway Exit Sign should be located on the same side of the runway as the exit
is located in accordance with Table 6-9 and should be located prior to the runway exit
point in line with a position at least 60m prior to the point on tangency where the code
number is 3 to 6, and at least 30m where the code number is 1 or 2.
f.
Destination Signs. Destination signs should be used where it is determined that the
combination of location and direction signs would not provide adequate guidance to a
destination. Destination signs should not be accompanied by location or direction signs.
Common abbreviations used for inbound destinations are:
APRON
STANDS
CIVIL
TERM
General parking, servicing and loading areas

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

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

Code
number
Legenda
Face
(min.)
1 or 2
200
400
1 or 2
300
600
36
300
600
36
400
800
a
. See Table 6-7 for Legend size
50.
Installed
(max.)
700
900
900
1100
Perpendicular
Distance from
defined
taxiway
pavement
edge to near
side of sign.
5-11m
5-11m
11-21m
11-21m
Perpendicular
Distance from
defined
runway
pavement
edge to near
side of sign.
3-10m
3-10m
8-15m
8-15m
Road-Holding Position Sign.

a.
Whenever a route for vehicular traffic use intersects a taxiway or a runway, a
road-holding position sign should be located not closer to the appropriate taxiway or
runway than the distances notified in Table 4-14 and 1.5m from the defined edge of the
vehicular traffic route. Road-holding position lights are detailed at Para 41.
b.
The road-holding sign should consist of an inscription in white on a red
background. The inscription should combine a standard road traffic STOP sign with,
where appropriate, an instruction on how the driver of a vehicle should proceed.
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Road-holding Position signs need not be provided where a runway-holding position

sign is installed.
51. Aerodrome Access Boards. Responsibility for the positioning, wording and
condition of signs relating for the apron area rests with the Aerodrome Operator (AO).
Personnel should be warned by standard notice boards erected in prominent positions at all
points where roads join the Movement Area. These notices should read:
STOP
MOVEMENT AREA.
VEHICLES ARE NOT TO BE DRIVEN PAST THIS POINT WITHOUT THE PERMISSION OF AIR
TRAFFIC CONTROL
a.
In addition to the Movement Area boards, personnel should be given a general
warning by other notice boards prominently displayed at all entrances to the Unit.
These notices should read:
VEHICLES MUST GIVE WAY TO AIRCRAFT.
ALL VISITING DRIVERS ARE TO REPORT TO AIR TRAFFIC CONTROL BEFORE PROCEEDING
ON TO THE MOVEMENT AREA
b.
At Units where it is not possible to proceed to ATC without entering the
Movement Area, this notice should be suitably amended to show how permission can
be obtained. Examples of alternative wordings are.
DRIVERS ARE TO REPORT TO THE GUARDROOM AND OBTAIN PERMISSION FROM
AIR TRAFFIC CONTROL BEFORE PROCEEDING.
or
DRIVERS ARE TO REPORT TO AIR TRAFFIC CONTROL BY TELEPHONE (EXT )
BEFORE PROCEEDING.
52. Where, from outside the Movement Area, the authorized access to the Movement Area
is through an Apron, AO should ensure that the notice board at the entry point to the apron
area gives due warning of the conditions for entry to the Movement Area.
53. Examples of Road-Holding Position Signs are illustrated in Figure 6-24. The style of
these signs may be adopted for Aerodrome Access Boards.
54. Illuminated Arrester Cable Markers. The position of all runway arrester gear cables
should be indicated by vertical illuminated arrester gear markers as follows:
a.
The markers should be placed on both sides of the runway in line with the cable
and normally equidistant from the runway centre-line. The distance from the edge of
the usable runway to the markers should not be less than 15m nor greater than 23m.
b.
The markers should show an aviation yellow disc of 1.0m diameter on a black
background. The markers should be frangible.
c.
The characteristics of the markers should be as depicted at Para 56.
d.
For temporary airfields see Chapters 13 and 14.
55. Illuminated Runway Distance to Go Markers. Illuminated runway distance markers

should be installed on all runways in accordance with the following:
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a.
The markers should be placed on both sides of the runway on lines parallel with
and normally equidistant from the centre-line of the runway. The markers should
indicate the distance for both directions of operation.
b.
The markers should indicate the runway distance remaining in thousands of feet
(the last three digits being omitted). Where the length of the runway is not an exact
multiple of 300m the amount remaining after subtraction of the maximum number of
such multiples should be shared equally between and added to the runway start to the
first IRDM and the last IRDM to the runway end distance to give ideal positions. (eg a
2600m runway will give 8 multiples of 300m plus 200m remaining; this shared equally
gives distances of 400m at each end of the runway).
c.
The distance from the edge of the usable runway should not be less than 15m
nor greater than 23m. Markers that would normally be at a runway or taxiway
intersection may be omitted. However, they may be sited up to 30m from the
calculated position and along the line if this makes it possible to avoid omitting them
altogether. The corresponding markers should remain opposite to each other.
d.
The colour of the number on each marker should be white on a black
background. The height of the figures should be 1.0m and the stroke of each figure
should be 0.13m wide. The breadth of the figure should be approximately 0.6m. The
markers should be frangible.
e.
The luminance of the RHAG Marker and IRDM on Precision runways should be
at least 150cd/m2 for yellow and 300 cd/m2 for white at maximum brilliancy. See
Chapter 6 Para 50. For non-instrument runways, luminance should be at least
50cd/m2 for yellow and 100 cd/m2 for white respectively. The ratio between the
maximum and the minimum luminance value over the whole sign face should not
exceed 5:1. The average luminance should be obtained in a similar manner to that
detailed in ICAO Annex 14, Volume 1, Appendix 4.
f.
The current control for an IRDM should be in accordance with Table 6-10.
Where LED technology is used these values may need to be adjusted.
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Table 6-10 IRDM Brilliancy Levels
Brilliancy Levels and Current Values

Primary
Brilliancy %
Current(A)
100
12.0
30
9.72
10
8.28
3
7.08
1
6.12
0.3
5.28
=
=
=
=
=
=
Secondary
Current(A)
Brilliancy %
6.60
100
6.60
100
6.34
80
5.90
50
5.02
20
4.55
10
Figure 6-24 Road Traffic Signs
Standard Stop
Sign
Stop Sign with supplementary

instructions
Note: For dimensions see The Traffic Signs Regulations and General Directions 1994
MARKERS
56. General. Markers should be frangible and retro-reflective. Those located near a
runway or taxiway should be a maximum height of 0.45m. Markers should be securely
fixed to prevent their removal by jet efflux and/or rotor down wash. See Table 1-2. For
rotary wing permanent base markers see Chap 11 Para 11.
57. Edge Markers for Snow Covered Runways. Edge markers should be used to
indicate the usable limits of a snow-covered runway when the limits are not otherwise
indicated. The edge markers should be placed along the sides of the runway at intervals not
exceeding 90m, and should be located symmetrically about the runway centre-line.
Sufficient markers should be placed across the threshold and end of the runway.
58. Taxiway Markers. Retro-reflective edge markers or centre-line markers (studs) either
together or separately may be used instead of taxiway edge lights for non-instrument
runways. See Chapter 6 Para 38. Taxiway edge and centre-line markers should be
installed in the same location as would taxiway edge lights or taxiway centre-line lights, had
they been used. A taxiway edge marker should have a minimum viewing area of 15
000mm2 and be blue in colour; centre-line markers should be green. Edge markers should
not exceed 0.45m in height, centre-line studs should not exceed 0.025m in height. Markers
may also be used on other, infrequently used taxiways, when dispensation is obtained from
the appropriate military authority. For temporary airfields see Chapters 12, 13 and14.
59. Aerodrome Portable Marking. When it is considered that the expected tenure of
temporary aerodromes including strips, does not justify the marking of airfield services in
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accordance with Para 1, portable marking with defined minimum specifications to meet
operations under tactical conditions is permissible. The decision to use portable markings is
the prerogative of the operating authority when operational considerations for either
concealment or tactical requirements are paramount. The minimum standard, where a
requirement for portable marking exists, will be to define the longitudinal and lateral limits of
runways, landings strips, taxiing areas and aircraft dispersal areas. Such definitions may be
achieved in some circumstances solely by the contrast between the manoeuvring area
surface and surrounding terrain whilst in other cases supplementary lighting or marking will
be required. The markings specified in this section are suitable for daytime operations down
to a meteorological visibility of the order of 3.7km. These markings may be supplemented
under any weather conditions by the addition of portable lighting as defined in Chapters 12,
13 and 14.
60. Minimum Markings. Any markings defined in Para 4 may be used when practicable
but certain minimum markings consistent with flight safety should be used where possible.
They are:
a.
Runway Markings. The minimum runway markings are: Runway Designation
marking, centre-line marking, threshold marking and displaced threshold marking.
b.
Taxiway Markings. The minimum taxiway markings are: centre-line markings
and runway hold position marking.
61. Obstacle Clearances. When an aerodrome or landing strip is marked by portable or
paint markings to delineate the manoeuvring surfaces, the areas immediately adjacent to the
edges of the runway and taxiways should be clear of all obstacles other than approved
markers.
62. Delineation. Where it is decided that a requirement for aerodrome portable marking
exists, the longitudinal and lateral limits of runways/strips, taxiing areas and aircraft dispersal
areas should be delineated. In some circumstances delineation will be achieved solely by
the contrast between the manoeuvring area surfaces and surrounding terrain. In other cases
a line of lights or other basic markers may be adequate.
63. Composition. Where aerodrome markers are necessary, the following general
principles are to apply:
a.
Materials. Any material suitable for aerodrome marking may be used provided
that it is:
(1)
Easily transportable by air, or locally available.
(2)
Frangible, if it projects above ground level.
(3)
Conspicuous to aircraft in the circuit and on the manoeuvring area.
(4)
Capable of being secured to withstand jet efflux and/or rotor downwash.
Note: Retro-reflective markers are particularly suitable when their use does not conflict with
tone-down requirements.
b.
Dimensions. Markers should to project more than 0.45m above ground level.
c.
Colour. The colour of markers should contrast with the surrounding terrain.
d.
Size
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(1) Runway markers should present to the pilot with a minimum rectangular
viewing area of 0.35m.
(2) Taxiway markers should present to the pilot with a minimum rectangular
viewing area of 0.30m.
64.
Layout. When markers are used, the following layout should be adopted:
a.
Runway Marker. (See Figure 6-25)

(1) Markers should be placed opposite each other on both sides of the runway
at intervals not exceeding 90m.
(2) The separation distance of the markers from the edge of the runway
should not exceed 3.0m.
(3) The runway threshold should be marked by two pairs of markers, 30m
between pairs, on both sides of and at right angles to the runway. The outer
markers should be located no more than 4.5m laterally from the inner markers.
(4) The end of the runway should be indicated by a pair of markers on each
side of the runway.
b.
Taxiway Marker. (Figure 6-26)

(1) Except on curves, markers should be placed opposite each other on both
sides of the taxiway.
(2) The maximum longitudinal spacing should not exceed 50m on straight
sections. The spacing should be reduced on curved sections and should not
exceed 30m.
(3) The runway-holding position should be indicated by double markers
located on both sides of the taxiway and at least 30m from the near edge of the
runway.
c.
Aircraft Dispersal Areas. Markers should define the edges of dispersal areas
where necessary. The distance between markers should not exceed 50m. See
Figure 6-26.
d.
Light Landing Areas. The limits of natural surfaces set aside as light landing
areas should be marked. The distance between markers should not exceed 90m.
e.
Helicopter Landing Areas. Any area set aside exclusively for use by
helicopters should be marked by a single letter H in accordance with Chapters 10 and
11.
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Figure 6-25 Runway Marker
Not Exceeding
Metres Feet
A
30
100
B
4.5
15
C
90
300
D
4.5
15
E
90
300
F
9
30
Note: When necessary,
dimension A can be increased but
should not to exceed 45m
(150ft).
Dimensions
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Figure 6-26 Taxiway Marker
Dispers
Holding
Position
Taxiway
Dimensions Metres Feet

A: Not Less Than
A
30
100
B,C,D: Not Exceeding
B
50
200
C
30
100
D
4.5
15
Markers should be positioned
as close to the taxiway edge as
operational considerations
permit
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Annex 6A:
Aeronautical Ground Light and Surface Marking Colours
General
1.
The colour of light signals is an important characteristic of the guidance provided by the
AGL. It is essential to ensure that wherever a light signal depends on colour to provide
essential information, the lighting equipment employed displays no misleading signals within
the equipment beamspread or at angle within the intended viewing segment.
2.
The colour of AGL should be verified by the manufacturer as being within the
boundaries within ICAO Annex 14, Volume 1 Appendix 1 A, Figure A1.1, by measurement at
five points within the area bounded by the innermost isocandela curve See Annex 6B Table
6-12, with operation at rated current or voltage as follows:
a.
Elliptical or circular isocandela curves: the colour measurements should be
taken at the centre and at the horizontal and vertical limits.
b.
Rectangular isocandela curves: the colour measurements should be taken at the
centre and at the limits of the diagonals (corners).
c.
The colour of the light should be checked at the outermost isocandela curve to
ensure that there is no colour shift that might cause signal confusion.
d.
Where lights may be viewed and used by flight crew from directions beyond that
of the indicated isocandela curve, the aerodrome operating authority should make a
visual assessment of the actual application and, if necessary, require a check of colour
shift at angular ranges beyond the outermost isocandela diagram curve; and
e.
The signal colours for PAPI and AGL having a colour transition sector should be
measured at points, as indicated above, except that the colour areas should be treated
separately and no point will be within 0.5 degrees of the transition sector.
3.
The chromaticy of AGL should be within the boundaries defined in ICAO Annex 14,
Volume 1, Appendix 1, Figure A1-1.
Discrimination
4.
If there is a requirement to discriminate yellow from green and/or white, as for example
on exit taxiway centre-line lights, the y coordinates of the yellow light should not exceed a
value of 0.4.
5.
The colour variable white is intended to be used only for lights that should be varied in
intensity eg to avoid dazzling. If this colour should be discriminated from yellow, the lights
should be so designed and operated that:
a.
The x coordinate of the yellow is at least 0.050 greater that the x coordinate of
the white; and
b.
The disposition of the lights will be such that the yellow lights are displayed
simultaneously and in close proximity to the white lights.
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Colours for Markings, Signs and Panels

6.
The chromaticity and luminance factors of ordinary colours, colours of retro-reflective
materials and colours of transilluminated (internally illuminated) signs and panels should be
determined under the following conditions:
a.
Angle of illumination: 45.
b.
Direction of view: perpendicular to surface; and
c.
Illuminant: CIE standard illuminant D65.
7.
The chromaticity and luminance factors should be in accordance with Table 6-11 also
see Chapter 6 Para 1 and 4.
Table 6-11 Colours for Markings, Signs and Panels
Equipment
Markings and externally illuminated signs
and panels
Retro-reflective materials
Transilluminated (internally illuminated)
signs and panels
MADS Issue 6
ICAO Annex 14, Volume 1, Appendix 1

Section
Figure
3.2
A1-2
3.3
3.4
A1-3
A1-4
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Annex 6B:
Aeronautical Ground Light Characteristics
General
1.
A light should be deemed to be unserviceable when the main beam average intensity
is less than half of the value specified in the relevant isocandela diagram detailed in Annex
6B Table 6-12. Where more than one light is used in a unit, the unit is considered to be
unserviceable if its light output is similarly reduced. For light units where the designed main
beam average intensity is above the value shown in the relevant isocandela diagram, the
50% value should be related to that design value. Only AGL conforming to the specified
colours should be displayed to flight crew and vehicle drivers. See Table 2-2.
2.
The importance of adequate maintenance cannot be over-emphasised. The average
intensity should not fall below 50% of the value shown in the relevant isocandela diagrams
and it should be the aim of the Maintenance Management Organization (MMO) to maintain a
level of light exceeding the specified minimum intensities.
3.
Construction and Height of Lighting Fittings

a.
All AGL fittings should be of such construction and height that their presence
does not endanger aircraft.
b.
Elevated approach lights and their supporting structures should be frangible
except that, in that portion of the approach lighting system, beyond 300m from the
threshold:
(1) Where the height of a supporting structure exceeds 12m, the frangibility
requirement applies to the top 12m only; and
(2) Where a supporting structure is surrounded by non-frangible objects, only
that part of the structure that extends above the surrounding objects should be
frangible.
c.
When an approach light fixture or supporting structure is not in itself sufficiently
conspicuous, it should be suitably marked.
d.
Elevated runway, stopway and taxiway lights should be frangible. Their height
should be sufficiently low to preserve clearance for propellers and for the engine pods
of aircraft. Light fixtures inset in the surface of runways, stopways, taxiways and
aprons should be so designed and installed as to withstand being run over by the
wheels of an aircraft without damage either to the aircraft or to the lights themselves.
See Chapter 17.
e.
Within the manoeuvring area, elevated fittings should be conspicuous.
f.
Elevated light fittings should not exceed 36cm in height above the adjacent
pavement level. In stopways and clearways used for routine manoeuvring (e.g. as
entry or exit taxiways) the lights should be flush with the pavement. Otherwise, the
fittings in these areas should not exceed the following dimensions:
(1)
0.46m above ground level in stopways.
(2)
1.2m above local ground level in clearways.
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g.
Inset fittings should be capable of bearing the loads imposed by any aircraft
normally using the aerodrome when landing, taking-off or taxiing. The contours and
temperature of the top surface of the light fitting should not cause damage to aircraft
undercarriage components especially tyres.
h.
The projection of an inset fitting above the surrounding surface should not
exceed:
(1) 1.6cm within 7.5m either side of the runway centre-line except that inset
approach lights in this area and taxiway lights crossing a runway or leading to a
runway centre-line may project 2.5cm.
(2) 1.9cm between 7.5m from the runway centre-line to 3m from the runway
edge except that inset approach lights in these areas may project 3.2cm and
taxiway lights crossing or leading to a runway centre-line may project 2.5cm.
(3)
3.8cm within 6m of the runway end or within 3m of the runway edge.
(4)
3.2cm for displaced threshold lights.
(5)
2.5cm in taxiway surfaces.
i.
Inset fittings should be secured in the surface so as to prevent accidental
extraction. It is particularly important that stable mountings are provided so that the
beam spread angles are maintained within the tolerances detailed in the appropriate
table.
j.
Except for the projection heights in Para h, fittings should conform to the
mechanical and electrical specifications of appropriate National and International
Standards as recommended by Technical Authority (AGL).
k.
Only AGL equipment should be used that is in compliance with this Manual,
ICAO Annex 14 and National and International Standards where the bespoke system
integration or homogeneous assembly design, including the use of installation
materials, is underwritten by system designer, or if no system designer, the installer.
4.
Colour requirements for all aeronautical ground lights should be as detailed in ICAO
Annex 14, Volume I, Appendix 1.
Isocandela Characteristics of Lights for Instrument Runways and Associated
Taxiways
5.
Figures 6-27 to 6-45 of this annex give the characteristics of lighting to be used for new
installations.
6.
Figure 6-40 to 6-45 give details of characteristics for taxiway centre-line and stop bar
lights.
Collective Notes for Figures 6-27 to 6-39
7.
The ellipses in each figure are symmetrical about the common vertical and horizontal
axis.
8.
On the perimeter of and within the ellipse defining the main beam in Figures 6-28 to 638 the maximum light intensity value should not be greater than three times the minimum
light intensity value measured in accordance with Annex 6B Para 16.
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9.
Figures 6-27 to 6-38 show the minimum allowable light intensities. The average
intensity of the main beam is calculated by establishing grid points as shown in Figure 6-39
and using the intensity values measured at all grid points located within and on the perimeter
of the ellipse representing the main beam. The average value is the arithmetic average of
light intensities measured at all considered grid points.
10. No deviations are acceptable in the main beam pattern when the lighting fixture is
properly aimed. The light unit should be installed so that the main beam is aligned within
degree of the specified requirement.
11. The ratio between the average intensity within the ellipse defining the main beam of a
typical new light and the average light intensity of the main beam of a new runway edge light
should be as detailed in Table 6-12.
12. The beam coverages in the figures provide the necessary guidance for approach down
to an RVR of 150m and take-off down to an RVR of 100m.
13. Horizontal angles are measured with respect to the vertical plane through the runway
centre-line. For lights other than centre-line lights, the direction towards the runway centreline is considered positive. Vertical angles are measured with respect to the horizontal
plane.
Collective Notes for Figures 6-40 to 6-45
14. Figures 6-40 to 6-45 show candela values in green and yellow for taxiway centre-line
lights and red for stop bar lights.
15. On the perimeter of and within the rectangle defining the main beam in Figures 6-40 to
6-44 the maximum light intensity value should not be greater than three times the minimum
light intensity value measured in accordance with Para 16.
16. Figures 6-40 to 6-45 show the minimum allowable light intensities. The average
intensity of the main beam is calculated by establishing grid points as shown in Figure 6-44
and using the intensity values measured at all grid points located within and on the perimeter
of the rectangle representing the main beam. The average value is the arithmetic average of
the light intensities measured at all considered grid points.
17. No deviations are acceptable in the main beam when the lighting fixture is properly
aimed.
18. Horizontal angles are measured with respect to the vertical plane through the taxiway
centre-line except on curves where they are measured with respect to the tangent to the
curve.
19.
Vertical angles are measured from the longitudinal slope of the taxiway surface.
20. The light unit should be installed so that the main beam is aligned within 1/2 degree
of the specified requirement.
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Table 6-12 Average Intensity Ratio
Figure Reference
Figure 6-27
Figure 6-28
Figure 6-29
Figure 6-30
Figure 6-31
Figure 6-32
Figure 6-33
Figure 6-34
Figure 6-35
Figure 6-36
Figure 6-37
AGL System
Approach Centre-Line and Crossbars
Approach Side Row
Threshold
Threshold Wing Bar
Touchdown Zone
Runway Centre-Line (30m spacing)
Runway Centre-Line (15m spacing) CAT I/II
Runway End
Runway Guard Lights
Runway Edge (45m width)
Runway Edge (60m width)
Ratio
1.5 to 2.0 (white light)
0.5 to 1.0 (red light)
1.0 to 1.5 (green light)
1.0 to 1.5 (green light)
0.25 to 0.5 (red light)
1.0 (white light)
1.0 (white light)
Figure 6-27 Light Intensity Distribution of PAPI
Notes:
1.
2.
3.
These curves are minimum intensities.

Luminous intensities are in candelas as measured by a detector subtending an
angle not greater than 5 of arc.
The unit should appear at a distance of 2 km to exhibit the two signal colours
separated by an angular difference of not more than 3 of arc.
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Figure 6-28 Isocandela Diagram for Approach Centre Line Light and Crossbars (White
Light)
Notes:
1.
2.
Curves calculated
on formula.
x + y = 1
a b
a
b
10
5.5
14
6.5
15
8.5
Vertical setting angles of the lights should be such that the following vertical
coverage of the main beam will be met.
Distance from Threshold.
threshold to 315m
316m to 475m
476m to 640m
641m and beyond
Vertical Main Beam

Coverage
0 - 11
0.5 - 11.5
1.5 - 12.5
2.5 - 13.5 (as illustrated
above)
Set Angle > 0
5.5
6
7
8
3.
Lights in crossbars beyond 22.5m from the centre-line will be toed-in 2-degrees.
All other lights should be aligned parallel to the centre-line of the runway.
4.
See collective notes in Annex 6B for Figures 6-26 to 6-38.
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Figure 6-29 Isocandela Diagram for Approach Side Row Light and Crossbars (Red Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
7.0
5
11.5
6.0
16.5
8.0
2.
Toe-in 2.
3.
Vertical setting angles of the lights should be such that the following vertical
coverage of the main beam will be met.
Distance from Threshold.
threshold to 115m
116m to 215m
216m and beyond
4.
Vertical Main Beam

Coverage.
0.5 - 10.5
1 - 11
1.5 - 11.5 (as
illustrated above)
Set Angle > 0
5.5
6
6.5
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Figure 6-30 Isocandela Diagram for Threshold Light (Green Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
5.5
4.5
7.5
6.0
2.
Toe-in 3.5.
3.
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8.5
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Figure 6-31 Isocandela Diagram for Threshold Wing Bar Light (Green Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
7.0
5.0
11.5
6.0
2.
Toe-in 2.
3.
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8.0
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Figure 6-32 Isocandela Diagram for Touchdown Zone Light (White Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
5.0
3.5
7.0
6.0
2.
Toe-in 4.
3.
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8.5
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Figure 6-33 Isocandela Diagram for Runway Centre-Line Light with 30m Longitudinal
Spacing (White Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
5.0
3.5
7.0
6.0
2.
3.
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8.5
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Figure 6-34 Isocandela Diagram for Runway Centre-Line with 15m Longitudinal Spacing
(White Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
5.0
4.5
7.0
8.5
2.
3.
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Figure 6-35 Isocandela Diagram for Runway End Light (Red Light)
Notes:
1.
2.
Curves calculated
on formula.
x + y = 1
a b
a
b
6.0
2.25
7.5
5.0
9.0
6.5
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Figure 6-36 Isocandela Diagram for Each Light in High Intensity Runway Guard Lights
Configuration
Notes:
1.
Although the lights flash in normal operation, the light intensity is specified as if
the lights were fixed for incandescent lamps.
2.
The intensities specified are in yellow light.
3.
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(White Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
5.5
3.5
7.5
6.0
2.
Toe-in 3.5.
3.
4.
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8.5
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(White Light)
Notes:
1.
Curves calculated
on formula.
x + y = 1
a b
a
b
6.5
3.5
8.5
6.0
2.
Toe-in 4.5.
3.
4.
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Figure 6-39 Grid Points to be used for the Calculation of Average Intensity of Approach and
Runway Lights
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Figure 6-40 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar Lights
in Straight Sections (Intended for use in Runway Visual Range Conditions of less than a value
of the order of 350m where large offsets can occur)
Notes:
1.
These beam coverages allow for displacement of the cockpit from the centreline up to distances of the order of 12m and are intended for use below and
after curves.
2.
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Figure 6-41 Isocandela Diagram for Taxiway Centre-Line (15m Spacing) and Stop Bar Lights
in Straight Sections (Intended for use in Runway Visual Range Conditions of less than a value
of the order of 350m)
Notes:
1.
These beam coverages are generally satisfactory and cater for a normal
displacement of the cockpit from the centre-line of approximately 3m.
2.
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Figure 6-42 socandela Diagram for Taxiway Centre-Line (7.5m Spacing) and Stop Bar Lights
in Curved Sections (Intended for use in Runway Visual Range Conditions of less than a value
of the order of 350m)
Notes:
1.
Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the
curve.
2.
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Figure 6-43 Isocandela Diagram for Taxiway Centre-Line (30m, 60m Spacing) and Stop Bar
Lights in Straight Sections (Intended for use in Runway Visual Range Conditions of the order
of 350m or greater)
Notes:
1.
At locations where high background luminance is usual and where

deterioration of light output resulting from dust, snow and local contamination
is a significant factor, the cd-values should be multiplied by 2.5.
2.
Where omni-directional lights are used they will comply with the vertical beam
requirements in this Figure.
3.
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Figure 6-44 Isocandela Diagram for Taxiway Centre-Line (7.5m, 10m, 30m Spacing) and
Stop Bar Lights in Curved Sections (Intended for use in Runway Visual Range Conditions of
the order of 350m or greater)
Notes:
1.
Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the
curve.
2.
At locations where high background luminance is usual and where

deterioration of light output resulting from dust, snow and local contamination is
a significant factor, the cd-values should be multiplied by 2.5.
3.
These beam coverages allow for displacement of the cockpit from the centreline up to distances of the order of 12m as could occur at the end of curves.
4.
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Figure 6-45 Grid Points to be used for the Calculation of Average Intensity of Taxiway
Centre-Line and Stop Bar Lights
Note: See collective notes in Annex 6B for Figures 6-39 to 6-44
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Annex 6C:
PAPI Siting and Setting Angles
1.
The PAPI system comprises two four-unit wing bars normally located either side of, in a
line at right angles to, the runway. The unit nearest the runway is set higher than the
required approach angle, with progressive reductions in the settings of the units further
outboard.
2.
The arrangement of the units is shown is Figure 6-46, together with the standard and
differential setting angles. Each unit should contain 3 light projectors. The difference
between the setting angles is normally 20 minutes of arc. This value may be varied where
the PAPI is used in conjunction with ILS.
Figure 6-46 Arrangement and Setting of PAPIs The distance of the PAPI from the runway
threshold will depend upon the following:
1
2
3
4
15
28 km (15
nm) radius
15
15m 1m
4
3
2
1
9m 1m
4, + 00o30'
3, + 00o10'
2, - 00o10'
M, 00o02'
o
1, - 00 30'
OCS, M - 1o00'
MEHT
See Note,
Threshold
D
Key
D
MEHT
M
OCS
Approach slope angle

Distance of PAPI from Threshold
Minimum eye height over Threshold
Angle determining MEHT
Obstacle Clearance Surface
Note: The OCS originates at the same level as the units but at the following distances
downwind of them:
a) 90m where the LDA is 1200m or greater;
b) 60m where the LDA is 800-1199m; C) 30m where the LDA is less than 800m
a.
The need to provide adequate wheel clearances over the threshold of a visual or
non-precision approach runway for all types of aircraft for which the runway is intended,
having due regard to the length of runway available for stopping the aircraft;
b.
Obstacle clearance considerations;
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c.
The operational requirement that PAPI be compatible with the instrument
glidepath down to a minimum possible range and height for all types of aircraft for
which the runway is intended; and
d.
Any difference in the elevation between the PAPI units and the runway threshold.
3.
Wheel clearance over threshold should take account of the eye-to-wheel height of the
most demanding aircraft when it is at the lowest possible on-slope signal from the PAPI.
4.
The angle which establishes the MEHT is two minutes of arc less than the setting angle
of the unit defining the lower on-slope boundary see Figure 6-46. Where a runway is not
equipped with ILS, MEHT should provide the wheel clearances specified in Table 6-13. The
MEHT is the combination of eye-to-wheel height and the wheel clearance.
Table 6-13 Wheel Clearances
Eye-to-wheel height of
Minimum wheel
Desired wheel
aeroplane in the approach
clearanced (metres)
clearancebc(metres)
configurationa
(1)
(2)
(3)
Up to but not including 3m
6
3e
3m up to but not including 5m
9
4
5m up to but not including 8m
9
5
8m up to but not including
9
6
14m
a.
In selecting the eye-to-wheel height group, only aircraft meant to use the
system on a regular basis should be considered. The most demanding amongst
such aeroplanes will determine the eye-to-wheel height group.
b.
Where practicable the desired wheel clearances shown in column (2) should
be provided.
c.
The wheel clearances in column (2) may be reduced to no less than those in
column (3) where a study indicates such wheel clearances are acceptable.
d.
When reduced wheel clearance is provided at a displaced threshold it will be
ensured that the corresponding desired wheel clearance specified in column (2) will
be available when an aircraft at the top end of the eye-to-wheel group chosen
overflies the extremity of the runway.
e.
This wheel clearance may be reduced to 1.5m on runways used mainly by
lightweight non turbo-jet aeroplanes.
5.
The nominal approach angle should be such that the pilot of an aeroplane receiving
the lowest on-slope signal will clear all the obstacles in the approach area by a safe margin.
To achieve this, an obstacle clearance surface is established which should not be
penetrated by any object.
6.
The OCS for PAPI is a plane 1o below the angle of the lower boundary of the on-slope
signal. Figure 6-45 shows that for a normal approach angle of 3o the OCS will be 2o 48' - 1o
= 1o 48'. The surface extends 15o either side of the runway edge out to a distance of 28 km
(15nm).
7.
PAPI should be sited so that its on-slope signal conforms as closely as possible to that
of the PAR, or if installed, the ILS glidepath. The variables that need to be considered are
fluctuations of the ILS glidepath and the different eye-to-aerial height of various types of
aeroplane.
8.
An ILS glidepath has a tolerance of 0.075 of the nominal glidepath angle for a
category I or II system and 0.04 for a category III. For a nominal 3o glideslope the
tolerances are 13.5 and 7.2 minutes of arc respectively. The standard PAPI settings define
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a glideslope with 10 minutes of arc and can therefore show a variation from the nominal ILS
glideslope that is operating within its tolerances.
9.
Pilot eye-to-aerial height varies considerably with aircraft type and will affect the
minimum range at which PAPI and PAR or ILS harmonisation is achieved. In order to allow
for the maximum number of aircraft types, harmonisation is enhanced by widening the onslope sector from 20 minutes to 30 minutes of arc. As mentioned above, the ILS glidepath
angle may vary, so it is desirable to check the calibrated ILS GP angle against the PAPI
settings and to change the latter if necessary. Such changes should be referred to the
military authority before they are implemented.
10. When the required approach angle and associated unit setting angles have been
determined, in order to provide the appropriate wheel clearance over the threshold of a visual
or non-precision approach runway; the distance of the PAPI from the threshold is established
by adding the approach configuration eye-to-wheel height of the most demanding aeroplane
using the runway to the required threshold wheel clearance and dividing the result by the
tangent of the angle M in Figure 6-46.
11. Where PAR or ILS is installed the PAPI should be sited upwind of the effective ILS
glidepath origin by a distance that is dependent upon the range of eye-to-aerial heights of the
aircraft using the runway.
12. When the OCS origin has been determined the surface should be examined in order
to confirm the absence of any infringements. If the surface is penetrated but the offending
object cannot be removed, the vertical extent of the infringement is divided by the tangent of
the OCS angle, and the PAPI relocated that much further from the threshold. Alternatively,
where the prescribed approach angle is not critical, it may be increased by the angular extent
of the infringement. In some circumstances a combined displacement and angular increase
may be the best solution.
13. A height difference between the threshold and the unit lens centres exceeding 0.3m will
require siting adjustments as follows:
a.
In Figure 6-46 the uncorrected visual aiming point is shown as the distance D1
from the threshold. The nominal siting of the PAPI would be on a line at right angles to
the runway centre-line at this distance, the units being P1, P2, P3 and P4.
b.
The height difference between the threshold Th, and the lens centre of the
highest of the units (Pn) at the nominal sites P1 to P4 is determined. The following
formula will determine the revised distance from the threshold D2:
D1 + (Th- Pn) cot = D2
c.
Where is the setting angle of the unit at site P2, less 2 minutes of arc (cot can
be taken as 20 for a 3o approach).
d.
The highest unit level at distance D2, (Pc) is compared with Pn. If the difference is
0.3m or more, the final siting, D3, is determined as follows:
D2 + (Pn- Pc) cot = D3
e.
The MEHT resulting from the level of the unit P2 at D3 is checked to ensure that it
achieves the original target.
14. PAPI units should be mounted as close to ground level as practicable but overall
height should not exceed 0.9m. The units of a wing bar should all lie in the same
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horizontal plane, but where crossfalls make this impracticable within the 0.9m constraint, the
height difference between adjacent units should preferably not exceed 5 cm. Where even
this tolerance cannot be achieved, a maximum gradient of 1.25% across the bar may be
accepted provided that it is uniform.
15. The inner edge of the unit nearest the runway should be 15m 1m from the runway
edge. Units should not be closer than 14m to any taxiway, apron, or another runway.
16. Firm stable bases are essential for PAPI units, and concrete should be used. Bases
should be either depressed below ground level and covered with suitable infill or flush fitted.
Where necessary, bases should be delethalised See Chapter 17 Para 9.
17. Setting angles should be checked with a manufacturers clinometer or platforms. A
theodolite or equivalent device may be used for increased accuracy. Errors in excess of 1
minute of arc should be corrected.
18. After installation, angular errors caused by the settling of the bases may occur.
Therefore, the angles should initially be checked on a daily basis using a clinometer or
equivalent device and, if necessary, adjusted using a theodolite or equivalent device. The
interval between checks may be extended progressively to once a week, as greater stability
becomes evident. However, special checks should be made in the event of heavy frost or
rain or a significant change of weather such as the end of a drought, since angular variations
are possible at such times. For elevation angle checks after installation see Chapter 8 Para
14.
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Figure 6-47 PAPI Siting - Principle of Compensation for Different Ground Heights
D1
D2
D3
15m minimum
P4
P3
9m 1m
P2
Setting angle
at site P2, less
00o02'
P1
MEHT
Threshold
Pc
Final
site
Pn
Highest ground profile

along lines P1-P4
19. As the approach angles get steeper, wider differential settings are needed between
units in order to facilitate approach slope capture and flyability.
20.
Indicative differential settings are detailed in Table 6-14.

Table 6-14 Differential Settings
Approach angle
2o-4o
4o-7o
over 7o
Differential setting angle

00o20' (except for ILS)
00o30'
01o00'
21. PAPI Checks. Aerodrome Operators should ensure that PAPI checks are
completed (See Table 2-2):
a.
On commissioning.
b.
Following temporary removal of a system.
c.
Following the completion of a runway refurbishment where flying has ceased and
construction traffic may have caused the misalignment of the PAPI units.
22.
The checks at Table 6-15 should be completed by an accredited flight checking unit:
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PAPI Flight Check Procedure

Effective Range
Check 1
At a range of approximately 7.59 km and

height about 1500 ft QFE check the
effective range. In daylight the difference
between the red and white lights should be
clearly discernible at a minimum of 7.5 km
in good visibility.
Colour Change
Check 2
Commence an approach from 7.5 km flying

level at 1000 ft QFE and check that the
units are evenly illuminated and that signal
changes from red to white are sharp. Check
also that the colour change sequence is
even. Where PAPI is on both sides of the
runway check that the colour change of
corresponding opposite units is coincident.
Check 3
Luminous Intensity Settings
Check 4
Compatibility with non-visual

aids
Check 5
Obstacle check
Check 6
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Note: In reduced visibility it may be

necessary to carry out this check at closer
range in which case the height will have to
be reduced. The minimum practicable
height is 500 ft.
Commence an approach from about 5 km
and acquire an on-slope signal. Continue
the approach, descend until 4 reds (or 2
reds in the case of (A)PAPI) are just visible.
Then climb until 4 whites (or 2 whites) are
visible. Return to on-slope and continue to a
point close to the threshold. The colour
changes should be consistent with change
in height and permit easy correction of
approach height and angle.
Make a normal approach from
approximately 7.5 km starting at about 1000
ft QFE. Maintain an on-slope indication
and during the approach call for progressive
reductions in intensity of the units.
Where an instrument glidepath is available
carry out an instrument approach
maintaining the glidepath, or in the case of
a radar approach, following ATC
instructions. Check that the PAPI indicates
on-slope from a range of 7.5 km to close in
to the threshold. The ILS glidepath should
be near the lower limit of the PAPI onslope signal if an aeroplane with a small
eye-to-aerial height is used. The person
inspecting the system should carry a
diagram of the installation to facilitate
recording any observed deficiencies.
Fly sufficiently low from 7.5 km so as to be
just within the all-red indication and check
that there is clearance from obstacles
throughout the horizontal coverage of the
beam.
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23. The results of the PAPI Check should be recorded on the form at Figure 6-48. The
form should be retained by the Unit as part of its Defence Aerodrome Assurance Framework
in accordance with RA 1026, Aerodrome Operator.
Figure 6-48 PAPI Flight Check Form
PAPI Flight Check
Aerodrome:
Runway Designation
Effective Range (KM)
Colour Change : Red-toWhite
(Level run 1000 ft QFE from
7.5km)
Intensity Balance of individual
Units (and of Left and Right
sides if applicable)
Intensity
Check
100%
80%
30%
10%
3%
1%
<1%
Integration with non-visual

aids
Synchronisation Left Right
(If applicable)
Obstacle Clerance
Fitting Type
Date:
Day/Dusk/Night:
Time:
Weather:
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Aircraft Registration:
Visibility:
Captain:
Cloud:
MADS
Turbulence:
Notes:
Additional Notes:
Inspected by:
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Annex 6D:
Control of Lighting at Aerodromes During Night Vision
Device (NVD) Operations
1.
The lighting that can adversely affect the use of NVD includes the airfield lighting
that is controlled by ATC, however, other lighting on and adjacent to the airfield including
lighting not provided for aviation purposes should be considered. It will not necessarily be
under the control of military authorities and may be legally required to fulfil general safety
requirements. Units should design and publish an Aerodrome NVD Operations Lighting
Plan in accordance with RA 3265(2), NVD Operating Requirments.
2.
3.
4.
NVDThe Control Plan Checklist at Table 6-15 describes how each type of light
source can be controlled. The choice of lighting to be controlled is the responsibility of the
operational command.
5.
6.
7.
8.
9.
Table 6-15 Control Plan Checklist
FACILITY
RECOMMENDED
NVD
LIGHTING STATE
VLP/Off
Approach lighting
High Intensity Runway Edge

Lighting
VLP
Threshold Lighting
VLP
Runway End Lighting
VLP
Low Intensity Runway Edge

Lighting
VLP
Sequence Flashing Lights
Off
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COMMENTS
For simultaneous operation with
and without NVD (Sim NVD)
BF/NT, for helicopter operations
with NVD (Helo NVD) off.
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Runway Identification
Lights
Visual Glideslope Indicator
System
Military Cat II Lighting
Runway Centre-line Lighting
Off
Off
Off
If used for MOS training use VLP.

BF/NT.
Taxiway Lighting
VLP
Illuminated Runway
Distance Markers
Arrestor Cable Markers
Off

BF may be operational option.
Illuminated Taxiway
Guidance Signs
Obstacle Lighting
Runway taxiway traffic lights
Off
On
Off
Floodlighting
Off
Off
Off
Building windows and doors
Shutters/curtains.
Lock doors facing
operational areas
ATC visual control room

ATC caravan

NT.
Pilot may be able to read text with
NVG.
Leave on if essential/NT.
NT or use modified procedures to
control vehicles. Add hold signs at all
runway/taxiway intersections.
Consider use of selectable barriers at
runway/roadway intersections.
Floodlighting of apron areas may be
essential operationally BF/Control
beamspread.
For large buildings (hangars) NVG
compatible lighting is an option.
Not normally a problem.
Use techniques similar to those used
in cockpit to make NVG compatible
when required.
Assess effects. Where practicable
make arrangements for control.
Off-airfield lighting (under

approach and take-off climb
surface out to 4km
IR NATO T
On
IR identification beacon
On
On for helicopter operations with

NVD (Helo NVD) only.
On helicopter operations with NVD
(Helo NVD) only.
Notes to Table 6-15:

The following abbreviations are used:OFF -
Lighting selected off.
VLP -
Very Low Power setting, typically 5-10% rated power.
BF
Blue Filter added to fitting.
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NT

Light unit not emitting infra-red, (non tungsten) e.g. electro-luminescent or LED.
This Annex presents information on each type of light system that may exist at an airfield.
The selection of lights to be controlled during NVG operations is an operational decision. For
fixed wing operations the most basic Plan may only retain obstacle lighting. For helicopter
operations the Plan may include the NATO T and an identification beacon.
10.
11.
12. The output from lights can be made compatible with NVG in a number of ways; by the
reduction of the amount of infra-red radiation emitted, by selective filtering of the light, by
careful control of the light beam coverage and in the extreme case by the extinguishing of the
light.
13. Most airfield lighting uses tungsten filament lamps. In all cases a large percentage of
the energy is emitted in the red and infra-red parts of the spectrum where NVG are most
sensitive.
14. As the voltage on the filament is reduced the total energy emitted is reduced, but the
proportion of the energy in the infra-red is increased. When the voltage is reduced below
approximately 20% of the rated voltage (10% power) very little visible energy is emitted.
However, sufficient infra-red energy is present to produce an image in the NVG that can
have ranges in excess of 5km without adversely affecting NVG performance. Thus an NVG
setting on the light control system where no visible light is seen can provide an adequate
lighting pattern for NVG operations.
15. One alternative method, that enables levels of white lighting to be emitted that are
sufficient for simultaneous operations using normal eye sight or NVG involves the use of blue
filters attached to the light source. These carefully selected filters, by removing the red and
near infra-red transmission still produce a light that subjectively is seen as white light.
However, because the wavelengths that affect the NVG are heavily suppressed the problems
of goggle overload can be adequately dealt with. This approach is particularly useful for
apron floodlighting and other maintenance areas such as HAS and hangers, where lighting
needs to be available whenever operations are taking place. A practical problem that can
exist with this technique is caused by the high levels of heat retention in the light fitting due to
the filter.
16. Devices that produce light by the excitation of phosphors, such as electro-luminescent
systems and light emitting diodes can in some cases be used to provide equipment that can
be used simultaneously by pilots with or without NVG.
17. In some circumstances, NVG compatibility can be achieved by careful design of the
light fitting. For example, floodlighting and street lighting can be designed so that no
significant light is projected above the horizontal. This type of light is available because of
general concern about environmental light pollution caused by light spillage into unnecessary
areas.
18. The use of NVG generally reduces the amount of visual aids that are necessary to
support night operations.
19. For fixed wing operations runway edge lighting is recommended, together with taxiway
lighting.
20. Helicopter operations should be supported by a NATO T pattern defined by infra-red
marker lights. An infra-red airfield identification beacon is also recommended.
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Chapter 7:
Visual Aids for Denoting Obstacles
GENERAL
1.
The marking and/or lighting of obstacles is intended to reduce hazards to aircraft
operating at low level under visual flight conditions or moving on the surface by indicating the
presence of the obstacles. The requirement to light air navigation obstacles is determined by
a process of consultation between local planning authorities, MOD and the Civil Aviation
Authority. See Table 1-1.
2.
In areas beyond the obstacle limitation surfaces of an aerodrome, objects that extend
to a height of 150m or more above ground elevation are regarded as obstacles. Other
objects of a lesser height that are assessed as hazards to aviation are also to be treated as
obstacles. They should be marked and/or lighted as detailed in the following sections.
3.
A fixed obstacle that extends above a take-off climb surface within 3000m of the inner
edge of the take-off climb surface should be marked and, if the runway is used at night,
lighted, except that:
a.
Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle.
b.
The marking may be omitted when the obstacle is lighted by medium intensity
flashing white obstacle light, by day and its height above the level of the surrounding
ground does not exceed 150m; and
c.
The marking may be omitted when the obstacle is lighted by high intensity
obstacle lights by day.
4.
A fixed obstacle that extends above an approach or transitional surface within 3000m
of the inner edge of the approach surface will be marked and, if the runway is used at night,
lighted, except that:
a.
Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle;
b.
The marking may be omitted when the obstacle is lighted by medium intensity
flashing white obstacle lights by day and its height above the level of the surrounding
ground does not exceed 150m.
c.
The marking may be omitted when the obstacle is lighted by high intensity
obstacle lights by day.
5.
A fixed object that extends above an obstacle protection surface should be marked
and, if the runway is used at night, lighted.
6.
All obstacles within the distance specified in Table 4-13, from the centre-line of a
taxiway or apron should be marked, and if the surface is used at night, lighted.
7.
Elevated AGL on aerodromes should be made conspicuous by day by a suitable form
of marking. This can be achieved by marking their position with Airfield Retro-reflective
Markers (ARMs) and/or utilising AGL painted aviation yellow.
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MARKING OF OBJECTS
8.
New buildings are required to meet with this section for markings, but old structures are
to remain as presently marked until normal maintenance repainting is necessary. See
Chapter 6 Para 4 for Aerodrome Markings. Where painting certain precision or critical
surfaces would have an adverse effect on the desired transmission or radiation
characteristics of a radio frequency signal, such painting may be omitted.
9.
All fixed objects that are sufficiently conspicuous by their shape, size or colour need not
otherwise be marked. All fixed obstacles that require marking should be conspicuously
coloured. If this is not practicable, markers should be displayed on them.
10. No fixed obstacle need be marked if it is lit by high intensity flashing white obstacle
lights.
11. A fixed obstacle should be coloured to show a chequered pattern if it has essentially
unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5m in both
directions. The pattern should consist of rectangles with sides of not less than 1.5m and not
greater than 3m.
12.
A fixed obstacle should be coloured to show contrasting bands if:

a.
It has essentially unbroken surfaces and has one dimension, horizontal or
vertical, greater than 1.5m, and the other dimension, horizontal or vertical , less than
4.5m; or
b.
It is of skeletal type with either a vertical or horizontal dimension greater than
1.5m.
13. The bands should be perpendicular to the longest dimension and have width the
dimensions of which are in accordance with Table 7-1. Also see Figure 7-1.
14. A fixed obstacle whose height and width are less than 1.5m will be painted a
conspicuous colour.
15. The colours used for marking fixed obstacles are to contrast with the background
against which they will be seen. Where practicable red and white or alternatively orange and
white will be used. The chequers/bands on the extremities of the obstacle should be of the
darker colour. See Figure 7-1.
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Table 7-1 Dimensions of Obstacles Marking Bands
Longest Dimension
Not
Band Width
exceeding
210m
1/7 of longest dimension
270m
330m
390m
450
510m
570m
630m
Greater than
1.5m
210m
270m
330m
390m
450m
510m
570m
Figure 7-1 Examples of Conspicuous Markings
4.5m
4.5m
<4.5m
>1.5m
<4.5m
>1.5m
Use of Markers
16. Markers displayed on or adjacent to objects should be located in conspicuous
positions so as to retain the general definition of the object without increasing the hazard it
presents. The markers should be coloured either red and white or alternatively orange and
white to contrast with the background. For Aerodrome Markers see Chapter 6 Para 56.
Marking of Unserviceable Surface Areas
17. Markers as described Chapter 6 Para 24 should be used to delineate an
unserviceable portion of the manoeuvring area.
LIGHTING OF OBSTACLES
18. Low intensity obstacle lights should be used on obstacles less than 45m high. Where
this is deemed to be inadequate medium or high intensity lights should be used to light
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obstructions. Eg an obstacle in the outer area of the approach or high ground adjacent to the
aerodrome circuit. For rotary wing permanent bases see Chapters 10 and 11.
a.
Low intensity 10 cds minimum see Table 7-2 lights should be used for obstacles
on the movement area where 200 candela lights may cause dazzle.
b.
Low intensity 200 cds see Table 7-2 lights should be used away from the
movement area or in areas on the movement area with high levels of background
luminance.
19. Medium intensity steady red obstacle lights should be used, either alone or in
combination with other medium or low intensity obstacle lights from 45m up to, but not
including 150m in height.
20. Where physically practicable high intensity flashing white obstacle lights should be
used to indicate the presence of an obstacle if its height is 150m or more. Where the use of
high intensity obstacle lights may dazzle pilots in the vicinity of an aerodrome or cause
significant environmental concerns, the appropriate military authority should be contacted for
advice.
Note: High intensity obstacle lights are intended for day as well as night use. Care is
needed to ensure that these lights do not create dazzle. Guidance on the design, location
and operation of high intensity obstacle lights is given in ICAO Aerodrome Design Manual
Part 4.
Location of Obstacle Lights
21. Except in the case of a chimney or other substance emitting structure one or more
obstacle lights should be located as close as practicable to the top of the object. The top
lights should be so arranged as to at least indicate the points or edges of the object highest
in relation to the obstacle limitation surface. See Location of Obstacle Lights in Figure 72.
22. In the case of a chimney or other substance emitting structure, the top lights should be
placed sufficiently below the top so as to minimise contamination by smoke.
23. In the case of a tower or antenna structure indicated by high intensity obstacle lights by
day with an appurtenance, such as a rod or an antenna, greater than 12m where it is not
practicable to locate a high intensity obstacle light on the top of the appurtenance, such a
light should be located at the highest practicable point and a medium intensity flashing white
light unit should also be mounted on the top.
24. In the case of an extensive object or a group of closely spaced objects, top lights
should be displayed at least on the points or edges of the objects highest point in relation to
the obstacle limitation surface, so as to indicate the general definition and the extent of the
objects. If two or more edges are of the same height, the nearest the landing area should
be marked. Where low intensity lights are used, they should be spaced at longitudinal
intervals not exceeding 45m. Where medium intensity lights are used, they should be
spaced at longitudinal intervals not exceeding 90m.
25. Where the top of an obstacle is more than 45m above the level of the surrounding
ground, additional lights should be provided at intermediate levels. These additional lights
should be spaced as equally as practicable between the top light and ground level as
follows:
a.
When low or medium intensity obstacle lights are used the spacing should not
exceed 45m.
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b.
Where high intensity lights are used on an obstacle other than on a tower
supporting overhead wire or cables, the spacing between the lights should not exceed
105m.
26. The number and arrangement of the obstacle lights at each level to be marked should
be such that the object is indicated from every angle in azimuth. Where a light is shielded in
any direction by another part of the object, or by an adjacent object, additional lights should
be provided on that object in such a way as to retain the general definition of the object to be
lighted. If the shielded light does not contribute to the definition of the object to be lighted, it
may be omitted.
27. All fixed obstacle lighting located on the aerodrome should be under the control of
ATC.
28. The physical characteristics of the obstacle lights should be in accordance with Table
7-2.
Table 7-2 Characteristics of Obstacle Lights
Light Type
Colour
Beam Coverage
(Degrees) Average
Horizontal
Low Intensity,
(Fixed Obstacle)
Low Intensity,
(Fixed Obstacle)
Medium Intensity
Medium Intensity
(Fixed Obstacle)
High Intensity
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Red
Red
Red
White
White
Omnidirectional
Omnidirectional
Omnidirectional
Omnidirectional
120
+0 to 30
Minimum
Setting
Intensity
(cds)
10
+5to +8
+0 to 15
4
200
50
200020%
Steady
20 00020%
200 000 day

20 000 dusk
2 000 night
Flashing rate 20
60 per minute
Flash rate 40fpm
Vertical
Remarks
Steady
Steady
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Figure 7-2 Location of Obstacle Lights
Aircraft Arresting Barrier Warning Lights

29. Arrester barriers of the elevated type should be considered as obstacles. In addition
to obstacle lights, warning lights should project into the approach sector and possess the
following characteristics:
a.
A flashing red uni-directional light located adjacent to each barrier mechanism
and directed into the overshoot area should be provided. The flashing lights should
warn approaching flight crew that the downwind barrier is erected. These lights should
operate automatically when the barrier is raised and flash continuously at a flash rate of
60 flashes per minute until the barrier is lowered. Both lights should flash
simultaneously.
b.
The flashing lights should be mounted on a frangible structure at a height of
0.9m above ground level and located just outside the brake mechanism assembly.
They should be actuated by the raising mechanism. The physical characteristics of
the lights should be similar to those of stopway lights.
c.
It is recommended that physical checks of the barrier and warning light system be
made twice daily and after each change in direction of traffic.
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Chapter 8:
Aerodrome Equipment, Installations, Maintenance and Systems
AIRCRAFT ARRESTING SYSTEMS
1.
Aircraft arresting systems are of 2 main types barriers with nets and arresting gears
fitted with hook cables. Operational characteristics are contained in AP 119J-1400-1.
Clearance for aircraft to engage arrester systems or trample cables is published in Release
to Service documents and Aircrew Manuals.
2.
Stations should promulgate arrester system details in the relevant aeronautical
information publications.
SECONDARY POWER
3.
At least one alternative electrical input supply should be provided for precision and
nonprecision approach runways, including internally lit mandatory signs where appropriate.
Chapter 6 Para 48. It is also recommended for non-instrument runways. Table 8-1 details
the maximum time interval to be achieved between failure of the normal source of supply and
the restoration of the individual services (Maximum Switchover Time) when in the associated
visibility conditions. The Maximum Switchover Time is the time required for the actual
intensity of a light measured in a given direction to fall from 50% and recover to 50% during a
power supply changeover, when the light is being operated at intensities of 25% or above.
Table 8-1 Maximum Switchover Times
Runway
Lighting Aids Requiring Power
Cat II Precision App
Cat I Precision App / PAR
Non-Precision App
Take off runway intended for

use in RVR condition less than
800m
a.
Approach Lighting (Inner 300m)

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

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

(1)
HI simple approach lighting.
(2)
Approach lighting on non-precision approach runways.
(3)
Threshold.
(4)
PAPI (Per Wing Bar).
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(5)
MADS
Taxiway and apron edge lighting.
8.
Where interleaved circuits are provided, alternate lights are normally connected to the
same circuit. However, care must be taken in the design of interleaved circuits to ensure that
in the event of the failure of one or more circuits, a recognisable pattern and any colour
coding is retained.
9.
Interleaved circuits may be provided for the services listed in Para 7.b in order to
increase integrity or to overcome a technical difficulty. However, PAPI installations should
be limited to two circuits per runway end.
10. Where a runway is used also as a taxiway and both taxiway and runway lighting are
provided, the lighting circuits should be interlocked in order to prevent the selection of both
systems simultaneously.
Electromagnetic Compatibility (EMC)
11. The AGL system and its components should conform to the EMC Directive
89/336EEC.
AGL Operational Luminous Intensity
12. In order to provide the AGL operational luminous intensity the AGL services should be
provided with a range of recommended output current steps in accordance with Table 8-2.
Runway End Services
13. Where a runway control position is established; a minimum 16 Ampere, RCD and
PEM's protected, IP67, IEC 60309, switched socket outlet should be provided to enable an
electrical supply suitable for the truck runway control, positioned as follows;
a.
On runway aerodromes. To the left or right of the runway a minimum of 45m
from the runway edge and 70m from the threshold.
b.
On non-runway aerodromes. At the down-wind side of the airfield, and so
positioned that two or more aircraft may land simultaneously to the right of the truck
with sufficient space available to the left of the truck to enable aircraft to take off
(left/right as seen by a pilot in the approach).
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Table 8-2 Recommended AGL Luminous Intensity Control Stages
Lighting
Service
HI Approach
Supplementary
Approach
Wing Threshold
PAPI
Touchdown
Zone
Rwy Centre-Line
Threshold Bar
HI Rwy Edge
Rwy End Bar
LI Rwy Edge
Max
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
Luminous
Intensity (%)
Primary
Current (A)
2 Stage Brilliancy
(+NVG)
6 Stage Brilliancy (+NVG)
Information
2
4b
Min
a
NVG
100
30
10
0.3
12.0
9.72
8.28
7.08
6.12
5.28
2.8
100
30
10
0.3
12.0
9.72
8.28
7.08
6.12
5.28
N/A
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
2.8
100
80
30
10
12.0
11.52
9.72
8.28
7.08
6.12
N/A
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
N/A
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
N/A
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
3.2
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
3.0
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
3.2
100
30
10
0.3a
12.0
9.72
8.28
7.08
6.12
5.28
3.2
Max
Min
NVG
Luminous
Twy Edge
100
10
Intensity (%)
Primary
6.0d
4.4 d
Current (A)
Luminous
100
10
Twy Centre-Line
Intensity (%)
Primary
6.0 d
4.4 d
2.5
Current (A)
a
If required, this brilliancy stage may be replaced with a 0.05 stage (Primary Current = 4.4A).
b
Where NVG compatible lighting is operationally justified then the Stage 4 brilliancy stage may be
omitted and Stages 4 and Min. moved up one stage with the new NVG setting being inserted at the Min.
setting. The given primary currents may require adjusting to suit local environmental conditions.
c
Where NVG compatible taxiway lighting is required an additional brilliancy stage is required. This
will require the Modular Control System (MCS) to be modified.
d
These current values may need to adjusted where LED technology is used.
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MAINTENANCE
General
14. The maintenance of AGL equipment should consider the objectives of aerodrome
operations and address the impact on such operations whilst maintenance activities are
being performed. In addition, during periods of maintenance, or equipment failure, it may be
necessary to operate AGL circuits on local control at the 'A' and/or 'B' Centres, thus removing
control from ATC whilst the work is being performed. A procedure for local operation should
be agreed with ATC before local switching of AGL circuits commences. A record of all
maintenance operations should be kept including periods when local operation of a circuit or
'A' and 'B' Centre is under the control of maintenance staff. A log book should be provided
at each 'A' and 'B' Centre for this purpose. As an aid to maintenance each AGL location
should be marked with an identification number legible, where practicable, from a passing
vehicle (eg 27/A/14 refers to light position No 14 of circuit A on runway 27) as follows:
a.
Short term measures for no more than 12 months may utilise:

(1) Lights in paved areas Numbers painted with white road paint adjacent to
the light fitting.
(2) Lights in grassed areas Numbers painted on a suitable tag, plate or
plinth.
(3) Pole or mast mounted lights Numbers painted on plates attached to the
poles or masts.
b.
The number of each position should be permanent, reusable and may be
repositioned when required without the necessity for refurbishment. Identification of
fittings, particularly inset type, should be considered as part of an overall maintenance
strategy and potential asset audit system. The use of electronic tagging should be
viewed as an innovative solution.
15. Maintenance Objectives. The objectives contained in Table 8-3 specifically target
precision approach runways and operations in low visibility. For precision approach runways
the MMO is expected to provide evidence that the performance of the associated AGL meets
the requirements for all weather operations, which include Table 8-3. One method of
providing such evidence will carry out regular measurements of the photometric performance
(ie the luminous intensity, beam coverage and alignment) of the AGL when in service. The
MMO, as part of its planned maintenance strategy (See BS EN 61821), will carry out
sufficient in situ photometric measurements for instrument runways to ensure the runway
AGL services remain serviceable as defined in Para 16 and Table 8-3.
16. Serviceability. A light should be deemed to be unserviceable when the main beam
average intensity is less than 50% of the value specified in the appropriate figure detailed in
Annex 6B. For light units where the designed main beam average intensity is above the
value shown in the relative figure, the 50% value should be related to the design value. In
order to verify serviceability levels are being maintained a formal procedure for the
photometric measurement and recording of serviceability will be implemented. See para 15.
17. Continuity of Guidance. In order to provide continuity of guidance an unserviceable
light should not be permitted adjacent to another unserviceable light unless the light spacing
is significantly less than that specified.
18. PAPI Systems. PAPI serviceability gives rise to additional considerations as moisture
and/or dirt on the lenses will diffuse the beam and can result in a white signal being emitted
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at all angles of elevation. See Annex 6C Para 9. To prevent this potentially hazardous
situation from occurring additional measures should be adopted as follows:
a.
b.
c.
Daily inspection to ensure:

(1)
All lamps are operational and evenly illuminated.
(2)
There is no damage to units.
(3)
All lenses are clean.
(4)
The change from red to white is coincident for all elements of a unit.
(5)
The heating facilities are functioning correctly.
Bi-monthly inspection to ensure:

(1)
Vertical alignment of each PAPI unit to a tolerance of 1 minute of arc.
(2)
Azimuth alignment of each PAPI to a tolerance of 1 minute of arc.
Yearly inspection.
(1)
Internally inspection of unit.
(2)
Correct setting of black heat current. (Approx. 1.5A RMS)

Table 8-3 AGL Serviceability Levels
AGL Service
Approach beyond 450m
Approach inner 450m
Runway threshold
Runway end
Runway edge
Runway centre-line (where fitted)
TDZ (where fitted)
LANDING
CAT I
85%
85%
85%
85%
85%
85%
85%
CAT II/III
85%
95%
95%
75%
95%
95%
90%
Series Circuit Insulation Resistance

19. The insulation resistance value of a primary series circuit may decrease by a
significant amount before any operational effect on the AGL is noticed; however in this case
there would be a much greater risk of harm to maintenance or installation persons and risk of
loss to operational capability. MMOs should comply with the procedures and
recommendations dealing with AGL circuit installation, commissioning, maintenance and
fault finding detailed in Policy Instruction 29/2005, titled Installation, Commissioning and
Maintenance of Aeronautical Ground Lighting Cable Circuits. See Table 2-2.
RUNWAY VISUAL RANGE SYSTEMS
Measurement of Runway Visual Range (RVR)
20. General. The measurement of RVR may be undertaken by the Human Observer
method utilising a switched RVR lighting system. Where operationally justified an
instrumental RVR system may be provided utilising transmissometers appropriately located
along the length of the runway and providing RVR information to ATC.
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21. The standard RVR measurement system utilising the human observer technique
comprises:
a.
A number of reference lights of the same type and intensity as the runway lights
and connected to the same electrical circuits as the HI runway edge lights, are located
at regular intervals alongside the runway in accordance with Figure 8-1. The lights
should be:
(1) Sited at approximately 60m intervals from the observer to a distance of
800m and at 100m intervals between 800 and 1400m unless otherwise restricted
by airfield topography or layout. Separation between the runway edge lights and
RVR lights should be a maximum of 3m.
(2) Pointed towards the observation point. Each reference light should have
the ability to be individually controlled from the observation point. In the event of
a control failure each reference light should remain on.
b.
The observation point should comprise of a cabin, or similar facility mounted on
a frangible tower, the height of which ensures that an observer's eye-level is 15ft above
the ground. This tower should be sited in accordance with Figure 8-1. The cabin
should be fitted with an observation panel subtending an angle of at least 30
horizontally and 30 vertically about the observer's line of sight when viewing the
landing direction. The observer should have a means of communicating directly with
ATC.
c.
d.
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Figure 8-1 RVR Siting Plan
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Chapter 9:
Aircraft Picketing/Tie Down and Earthing Requirements
AIRCRAFT PICKETING/TIE DOWN REQUIREMENTS
Introduction
1.
It is common for aircraft (including rotary wing aircraft) not in use to be left out in the
open and parked on hard-standings. In these circumstances there is a need for certain
aircraft types to be tethered down in order to ensure stability in high wind conditions. This is
normally accomplished by mooring cables fastening the aircraft to specially constructed
anchor points built into the pavement. These anchor points are generally referred to as
picketing points. The requirements are laid down in aircraft manuals. Further information
can be obtained from MOD Specialists including the relevant aircraft support authority at
DE&S.
EARTHING REQUIREMENTS FOR AIRCRAFT ON MILITARY ESTABLISHMENTS
Introduction
2.
Earthing requirements for aircraft on military establishments are detailed in the
following documents:
a.
Maintenance & Airworthiness Processes (MAP) 01 Chapter 6.4 Electrical
Bonding and Earthing of Aircraft and Associated Ground Support Equipment. RA 4255.
b.
AP113A-0201-1 Earthing of Aircraft and Ground Power Equipment.
c.
Further guidance is provided in DIO Practitioner Guide PG 01-2008 Management
of Visual Aids at Military Aerodromes, Annex D.
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Chapter 10:
Aerodrome Design Specification for Rotary Wing Permanent
Bases
ROTARY WING PERMANENT BASE DATA & PHYSICAL CHARACTERISTICS
General
1.
These specifications and criteria apply to the new construction, modification and
restoration of military rotary wing permanent base facilities at home and overseas. They are
mandatory unless specific engineering or operational considerations dictate a variation, in
which case the sponsors should seek formal approval from the MAA. The classification
and criteria for Domestic Helicopter Landing Sites are set out in Annex 10A. Domestic
Helicopter Landing Site for these purposes is defined as one available for the regular
movement of passengers and stores in peacetime.
2.
These criteria and standards do not apply to rotary wing non-permanent bases, field
locations and Helicopter Landing Sites listed in the Helicopter Landing Sites Directories.
Advice on these sites should be obtained from the Appropriate Military Authority.
3.
These criteria and standards do not apply to elevated heliports, helidecks or shipboard
helidecks. Advice on these sites should be obtained from the Appropriate Military Authority.
4.
Where this Chapter does not contain information on a topic, then reference should be
made to the relevant Chapters . For visual aids for surface level rotary wing permanent
bases see Chapter 11.
Categorisation of Rotary Wing Permanent Bases
5.
The categorisation of rotary wing permanent base movement areas is by Performance
Class of the design helicopter. Performance Classes of helicopters are given in Table 10-1.
Table 10-1 Performance Classes of Helicopters
Performance
Class
1
Characteristic
Remarks
Multi-engine helicopter capable of

maintaining flight with One Engine
Inoperative after reaching Critical
Decision Point (CDP).
Helicopter capable of maintaining a safe
height after an engine failure during
most phases of flight (eg cruise) but are
forced to land if an engine fails during
the initial phase of take-off or during the
final stages of landing.
Prior to CDP loss of engine forces

helicopter to make a controlled
landing. A suitable clearway of either
land or water is required.
a. Dependant on payload and
temperature.
b. Some multi-engine helicopters can,
even if capable of operating at
Performance Class 1, should be
operated at a higher payload at this
class.
Single engine helicopter, or multiengined helicopter operating beyond

Class 1 & 2 payload limits, where a
forced landing would, in all cases, have
to be made in the event of engine failure.
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Rotary Wing Permanent Base Physical Characteristics

6.
Rotary wing permanent base physical characteristics are as given in Table 10-2 and
illustrated in Figure 10-1. Taxiway separation distances are given in Table 10-3.
Table 10-2 Rotary Wing Permanent Base Physical Characteristic
Facility
FATO
Performance
Class 1
helicopter
Dimensions
a. Rectangular.
b. Width 1.5 x maximum design
helicopter overall dimension.
c. Length dependent on design
helicopter characteristics
Performance a. Circular.
Class 2/3
b. Diameter 1.5 x maximum
helicopters design helicopter overall
dimension.
c. RTODAH not normally
defined.
Location in Aeroplane/
FATO edge
relation to a helicopter
to runway/
runway or
mass (kg)
taxiway edge
taxiway
< 2720
60m
2720 & <5760
120m
5760 & <100000
180m
100000
250m
CLEARWAY
Performance a. Width width of associated
Class 1
safety area.
helicopter
b. Length as required.
Performance
Class 2/3
helicopters
TLOF
Performance Any shape able to
Class 1/2/3 accommodate a circle of
helicopters diameter 1.5 x maximum
design helicopter undercarriage
dimension + 10m.
SAFETY AREAS
FATO
Width: the larger of 3m or 0.25
- VMC
x maximum design helicopter
overall dimension.
MADS Issue 6
Slope
Overall 3%
Locally 5%
Overall 3%
Locally 5%
Additional Information
Surface that should:
a. be rotor downwash
resistant.
b. be free of irregularities.
c. be strong enough for
rejected take-off by
Performance Class 1
helicopters.
d. provide ground effect.
FATO that should not be
located near:
a. taxiway intersections or
holding points where jet
efflux is likely to cause high
turbulence.
b. areas where aeroplane
vortex wake generation is
likely to exist.
Ground not to
penetrate an
upward slope
from the FATO
periphery of
3%
a. located beyond upwind

end of RTODAH.
b. air movement obstacles
to be removed.
Clearway not required.
2%
a. slope sufficient to prevent

water accumulation.
b. not necessarily located
within the FATO
c. be capable of
withstanding the traffic of
helicopters that the area is
intended to serve.
a. safety areas surround

Upwards @
FATO on all sides.
4% from FATO
b. surface abutting FATO
edge.
should be continuous and
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Facility
FATO
- IMC
Functional
objects in
safety areas

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

Upwards @
fixed objects and no mobile
5% from FATO
objects permitted inside
edge
safety area outer boundary.
GROUND TAXIWAY. For powered helicopter surface movement the requirements of

Chapters 3 to 10 are applicable as modified below.
Surface
Main gear span
Width
a. slope sufficient should
Longitudinal provide rapid drainage.
< 4.5m
7.5m
3%
b. be capable of
4.5m & < 6.0m
10.5m
Transverse withstanding the traffic of
6.0m & < 10.0m
15.0m
helicopters that the area is
2%
10m
20.0m
intended to serve.
Shoulders
To extend symmetrically on
Longitudinal a. surface should be rotor
each side of the taxiway and a
downwash resistant.
3%
width 0.5 x maximum design
Transverse
helicopter overall dimension
2%
Horizontal
Horizontal curves should be
centre-line
compatible with design
20m
curvature
helicopter.
radius
Intersection
edge fillet
10m
radius
Separation
See Table 10-3
AIR TAXIWAY. For helicopter air movement within ground effect height and ground speed
37km/hour (20kt)
Longitudinal
Surface should:
Surface
Width 2 x maximum design
a. be rotor down-wash
helicopter overall dimension.
7%
resistant.
Transverse
b.
suitable
for emergency
10%
landing.
c. slopes should be within
design helicopter
parameters.
d. provide ground effect.
Separation
See Table 10-3
AIR TRANSIT ROUTE. For helicopter movement at height 30m and groundspeed >
37km/hour (20kt)
Routes to be selected
Day
Width 7 x design helicopter
should allow
RD.
autorotative/OEI landings to
minimise injury or damage
to property.
Night
Width 10 x design helicopter
RD.
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Facility
Dimensions
Slope
Centre-line
direction
120o
change
Centre-line
270m
turn radius
APRONS. The requirements, see Chapter 6 are applicable as modified below and in Table
10-3
Stand
Square of side maximum
design helicopter overall
2%
dimension + 2m
Separation See Table 10-3
Figure 10-1 Rotary Wing Permanent Base Characteristics
Safety area
Rejected take-off area
TLOF
Safety area
Clearway
FATO
Table 10-3 Separation Distances (expressed in multiples of maximum design helicopter overall
dimension with rotors turning)
Helicopter
Air
Helicopter
Ground
Objectb
a
Taxiway
Standcdefg
Taxiwaya
Helicopter ground taxiway
2
3
1.25
1.75
Air taxiway
3
3
1.5
2.5
Object
1.25
1.5
1.25(1.5)
Helicopter Standcd
1.75
2.5
1.25 (1.5)
1.5 (1.75)
a
b
c
Centre-line to centre-line
Centre-line to edge of object
Centre-line to centre
d
Stands with through ground taxi access. Figures in ( ) for through hover taxi access
e
Simultaneous hover operations in/out of stands are equivalent to 2 x Air Taxiway operations
f
Stands may require increased spacing to that shown to allow for manoeuvring of helicopters
on the stands, either because there isnt through access or because there is a need to
manoeuvre helicopters to park them headed into wind.
g
Stands without through access, no part of the turning helicopter to overlap the adjacent stand
clearance and helicopter to come to rest parked centrally pointing perpendicular to the line of
stands.
Facility
Obstacle Restriction and Removal

7.
Figure 10-2 illustrates the airspace around rotary wing permanent bases that should be
maintained free from obstacles thus permitting safe helicopter operations. The obstacle
limitation surfaces are defined in Tables 10-4 Table 10-5, Table 10-6, Table 10-7 and the
limitation requirements are shown in Table 10-8.
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Figure 10-2 Rotary Wing Permanent Base Obstacle Limitation Surfaces
B
conical
inner horizontal
clearway
safety area transitional
A
take-off climb
approach
FATO
inner horizontal
conical
B
conical
inner horizontal
transitional
approach
take-off climb
Section A-A
clearway
FATO
safety area
approach
conical
inner horizontal
transitional
Section B-B
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Table 10-4 Obstacle Limitation Surfaces Dimensions & Slopes - Non-instrument & Nonprecision FATO (slopes measured in the vertical plane containing the surface centre-line)
Surface and
Dimension
APPROACH
Inner/outer edge
orientation
Inner edge width
Inner edge location
Sides (2) origin
First Section
Divergence
Length
Outer width
Slope
Second Section
Divergence
Length
Outer width
Slope
Third Section
Divergence
Length
Outer width
day
night
day
night
day
night
day
night
day
night
day
night
day
night
day
night
Slope
INNER HORIZONTAL
Height
Radius
CONICAL
Slope
Height
TRANSITIONAL
Lower edge location
MADS Issue 6
Non-Instrument (visual)
FATO
Non-Precision (instrument
Helicopter Performance
approach) FATO
Class
1
2
3
An inclined plane or combination of planes sloping upwards from the
end of the safety area and centred on a line through the FATO
centre see Figure 10-2.
Horizontal and approach
Horizontal and approach surface
surface
Safety area width
Safety area width
Safety area boundary
Safety area boundary
Safety area boundary centre- Safety area boundary centre-line
line elevation
elevation
Ends of inner edge
Ends of inner edge
10%
15%
245ma
245ma
49mb
73.5mb
8%a
10%
15%
245ma
245ma
49mb
73.5mb
8%a
10%
15%
245ma
245ma
49mb
73.5mb
8%a
10%
15%
10%
15%
10%
15%
16%
2500m
890m
3.33%
-
12.5% 12.5%
12.5%
parallel
parallel
parallel
15%
15%
15% Circular horizontal surface centred above a FATO to allow safe
visual manoeuvring.
45m
2000m
A surface sloping upwards and outwards from the inner horizontal
surface.
5%
55m
A complex surface along the side of the safety area and part of the
side of the approach surface, sloping upwards and outwards to the
inner horizontal surface or a pre-determined heightsee Figure 10-2.
The surface will be plane or curved depending on the FATO profile.
See Figure 10-2
Page 151 of 300
MADS
Lower edge elevation
a. Approach surface: equal to the elevation of the approach surface

at that point.
b. Safety area: equal to the elevation of the FATO centre-line
opposite that point.
Upper edge location
In the plane of the inner horizontal
surface.
Slope
50%
50%
50%
20%
Height
45m
45m
45m
45m
a
Slope and length enables helicopters to decelerate for landing while observing avoid areas.
b
The width of the inner edge should be added to this dimension.
c
Determined by the distance from the inner edge to the point where the divergence produces
a width of 7 x RD for day operations or 10 x RD for night operations.
d
7 x RD overall width for day operations or 10 x RD for night operations.
e
Determined by the distance from the inner edge to where the approach surface reaches a
height of 150m above the elevation of the inner edge.
Table 10-5 Obstacle Limitation Surfaces Dimensions & Slopes - Instrument (Precision
Approach) FATO (slopes measured in the vertical plane containing the surface centre-line)
3o Approach
6o Approach
Surface and Dimension
Height above FATO
Height above FATO
90m
60m
45m
30m
90m
60m
45m
30m
An inclined plane or combination of planes sloping upwards from the end
APPROACH SURFACE of the safety area and centred on a line through the FATO centre see
Figure 10-2.
Orientation of inner/outer
edges
surface
Safety area boundary centre-line
Safety area boundary centre-line
Elevation inner edge
elevation
elevation
Sides (2) origin
Ends of inner edge
Ends of inner edge
Length of inner edge
90m
90m
90m
90m
90m
90m
90m
90m
Distance from FATO end
60m
60m
60m
60m
60m
60m
60m
60m
Divergence each side to
25%
25%
25%
25%
25%
25%
25%
25%
height above FATO
Distance to height above
1745m 1163m
872m
581m
870m 580m 435m 290m
FATO
Width at height above
962m
671m
526m
380m
521m 380m 307.5m 235m
FATO
Divergence to parallel
15%
15%
15%
15%
15%
15%
15%
15%
sect
Distance to parallel
2793m 3763m 4246m 4733m 4250m 4733m 4975m 5217m
section
Width of parallel section 1800m 1800m 1800m 1800m 1800m 1800m 1800m 1800m
Distance to outer edge
5462m 5074m 4882m 4686m 3380m 3187m 3090m 2993m
Width at outer edge
1800m 1800m 1800m 1800m 1800m 1800m 1800m 1800m
Slope of 1st section
2.5%
2.5%
2.5%
2.5%
5%
5%
5%
5%
st
Length of 1 section
3000m 3000m 3000m 3000m 1500m 1500m 1500m 1500m
nd
Slope of 2 section
3%
3%
3%
3%
6%
6%
6%
6%
nd
Length of 2 section
2500m 2500m 2500m 2500m 1250m 1250m 1250m 1250m
Total length of surface
10000m 10000m 10000m 10000m 8500m 8500m 8500m 8500m
A surface sloping upwards/outwards from the outer limit of the transitional
CONICAL SURFACE
surface.
Slope
5%
5%
5%
5%
5%
5%
5%
5%
Page 152 of 300
MADS Issue 6
MADS
3o Approach
6o Approach
Surface and Dimension
Height above FATO
Height above FATO
90m
60m
45m
30m
90m
60m
45m
30m
Height
55m
55m
55m
55m
55m
55m
55m
55m
A complex surface along the side of the safety area and part of the side of
TRANSITIONAL
the approach surface, sloping upwards and outwards to a pre-determined
SURFACE
height see Figure 10-2. The surface will be plane or curved depending
on the FATO profile.
Lower edge location
See Figure 10-2
See Figure 10-2
a. Approach surface: equal to the a. Approach surface: equal to the
elevation of the approach surface elevation of the approach surface at
that point.
at that point.
Lower edge elevation
b. Safety area: equal to the elevation of
b. Safety area, equal to the
elevation of the FATO centre-line the FATO centre-line opposite that
point.
opposite that point.
Slope
14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% 14.3%
Height
45m
45m
45m
45m
45m
45m
45m
45m
Table 10-6 Obstacle Limitation Surfaces Dimensions & Slopes - Straight Take-off (slopes are
measured in the vertical plane containing the surface centre-line)
Surface and
Dimension
TAKE-OFF CLIMB
SURFACE
Inner/outer edge
orientation
Inner edge width
Inner edge location
(no clearway)
(clearway)
Sides (2) origin
First Section
Divergence
day
night
Length
day
night
Outer width
day
night
Slope
Second Section
Divergence
day
night
Length
day
night
MADS Issue 6
Instrument
Helicopter Performance Class
1
2
3
An inclined plane or combination of planes sloping upwards from the end of
the safety area and centred on a line through the FATO centre see Figure
10-2.
surface
Safety area width
Safety area width
Safety area boundary or edge of Safety area boundary or edge of clearway
clearway
Safety area elevation at
Safety area elevation at intersection of
intersection of take-off climb
take-off climb surface centre-line and inner
surface centre-line and inner
edge
edge
Elevation of highest ground on Elevation of highest ground on the
the clearway centre-line
clearway centre-line
Ends of inner edge
Ends of inner edge
10%
15%
4.5%*
10%
15%
245mb
245mb
49md
73.5md
8%b
10%
15%
245mb
245mb
49md
73.5md
8%b
parallel
parallel
10%
15%
10%
15%
parallel
1510m
a
a
c
c
30%
2850m
1800m
3.5%
Page 153 of 300
MADS
Surface and
Dimension
Outer width
Helicopter Performance Class
1
2
3
c
4.5%*
15%
15%
day
night
Slope
Third Section
Divergence
Length
Instrument
1800m
3.5%*
parallel
parallel
parallel
e
e
day
7640m
e
e
night
c
c
Outer width
day
1800m
c
c
night
Slope
15%
15%
2%
a
Distance from inner edge to point where divergence produces a width of 7 x RD for day operations
or 10 x RD for night operations.
b
Slope and length provides helicopters with an area to accelerate and climb while observing avoid
areas.
c
7 x RD overall width for day operations or 10 x RD overall width for night operations.
d
The width of the inner edge should be added to this dimension.
e
Determined by distance from the inner edge to where the surface reaches a height of 150m above
the elevation of the inner edge.
*
This slope exceeds the maximum mass OEI climb gradient of many currently operating helicopters
Table 10-7 Criteria for Curved Take-off Climb/Approach Area - Non-instrument Final Approach
and Take-offa
Facility
Requirement
A complex surface, containing the horizontal normals to its
Take-Off Climb/Approach
centre-line, sloping upwards from the end of the safety area
Surface
centred on a line passing through the centre of the FATO.
Inner/outer edge orientation Horizontal and approach surface.
Inner edge width
Safety area width.
Inner edge location
Safety area boundary or edge of clearway.
Safety area elevation at intersection of take-off climb surface
(no clearway)
centre-line and inner edge.
Elevation of highest ground on the clearway centre-line.
(clearway)
Directional change
As required (120o maximum).
Radius of turn on centre
270m.
b
Distance to inner gate
a. Performance Cl 1 helicopters 305m from end of safety
area/clearway.
b. Performance Cl 2/3 helicopters 370m from end of FATO.
Width of inner gate - day
night
Width of outer gate
Width of inner edge + 20% of distance to inner gate.

Width of inner edge + 30% of distance to inner gate.
day
Width of inner edge + 20% of distance to inner gate out to

minimum width of 7 x RD.
Width of inner edge + 30% of distance to inner gate out to
night
minimum width of 10 x RD.
Elevation of inner and outer Determined by the distance from the inner edge and the
gates
designated gradient(s).
Page 154 of 300
MADS Issue 6
MADS
Slopes
As given inTable 10-5 and Table 10-6.
Divergence
Total length of area
a
Where more than one turn is necessary in the total length of the take-off climb/ approach
area, the same criteria will apply for each subsequent turn except that the widths of the
inner and outer gates will normally be the maximum width of the area.
b
This is the minimum distance required prior to initiating a turn after take-off or completing
a turn in the final phase (it ensures that the portion of the surface between the inner edge
and 30m above the inner edge is straight).
Approach
Transitional
Inner
Horizontal
Take-Off
Climb
Precision Approach
Non-Precision Approach
Non-Instrument Approach
Conical
Surface
Table 10-8 Obstacle Limitation Requirements - Surface Level Rotary Wing Permanent Bases
Aircraft Picketing/Tie Down Requirements

8.
Information regarding aircraft picketing and tie down requirements are contained in
Chapter 9.
MADS Issue 6
Page 155 of 300
MADS
Annex 10A:
Domestic Helicopters Landing Sites (HLS)
Classification
1.
These regulations are designed to enable establishments to determine the criteria for
safety cover necessary for the operation of helicopters from domestic landing sites. A
Domestic Helicopter Landing Site (Domestic HLS) is defined as one available for the regular
movement of passengers and stores in peacetime. Fire cover for heliports operating
indigenous helicopters is defined in STANAG 3861. HLS used only in times of tension and
war may be considered as tactical sites and operated in accordance with ATP49f
UK Supp.
2.
All Domestic HLS establishments should be classified, and safety cover and lighting
provided, iaw Table 10-9 and Table 10-10. Classification should be based, in the first
instance, on frequency of use but other factors such as the type of helicopter commonly
using the site, the volume of passengers handled or the nature of stores moved, the location
of the site and its proximity to obstructions, or stores of flammable materials should be taken
into account. Units experiencing difficulty in classifying sites or requiring dispensation in the
safety cover required are to refer the matter to appropriate Aviation Duty Holder (DH).
3.
Domestic HLS should be constructed iaw this Annex, and marked iaw Figure 10-4.
Temporary Domestic HLS need not be marked for single helicopter operations if approved by
the officer authorising the flight and following a ground or air survey. The establishment of
temporary sites for multiple helicopter operations requires the prior approval of the
appropriate DH. Regardless of the status of a site, its use remains at the discretion of the
aircraft captain.
4.
All permanent Domestic HLS should be listed in the Royal Air Force Flight Information
Publication, Helicopter Landing Sites - United Kingdom (available from No 1 AIDU RAF
Northolt).
5.
The criteria for fire and rescue cover for Royal Helicopter Flights are not covered by
this instruction but are as directed by The Queens Helicopter Flight. Establishments should
refer the requirement for safety cover for Royal Helicopter Flights through the appropriate
DH.
Criteria
6.
Dimensions. The size of a domestic helicopter landing site will depend on many
factors. The type of helicopter to be operated, the size of any load to be lifted, etc; Figure
10-3 gives the maximum and minimum dimensions of a HLS. In the absence of definite
information on the type of helicopter to be operated, units should choose the large site.
Units wishing to construct sites smaller than the minimum should obtain approval from the
appropriate DH.
7.
Approaches. Ideally there should be obstruction-free approach and exit paths into
wind. The criteria below represent the minimum required to permit full flexibility in helicopter
operations. Approaches that do not meet these criteria may be acceptable depending upon
the nature of the operation undertaken; i.e. reciprocal exit may be acceptable in light wind
conditions.
a.
By Day. Within the selected approach and exit paths the normal maximum
obstruction angle to obstacles should not exceed 6 as measured from the landing
Page 156 of 300
MADS Issue 6
MADS
site to a distance of 500m (maximum obstacle height 52m (170ft) at 500m), iaw ATP
49f UK Supp.
b.
By Night. The selected approach and exit paths should contain a sector of not
less than 16 in azimuth measured from the landing point. The width of the approach
and exit paths should not be at least 50m, but should conform to the width of the
cleared to 0.6m area if this is greater than 50m. Within the selected approach/exit
paths, the maximum obstruction angle should not exceed 4 iaw ATP 49c, Vol 2, UK
Supp, and a glidepath indicator should be used. There are no restrictions on
obstruction angles outside the approach/exit paths but prominent obstructions should
be noted in the HLS Directory and lit where possible.
c.
It may be impossible to meet the approach criteria because of buildings, etc. If
this is the case, the appropriate DH should be consulted on the marking of
obstructions by day and night.
8.
Surfaces. The surface of the centre of the site should be even and sufficiently firm to
allow a fully loaded ground vehicle (0.25 ton for light helicopters, 3 tons for heavy
helicopters) to stop and start without sinking. The whole landing site should be cleared of
loose materials or piles of dust/sand, which could be blown up by the rotor blades. Landing
sites with sandy or dusty surfaces should be stabilised or covered by an agreed material
(metal matting, plastic membranes, log platforms, sealing with oil or water). Any snow on the
landing site should be removed and the site cleared of ice. Advice on the use of de-icers
suitable for aircraft operations may be obtained from Front Line Cmd (FLC).
9.
Slope of Ground. Ideally, the ground on the landing site should be level. Where a
slope is present it should be uniform.
a.
By Day. Slope should not exceed 7 (or 1 in 8) in any direction.
b.
By Night. A reverse slope (nose down) is not permitted. Forward and/or lateral
slopes should not exceed 3.
10. RADHAZ. The operation of helicopters in the vicinity of radiating aerials may present a
RADHAZ. Site operators should determine what (if any) precautions are necessary before
authorising flights.
11. Noise. Helicopters are frequently noisy and may cause distress to local inhabitants.
Noise abatement procedures should be designated if considered appropriate and details
entered in the Flight Information Publication.
Table 10-9 Daylight Operations
FREQUENCY OF
FLIGHTS
LANDING POINT
WINDSOCK
MADS Issue 6
GROUP 1
GROUP 2
GROUP3
Up to 20
flights per
month.
Maximum of
one flight per
15 minutes.
Surface may
be grass.
Located
adjacent to
site, clear of
buildings.
21 to 100 flights per month.

Maximum of one flight
per 5minutes.
101+ flights per month or

multiple landings if less
than 101 flights per
month.
Surface may be grass.
Surface should be
concrete or tarmac.
As Group 1
As Group 1
Page 157 of 300
MADS
FIRE COVER
MEDICAL COVER
RADIO
COMMUNICATIONS
LIGHTING
Refer to JSP
426 (Leaflet
14:5:2)
Nil.
Nil but pilots
will comply
with R/T
procedure in
'Helicopter
Landing Site
Directory'.
As Group 1
As Group 1
Doctor and ambulance at 5

minutes notice
As Group 1
As Group 2.
Nil.
Nil.
Nil.
Nil.
Site booking
required
through a
published
telephone
number.
As Group 1
PYROTECHNICS
SITE MOVEMENT
CO-ORDINATION
Nil for single aircraft

operations but a
nominated UHF or VHF
frequency should be
manned for multiple
aircraft operations
(frequency allocation
advice may be sought
from FLC)
Nil.
Red/green flares
available for use by Site
Co-ordinator but only if
site suitable.
As Group 1
Table 10-10 Additional Requirements for Night Operations
GROUP 1
Nil but site
availability may be
indicated by use of
flags (day) or
illuminated wands
(night) as follows:
MARSHALLER
Page 158 of 300
GROUP 2
As Group 1.
GROUP 3
Marshaller should have
completed a formal
course of training.
a.
Stand not less
than 100ft upwind of
site facing landing
area.
b.
Red or green
flag (wand) held
above head:
(1) Green flag
(wand) - clear to
land.
(2) Red flag
(wand) - Delay
landing.
MADS Issue 6
LIGHTING
NATO 'T' or
floodlighting.
Obstructions over 2
metres that lie within
preferred approach
and climb-out lanes
should be marked
with red obstruction
lights.
As Group 1
MADS
As Group 1
Markings and Cleared Areas

Figure 10-3 Maximum and Minimum Sizes for Domestic Helicopter Landing Site
Circle 1 = Hard surface

Circle 2 = Cleared to ground level.
Circle 3 = Free of obstructions over 2 ft (0.6m) high.
Note: The circles are not to be marked; only the 'H' and its surrounding box are to be
marked in white paint.
MADS Issue 6
Page 159 of 300
MADS

Figure 10-4 NATO Helipad Marking
Helipad markings should normally be provided on concrete or tarmac landing sites.
Helipad
size (F)
Pattern
line
width (C)
Border
edge
width (D)
13.0 - 18.0
18-0 - 24.0
24.0 - 30.0
30.0 - 45.0
1.0
1.3
1.5
2.0
0.40
0.60
0.60
0.75
Corner
edge
length
(E)
1.5
2.2
3.0
3.5
Dimensions in metres
A = 0.6 x F (maximum of 20 metres).
B = 0.5 x A
Page 160 of 300
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MADS
Chapter 11:
Visual Aids and Marking for Rotary Wing Permanent Bases
VISUAL AIDS FOR SURFACE LEVEL ROTARY WING PERMANENT BASES
1.
General. See Chapter 10 Para 1 for the applicability of these criteria and standards.
2.
Wind Direction Indicators. Rotary wing permanent bases should be equipped with
at least one wind direction indicator as detailed in Chapter 6 Para 2.
MARKINGS AND MARKERS
3.
General. Regulations governing the marking of fixed objects are contained in Chapter
6 Para 4.
4.
Rotary Wing Permanent Base Identification Marking. Rotary wing permanent base
identification marking should be provided as follows:
a.
Standard Helipad Identification. The identification marking should consist of a
letter H, white in colour, dimensioned as shown at Figure 11-1. The marker should
be located in the geometric centre of the helipad with the vertical bars of the letter H
parallel to the two opposite sides of the helipad and parallel to the approach direction.
b.
Hospital Identification Marking. The identification marking at hospitals should
consist of the letter H, red in colour, 3m high, located in the geometric centre of a
marking, made of a series of five, 3m squares, white in colour. The marking should be
located in the geometric centre of the defined helipad with the vertical bars of the H
parallel to the intended approach path; details are shown in Figure 11-2.
c.
Border Edge Marking. The border edge markings, at the corners and along the
edges, should define the periphery of the safe physical limits of the touchdown area,
and should be white in colour. Locations and dimensions of the edge markings are
detailed in Figure 11-1.
d.
Located within the FATO, at the geometric centre of the TLOF or when used in
conjunction with runway designation markings at each end of the area as shown on
Figure 11-3.
e.
The marking should consist of a letter H, white in colour. The dimensions
should be no less than those shown in Fig 11-1. Where the marking is used in
conjunction with the FATO designation markings, specified in para 0 its dimensions
should be in accordance with Figure 11-1 increased by a factor of 3.
f.
Markings should be orientated with the cross arm of the H at right angles to the
preferred final approach direction.
g.
In order to improve conspicuity on helipad surfaces that are light in colour, the
markings can be improved by outlining them with a black border of approximately 15cm
(6 ins). Additionally the hospital helipad border edge markings and the other markings
may be outlined with a red border of approximately 15cm (6 ins).
MADS Issue 6
Page 161 of 300
MADS

Figure 11-1 Standard Helipad Marking
Note: A solid border edge marking may be used in lieu of the segmented marking.
DIMENSIONS:
A = 0.6 F (maximum of 20m)

B = 0.5 A
Helipad Size
(F)
M - (FT)
13.0 - 18.0(40 - 60)
18.0 - 24.0(60 - 80)
24.0 - 30.0(80 - 100)
30.0 - 45.0(100 - 150)
Page 162 of 300
Pattern Line
(C)
M - (FT)
Border Edge
Width (D)
M - (FT)
Corner Edge
Length (E)
M - (FT)
1.0 - (3)
0.4 - (1.25)
1.5 - (4.5)
1.3 - (4)
0.6 - (2)
2.2 - (7)
1.5 - (4.5)
0.6 - (2)
3.0 - (10)
2.0 - (6)
0.75 - (2.5)
3.5 - (12)
MADS Issue 6
MADS
Figure 11-2 Hospital Identification Marking

3m
3m
1.8m
x
Obstacle
3m
Typically 2100
sector
x
0.4m
Figure 11-3 FATO Designation Marking

9m
6m
9m
6m
2.3m
5.
FATO Marking. Where the extent of the FATO is not self-evident, FATO marking
should be provided as follows:
a.
Located on the boundary of the FATO.
b.
Spacing:
(1) For a square or rectangle, at equal intervals of not more than 50m with at
least three markings on each side including markings at each corner; and
(2) For any other shaped area, including a circular area, at equal intervals of
not more than 10m with a minimum number of five markings or markers.
c.
A rectangular stripe with a length of 9m or one-fifth of the side of the FATO which
it defines and a width of 1m.
d.
White in colour.
e.
Typical layouts are contained in Figure 11-4 and Figure 11-5.
MADS Issue 6
Page 163 of 300
MADS
Figure 11-4 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases with
FATO Designation Marking
Final approach and

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

area.
Perimeter marking: white
line, 30cm wide.
Perimeter lights: green,
spaced equally apart
Page 164 of 300
MADS Issue 6
MADS
Figure 11-5 Typical Marking and Lighting of Surface Level Rotary Wing Permanent Bases with
FATO Designation Marking
6.
FATO Designation Marking. Where it is necessary to designate the FATO to the
pilot, a FATO designation marking should be provided as follows:
a.
Located at the beginning of the FATO as shown in Figure 11-3.
MADS Issue 6
Page 165 of 300
MADS
b.
It should consist of a runway designation marking as described in Chapter 6
Para 5, and as shown in Figure 11-3.
7.
Aiming Point Marking. At a rotary wing permanent base where it is necessary for a
pilot to make an approach to a particular point before proceeding to the TLOF, an aiming
point mark should be provided as follows:
a.
Located within the FATO.
b.
An equilateral triangle with the bisector of one of the angles aligned with the
preferred approach direction. The marking should consist of continuous white lines
with the dimensions conforming to those shown in Figure 11-6.
Figure 11-6 Aiming Point Marking
1m
Light
9m
8.
TLOF Marking. TLOF marking should be provided as follows:

a.
Located along the perimeter of the TLOF.
b.
Consist of a continuous white line with a width of at least that shown in Figures
11-1 and 11-7 (See Annex 10A for typical example).
Figure 11-7 Rotary Wing Permanent Base Identification Marking
TLOF
size in
metres
E
13-18
18-24
24-30
30-45
Line thickness
in metres
C
1.0
1.3
1.5
2.0
D
0.4
0.6
0.6
0.75
A = 0.6 E (maximum 20m)

B = 0.5 A
D
Page 166 of 300
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c.
TLOF marking is mandatory except where a helicopter approaches to a specific
point, within the FATO, identified by an aiming point marker and then air taxis to an
apron marked with multiple touchdown markings, as described in Para 9 each of which
is uniquely identified by a number conforming to the form and proportions of Figure 6-2
and a marker as described in Paras 44.e and 44.f. Where such a system is intended to
be used at night the touchdown marking should be lit as described in Para 18.
9.
Touchdown Marking. Where it is necessary for a helicopter to touch down in a
specific position, a touchdown marking should be provided as follows:
a.
Located, within a TLOF or on an apron, such that when a helicopter for which the
marking is intended is positioned, with the main undercarriage inside the marking and
the pilot situated over the marking, all parts of the helicopter will be clear of any
obstacle by a safe margin.
b.
Consist of a yellow circle and have a line a width of at least 0.5m.
10. Rotary Wing Permanent Base Name Marking. Where there is insufficient alternative
means of visual identification, a rotary wing permanent base name marking should be
provided as follows:
a.
Visible, as far as practicable, at all angles above the horizontal. Where an
obstacle sector exists the marking should be located on the obstacle side of the H
identification marking.
b.
Consist of the name or alphanumeric designator of the base as used in the R/T
communications.
c.
The characters of the markings should not be less than 3m in height and the
colour of the markings should contrast with the background.
d.
When intended for use at night or in poor visibility, the marking should be
illuminated, either internally or externally.
11. Marking for Taxiways. The specification for taxiway edge, taxiway centre-line and
runway-holding position markings, detailed in Chapter 6 Paras 11, 12 and 13, and on
taxiway markers contained in Chapter 6 Para 56 - 64, should be referred to for taxiways
intended for ground taxiing helicopters.
12. Air Taxiway Markers. An air taxiway should be marked with air taxiway markers as
follows:
a.
Located along the centre-line of the air taxiway and placed at intervals of not
more than 30m on straight sections and 15m on curved sections.
b.
The marker should be frangible and when installed should not exceed 35cm
above ground or snow level. The surface of the marker as viewed by the pilot should
be a rectangle with a height to width ration of approximately 3 to 1 and should have a
minimum area of 150cm2 as shown in Figure 11-7.
c.
The marker should be divided into three equal, horizontal bands coloured yellow,
green and yellow, respectively. If the air taxiway will be used at night, the markers
should be internally illuminated or retro-reflective. These markers should not be used
on helicopter ground taxiways.
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Figure 11-8 Air Taxiway Marker
Approx.
h/3
h
35cm
13. Air Transit Route Markers. When established, an air transit route should be marked
with air transit route markers as follows:
a.
Located along the centre-line of the air transit route and spaced at intervals of not
more than 60m on straight sections and 15m on curves.
b.
The marker should be frangible and when installed should not exceed 1m
above ground or snow level. The surface of the marker as viewed by the pilot should
be a rectangle with a height to width ration of approximately 1 to 3 and should have a
minimum area of 1500cm2 as shown in the examples of Figure 11-8
c.
The marker should be divided into three equal, vertical bands coloured yellow,
green and yellow, respectively. If the air taxiway should be used at night, the markers
should be internally illuminated or retro-reflective.
Figure 11-9 Air Transit Route Markers
1m
1m
Approx.
Approx.
l/3
l/3
Example A
Example B
LIGHTS
14. General. Guidance on the screening of non-aeronautical ground lights and the design
of elevated and inset lights is detailed in Annex 6B. In the case of rotary wing permanent
bases located near navigable waters, consideration should be given to ensuring that
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aeronautical ground lights do not cause confusion to mariners. As helicopters may come
very close to extraneous light sources, it is particularly important to ensure that, unless such
lights are navigation lights exhibited in accordance with international regulations, they are
screened or located so as to avoid direct or reflected glare. All elevated light fittings should
have frangible spigots or masts.
15. Rotary Wing Permanent Base Acquisition Beacon. A beacon should be provided
as follows:
a.
Where long range visual guidance is considered necessary and is not provided
by other means; or identification of the base is difficult due to surrounding lights.
b.
The beacon should be located on or adjacent to the rotary wing permanent base
preferably at an elevated position and so that it does not dazzle pilots at short range.
c.
The beacon should flash a coloured sequence of lights as follows: double peak
white flash and a single peak green and yellow.
d.
The flash rate will be 10-15 sequences of flashes per minute and the time
between each colour should be one third of the total sequence time.
e.
No beacon should be installed within 1.6km of any existing airport heliport
beacon.
f.
The beacon should be visible for a distance of 1.6km, in 1.6km, VMC daylight,
and 4.8km, VMC at night, both from an altitude of 915m above ground level.
g.
The beacon should be mounted a minimum of 15m above the rotary wing
permanent base surface and should be no closer than 122m and no further than
1067m from the rotary wing permanent base and should not be located between any
control tower and the rotary wing permanent base.
h.
The main beam of the light should be aimed a minimum of 5 above the
horizontal and should not produce light below the horizontal in excess of 1000
candelas. Light shields may be used to reduce the intensity below the horizontal in
order to prevent dazzle to pilots.
16. Rotary Wing Permanent Base Identification Beacon. Where a Rotary Wing
Permanent Base Identification Beacon is used the specification detailed in Chapter 6 Para 28
should be referred to.
17. FATO Lights. Where a FATO is established for night use, lights should be provided
as follows:
a.
Placed along the edges of the FATO.
b.
Uniformly spaced as follows:

(1) For an area in the form of a square or rectangle, at intervals of not more
than 50m with a minimum of 4 lights on each side including a light at each corner;
and
(2) For any other shaped area, including a circular area, at intervals of not
more than 5m with a minimum of 10 lights.
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c.
The lights should be fixed omni-directional lights showing white. Where the
intensity of the lights will be varied the lights should show variable white with a
minimum three stages of brilliancy.
d.
FATO lights on opposite sides of the FATO should be opposite each other.
e.
The light distribution of FATO lights should be as shown in Table 11-1. The
FATO lights should not exceed a height of 250mm above ground or snow level except
where the FATO is intended for lift-off and touchdown. Where elevated light fittings
would endanger helicopters operations the FATO lights should be inset.
f.
Typical layouts of FATO lights are detailed at Figure 11-4 and Figure 11-5.
Table 11-1 Light Distribution of FATO Lights
- 180
Elevation
30
10 cd
25
50 cd
20
100 cd
10
100 cd
5
100 cd
0
10 cd
Azimuth
+180
(White light)
18. Aiming Point Lights. Aiming point marking for night use should be provided as
follows:
a.
Aiming point lights should be inset and should be collocated with the aiming
point marking.
b.
They should form a pattern of at least 6 omni-directional white lights as shown in
Figure 11-6.
c.
19.
The light distribution of aiming point lights should be as shown in Table 11-1.
TLOF Lights. TLOF lighting should be provided as follows:

a.
TLOF perimeter lights should be placed along the edge of the area designated
for use as the TLOF or within a distance of 1.5m from the edge. Where the TLOF is a
circle the lights should be:
(1) Located on straight lines in a pattern which will provide information to pilots
on drift displacement; and
(2) Where (1) is not practicable, evenly spaced around the perimeter of the
TLOF at the appropriate interval except that over a sector of 45 the lights
should be spaced at half spacing.
b.
TLOF perimeter lights should be uniformly spaced at intervals of not more than
5m. A minimum of 5 lights per side of a square or rectangular TLOF including a light at
each corner is required. For a circular TLOF, where the lights are installed in
accordance with Sub Paras (1) and (2) in Para a above there should be a minimum of
14 lights.
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c.
TLOF perimeter lights should be fixed omni-directional lights showing green.
Where the intensity of the lights should be varied the lights should show variable
green with a minimum of 3 stages of brilliancy.
d.
TLOF perimeter lights on opposite sides of the TLOF perimeter should be
opposite each other.
e.
The light distribution of TLOF perimeter lights should be as shown in Table 11-2.
f.
The TLOF perimeter lights should not exceed a height of 250mm above ground
level. If snow accumulations of 30cm or more are frequent, the mounting height may
be increased to 60cm maximum above the ground.
g.
Where elevated light fittings would endanger helicopter operations the TLOF area
perimeter lights should be inset
h.
A typical layout of TLOF lights is detailed at Figure 11-4, Figure 11-5 and Figure
11-9.
Figure 11-10 Typical Marking and Lighting of Surface Level Rotary Wing Permanent
Bases without FATO and FATO Designation Markings
Min 5 lights 4 equal spaces (max
)
1.5m max
20. Landing Direction Lights. Where it is desirable and practicable to indicate a

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

Table 11-2 Light Distribution of Landing Direction Lights
Elevation (E)
Elevation
30o
3 cd
20o E 90o
3 cd
25o
15 cd
13o E 20o
8 cd
20o
25 cd
10o E 13o
15 cd
10o
25 cd
5o E 10o
30cd
5o
15 cd
2o E 5 o
15 cd
0o
3 cd
- 180o Azimuth
+180o
- 180o Azimuth
+180o
TLOF Lights (Green)
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Landing Direction Lights (Yellow)
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Figure 11-11 Landing Direction Lights
Edge of heliport
Perimeter lights, TLOF or

FATO
Landing direction
light
Centre-line of heliport
Start of landing
direction lights 7.5m
from perimeter lights
6 lights spaced
equally 4.5m
apart
21. Approach Direction Lights. Approach direction lights should only be used in
conjunction with landing direction lights as follows.
a.
The system should be located in a straight line along the preferred direction of
approach, on one or more of the centre-lines, perpendicular to the FATO lights or
TLOF lights as appropriate.
b.
The system should consist of 2 rows of elevated light fittings, one row 1.3m
either side of the centre-line extended in the direction of approach. Each row should
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be spaced 15m apart over a length of 60m, with the first row located 37.5m from the
centre-line of the row of perimeter fittings. See Figure 11-11) for layout.
c.
The lights should be mounted on frangible structures.
d.
The light fittings should be mounted in a horizontal plane or follow the slope of
the finished grade. Where a deviation in the axis of the light beam is necessary a
tolerance of plus 2% or minus 1% in the longitudinal slope is permitted.
e.
Where a slope is established for the landing direction lights in line with the
approach direction lights, the same slope should be continued for the approach
direction lights.
f.
The lights should be fixed omni-directional lights showing white. Where the
intensity of the lights should be varied the lights should show variable white with a
minimum of three stages of brilliancy.
g.
The light distribution of approach direction lights should be as shown in Table
11-3.
Table 11-3 Light Distribution of Approach Direction Lights
Elevation
- 180o
15o
25 cd
90
250 cd
6o
350 cd
5o
350 cd
2o
250 cd
0o
25 cd
Azimuth
+180o
(White light)
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Figure 11-12 Approach Direction Lights
Landing
direction
lights
37.5m
7.5m
15m
Approach lights five

pairs equally spaced
at 15m intervals
1.3m
2.6m
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22.
Taxiway Lights. Taxiway lights are covered in Chapter 6 Para 37 38.
23. Air Transit Route Lights (Hoverlane). Where a requirement exists for the movement
of helicopters between points which are inadequately served by suitable routes for surface
movement, hoverlanes, as shown in Figure 11-12, may be established for safe operation at
night and during periods of low visibility. Where such hoverlanes are established they
should be lighted as follows:
a.
Hoverlane lighting should be installed between the first and last points of surface
movement. It should consist of a line of alternate green and yellow lights installed
along the centre-line of the hoverlane, commencing with green and terminating with
yellow. The spacing of the lights should be 15m on curves and 30m on straight
routes. Consideration should be given to selecting filter types or lamp sizes, which will
provide the most consistent level of light output by the different coloured lights. The
use of hoods that control the direction of light should be considered to avoid confusion
with other heliport lights.
b.
Where a hoverlane terminates at an apron or other area not intended for own
power operation, the hoverlane should be terminated with a terminating bar consisting
of three unidirectional red lights spaced at 4.5m centred on and perpendicular to the
hoverlane centre-line. The terminating bar should be placed at the beginning of the
apron area.
c.
The lights should be fixed omni-directional lights showing green, yellow or red as
applicable. Where the intensity of the lights should be varied the lights should show
variable light with a minimum of three stages of brilliancy.
d.
Hoverlane lights should be mounted on frangible fittings and should be located
as near to the ground as possible.
e.
The lights should not exceed a height of 250mm above ground level. Where
elevated light fittings would endanger helicopter operations the hoverlane lights are to
be inset.
f.
The light distribution of the lights should be as shown in Table 11-2.
g.
In operational areas the mounting height above ground should not exceed 1.2m.
h.
Outside of operational areas and where the 1.2m height limit is not practicable
the mounting of the floodlight should be kept to a minimum height.
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Figure 11-13 Heliport Hoverlane Lighting
HELICOPTER PARKING
MAINTENANCE AND PARKING APRON
HELICOPTER PARKING
Y
15m (50 ft)
min.
G
Y
G
LEGEND
R
RED LIGHT IN TERMINATING BAR
YELLOW HOVERLANE LIGHT
G GREEN HOVERLANE LIGHT
24.
TLOF Floodlighting. Where floodlighting is installed the following restrictions apply:

a.
Floodlights should be located no closer than 15m from the edges of the base, in
pairs on opposite sides of the base and in a position parallel to the normal direction of
approach. See Figure 11-13 for layout.
b.
Where floodlights are installed for the purpose of illuminating a base, they should
be aligned to uniform illumination.
c.
Where floodlights are installed for illuminating areas other than the base, the
configuration may be as required for the purpose.
d.
Floodlights should be mounted on frangible fittings and should be located as
near to the ground as possible.
e.
In operational areas the mounting height above ground should not exceed 1.2m.
f.
Outside of operational areas and where the 1.2m height limit is not practicable
the mounting of the floodlight should be kept to a minimum height.
g.
A small obstruction light should be mounted on the top of each floodlight visible
from above and at ground level from any direction around the floodlight. The
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obstruction light should produce a red non-glare light having an intensity between 0.5
and 7.5 candelas.
h.
Floodlights, except for the light emitted by the obstruction light, should have no
upward component of light output, the entire light output being directed below the
horizontal.
i.
Provision should be made for the adjustment of the elevation of the floodlight
beam after installation. The adjustment should provide movement of the axis of the
projected beam from 1 above the plane to 5 below the horizontal reference plane.
Figure 11-14 TLOF Floodlighting
7.5m (25ft)
3.75m (12.5ft)
3.75m (12.5ft)
7.5m (25ft)
15m (50ft)
25. Visual Glide Slope Indicators. A visual glide slope indicator system should be
provided to serve the approach to a base where one or more of the following conditions exist,
especially at night:
a.
Obstacle clearance, noise abatement or traffic control procedures require a
particular approach slope angle to be flown.
b.
The environment of the rotary wing permanent base provides few visual clues.
c.
The characteristics of a particular helicopter require a stabilised approach.
d.
The preferred systems are APAPI or HAPI.
26. Obstacle Protection Surface. An obstacle protection surface should be established

when it is intended to provide a visual approach slope indicator system. The characteristics
of the obstacle protection surface, i.e. origin, divergence, length and slope should
correspond to those shown in Table 11-4 and Figure 11-14. New objects or extensions of
existing objects should not be permitted above an obstacle protection surface except when,
in the opinion of the appropriate authority, the new object or extension would be shielded by
an existing immovable object. Existing objects above an obstacle protection surface should
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be removed except when, in the opinion of the appropriate authority, the object is shielded by
an existing immovable object, or after an aeronautical study it is determined that the object
would not adversely affect the operations of helicopters. Where an aeronautical study
indicates that an existing object extending above an obstacle protection surface could
adversely affect the safety of operations of helicopters one or more of the measures detailed
in Para 27 should be taken.
Table 11-4 Dimensions and Slopes of Obstacle Protection Surface
Surface and dimensions

Length of inner edge
Distance from edge of FATO
Divergence
Total length
Slope
Non-instrument FATO
Width of safety area
3m minimum
10%
2,500m
PAPI
Aa - 0.57o
HAPI
Ab - 0.65o
a
as indicated in ICAO Annex 14, Vol 1, Figure 5-20
b
The angle of the upper boundary of the "below slope" signal
Non-precision FATO
Width of safety area
60m
15%
2,500m
Aa - 0.57o
Ab - 0.65o
Figure 11-15 Characteristics of Obstacle Protection Surface
A
Divergence
FATO
Approach surface inner edge
Obstacle protection
surface, dimensions in
Table 11-4
Obstacle protection
surface, dimensions in
Table 11-4
Origin
Downwind edge
Approach surface inner edge
Section A-A
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27.
Visual Alignment Guidance System

a.
A visual alignment guidance system should be provided to serve the approach to
a rotary wing permanent base where one or more of the following conditions exist
especially at night:
(1) Obstacle clearance, noise abatement or traffic control procedures require a
particular approach slope angle to be flown.
(2) The environment of the rotary wing permanent base provides few visual
clues.
(3)
It is physically impractical to install an approach lighting system.
b.
Where an aeronautical study indicates that an existing object extending above an
obstacle protection surface could adversely affect the safety of operations of
helicopters and one of the following options is not practicable:
(1)
Raising the approach slope of the system.
(2) Reducing the azimuth spread of the system so that the object is outside the
confines of the beam.
(3) Displacing the axis of the system and its associated obstacle protection
surface by no more than 5.
(4)
Displacing the FATO.
c.
The visual alignment guidance system should be located such that a helicopter
is guided along the prescribed track towards the FATO. It should be located on the
downwind edge of the FATO and aligned along the preferred approach direction. The
light units should be frangible and mounted as low as possible. Where the lights of the
system need to be seen as discreet sources, light units should be located such that at
the extremes of the system coverage the angle subtended between the units as seen
by the pilot should not be less than 3 minutes of arc. The angles subtended between
light units of the system and other units of comparable or greater intensities should
also not be less than 3 minutes of arc. These requirements can be met for lights on a
line normal to the line of sight, if the light units are separated by 1m for every kilometre
of viewing range.
d.
The signal format of the alignment guidance system will include a minimum of 3
discrete signal sectors providing "offset to the right", "on track" and "offset to the left"
signals. The divergence of the "on track" sector of the system should be as shown in
Figure 11-16. The signal format should be such that there is no possibility of
confusion between the system and any associated visual approach slope indicator or
other visual aids; it should be unique and conspicuous in all operational environments.
The system should avoid the use of the same coding as any associated visual
approach slope indicator. It should not significantly increase the pilot workload. In the
event of the failure of any component affecting the signal format, the system should be
automatically switched off.
e.
The useable coverage of the visual alignment guidance system should be equal
to, or better than, that of the visual approach slope indicator system, with which it is
associated. The characteristics of the obstacle protection surface specified in Table
11-4 and Figure 11-15 should apply equally to the system.
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Figure 11-16 Divergence of the "On Track" Sector
1o
1
1o
FATO
FATO
1o
Example A
Example B
f.
A suitable intensity control should be provided, with a minimum of 3 stages of
brilliancy, so as to allow adjustment to meet the prevailing conditions and to avoid
dazzling the pilot during approach and landing. It should be capable of adjustment in
azimuth to within 5 minutes of arc of the desired approach path. The angle of
azimuth guidance system should be such that during an approach the pilot of a
helicopter at the boundary of the "on track" signal will clear all objects in the area by a
safe margin. The light units should be so designed that deposits of condensation, ice,
dirt, etc, on the optically transmitting or reflecting surfaces will interfere to the least
possible extent with the light signal and will not cause spurious or false signals to be
generated.
28.
Abbreviated PAPI Systems (APAPI)

a.
The APAPI system consists of 2 PAPI light units positioned on the left side of the
helipad, on the lateral centre-line of the helipad at 90 degrees to the approach
direction. The inner unit should be positioned at l0m from the helipad left edge, and
the outer unit at a distance of 6m from the inner unit.
b.
The APAPI system should be constructed and mounted as low as possible, with
a tolerance of plus or minus 30cm, within the centre of the helipad elevation. The units
should be light in weight and on frangible mounts. Each PAPI unit Systems should
conform to the specification contained in Chapter 6 Para 30 and Annex 6C except that
the on slope sector of the system should be increased to 45 minutes.
c.
The vertical colour sectors for a 6 degree approach slope with an APAPI system
are:
(1)
Above course
6.5 or more
(2)
On course
6.0
(3)
Below course
5.5 or less
29. HAPI Systems. The HAPI system consists of one light unit which is located forward of
the base on the extended centre-line. The system should conform to the following:
a.
It should be constructed and mounted as low as possible, and be sufficiently
light in weight and frangible so as not to constitute a hazard to helicopter operations.
b.
The signal format is shown in Figure 11-17.
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Figure 11-17 Signal Format of HAPI System
Sector
Above
On slope
Slightly below
Below
Format
Flashing green
Green
Red
Flashing red
Flashing
green-above
Approach slope
Green-on
slope
Red-slightly
below
Flashing redbelow
c.
The unit should be so designed to minimise spurious signals between signal
sectors and at the azimuth coverage limits.
d.
The signal repetition rate of the flashing sector should be at least 2Hz, with an
on-to-off ratio of the pulsing signals set at 1:1 and a modulation depth of at least 80%.
e.
The angular size of the "on-slope" sector should be 45 minutes.
f.
18.
The light intensity of the red and green sectors should be as shown in Figure 11-
g.
Colour transition in the vertical plane should be such as to appear to an observer
at a distance not less than 300m to occur within a vertical angle of no more than three
minutes.
h.
The transmission factor of the red or green filter should not be less than 15% at
maximum intensity setting.
i.
At full intensity the red light should have a Y-co-ordinate not exceeding
0.320 and the green light should be within the boundaries specified in ICAO
Annex 14, Vol 1, Appendix 1, 2.1.3.
j.
A minimum of 3 levels of intensity control should be provided.
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Figure 11-18 Light Intensity of HAPI System
Elevation
9000 cd
6375 cd
3750 cd
1875 cd
375 cd
Green
3o
Red
2o
375 cd
4o
1875 cd
3750 cd
6o
6o
9o
12o
15o
Azimuth
80
6375 cd
9000 cd
10o
k.
The system should be capable of adjustment in elevation at any desired angle
between 10 and 120 above the horizontal with an accuracy of 5 minutes of arc.
l.
The angle of elevation setting should be such that during an approach, the pilot
of a helicopter observing the upper boundary of the "below slope" signal will clear all
objects in the approach by a safe margin.
m.
The system should be so designed that:

(1) In the event that the vertical misalignment of the unit exceeds 0.5o ( 30
minutes), the system will switch off automatically; and
(2) If the flashing mechanism fails, no light will be emitted in the failed flashing
sector(s).
n.
The light unit of the HAPI should be so designed that deposits of condensation,
ice, dirt, etc, on the optically transmitting or reflecting surfaces will interfere to the least
possible extent with the light signal and will not cause spurious or false signals to be
generated.
o.
A suitable intensity control should be provided, with a minimum of 3 stages of
brilliancy, so as to allow adjustment to meet the prevailing conditions and to avoid
dazzling the pilot during approach and landing.
p.
The vertical colour sectors for HAPI are:

(1)
Above course
> 6.75
(2)
On course
6.0 to 6.75
(3)
Slightly low
4.50 to 5.50
(4)
Below course
<4.50
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30. Apron Floodlighting. Where Apron Floodlighting is used on a heliport the

specification detailed in Chapter 6 Para 44 should be referred to.
31.
Obstacle Lights. Obstacle lights are covered in Chapter 7.
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Chapter 12:
Classification and Selection of Temporary/Tactical Airfields
Definition
1.
A Temporary Airfield or Temporary Landing Zone (TLZ) is defined as a natural, semiprepared or prefabricated strip with surface, slope, dimensions, load bearing capacity and
clearance from obstruction sufficient to allow suitably trained crews to land and take-off
aircraft safely in specified weather conditions. A particular temporary airfield may be limited
to day use only, to specified maximum landing and take-off weights and/or to a maximum
number of aircraft movements. A paved surfaced (disused) runway may also be used as a
Temporary Airfield. All staff that deal with TLZs on a daily basis are based in the Hercules
Force HQ at RAF Brize Norton with overall control retained at HQ 2 Gp. All other current
temporary landing zone information is contained in the Section 3 of the Tactical Air Transport
Operations Manual (TATOM) , which uses FLY 2000 as the reference document.
Classification
2.
A Temporary Airfield may be established for purposes ranging from a single aircraft
infiltration/exfiltration sortie to large logistical operations involving many aircraft movements.
There are 4 types of Temporary Airfields or TLZs:
a.
Battle
(1) Location. Situated in an operational area close to the battle area utilising
natural terrain or existing facilities.
(2) Criteria. To meet the minimum military operating standards required by
the user aircraft operating at their maximum performance.
(3) Engineer Effort. Little or no engineering work will be done.
Reconnaissance may well be limited, but where possible it will be done by a joint
RE/RAF team.
(4)
Facilities. Normally none.
(5) Usage. Short term. It will usually be suitable for only one aircraft at a time
and for only a few movements.
(6) Acceptance. Decided by the appropriate air commander. The decision is
based on the acceptable operational risk level, the need for the accomplishment
of the mission and any airfield engineer advice available.
b.
Forward
(1) Location. Usually to the rear of the operational area utilising natural terrain
or existing facilities.
(2) Criteria. To meet the minimum military operating standards required by
the user aircraft operating at their maximum performance.
(3) Engineer Effort. The full survey by a joint RE/RAF reconnaissance team
will aim to minimise the engineer effort required.
(4) Facilities. Minimal, but an apron will be provided to allow turn-round for
Tactical Air Transport (Tac AT) aircraft and to enable several aircraft to be on the
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ground at the same time. Also provides dispersal and refuelling facilities for close
support aircraft.
(5) Usage. For the delivery of substantial payloads over a period of up to one
month and/or 6000 aircraft movements.
(6) Acceptance. Provided criteria for aircraft performance and usage
requirements are met.
c.
Support
(1) Location. Normally in the theatre but outside the operational area
probably based on an existing civil or military airfield.
(2) Criteria. To meet defined criteria required by the user aircraft. Operations
to military operating standards will not be required.
(3) Engineer Effort. Construction and/or extension or repair of existing
facilities may be required to provide for sustained all weather usage. An initial
reconnaissance will be made by a joint RE/RAF team. A further detailed
engineer reconnaissance may be necessary.
(4) Facilities. All weather operations and all normal airfield services will be
provided for the turnround, dispersal and refuelling for all the user aircraft.
(5) Usage. Sustained all weather operations enabling the continuous delivery
of substantial payloads for a period of up to 6 months and for 10,000 aircraft
movements, of which one third are of the critical aircraft type.
(6) Acceptance. Provided criteria for aircraft performance and usage
requirements are met.
d.
Special Forces
(1)
Location. In enemy occupied, denied or unsecured territory.
(2) Criteria. To meet military operating standards required by user aircraft.

Precise criteria cannot be defined for air strips in this category. However, they
will be based upon the aircraft's short take off and landing (STOL) or military
operating standards performance.
(3)
Engineer Effort. Unlikely to require any engineering work.
(4)
Facilities. None.
(5) Usage. Normally for only one aircraft at a time and for a very few
movements.
(6) Acceptance. Decided by the appropriate air commander. The decision is
based upon the acceptable operational risk level and the need for the
accomplishment of the mission.
3.
Typical examples of the different types of temporary airfield are illustrated at Annex
12A.
4.
It is not anticipated that many tactical airfields will be developed through the categories
of Battle to Forward to Support. The Battle air strip will be the exception rather than the rule
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and only a small minority of Forward airfields will be developed to become Support airfields.
Some air strips will be used exclusively by aircraft involved in Special Forces operations.
5.
Helicopter Landing Sites. Helicopter landing sites may be required at all Tactical
Transport airfields and at other locations.
6.
Harrier Sites. Sites for the Harrier force will be required in the forward area. During
exercises and war some or all of the following facilities will be needed at all sites. Details on
the construction of these facilities can be found in Military Engineering Volume XIX (ME Vol
XIX):
a.
Aircraft hides.
b.
Taxi tracks and hide floors.
c.
Forward operating pads (FOPs).
d.
Short take-off strips.
e.
Fuel tank sites with access tracks.
f.
Engine test pads (ETPs).
g.
Jack support pads.
SELECTION
7.
The selection of a suitable site for a tactical airfield should be based on the following
factors:
a.
Tactical Requirement. The site should be as close as possible to the area
where the troops and/or supplies are required, with due consideration being given to
the operational situation and the urgency of the mission set against the likelihood of
hostile action rendering the site unusable.
b.
Flying Safety Considerations. In order to ensure a reasonable safety margin to
allow for piloting inaccuracies and mechanical failure, the area surrounding the
proposed site should be free from:
(1) The likelihood of enemy ground fire in the circuit and in the approach and
departure lanes.
(2) High ground, tall trees, radio masts, buildings, pylons or power cables in
the approach and departure lanes.
(3)
Uncontrolled roads or railways close to the end of the strip.
(4) The strip should be as level as possible, both laterally and longitudinally,
the surface free from ditches, obstacles and water. For flying safety
considerations it should be easily identified from the air, but this should be
balanced against the tactical situation which may dictate that the site should be
concealed from aerial surveillance.
c.
Aircraft Performance Considerations. Each individual sortie will require the
aircraft performance capabilities to be determined from the appropriate Operating Data
Manual (ODM). This will dictate whether the strip is operable and the maximum aircraft
weight permissible.
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d.
Engineering Considerations. Where possible, the site should be selected to
minimise the engineering effort required. There should be good natural drainage of
the site and easy access for vehicles.
SITE RECONNAISSANCE
General
8.
Acceptance of a particular site as a temporary airfield is the responsibility of the RAF
and will normally be based on the recommendations of a reconnaissance report submitted by
a joint RE/RAF reconnaissance team. On the reconnaissance, the site should be
considered in 3 separate areas:
a.
Manoeuvring Area. This comprises those areas which may be traversed by the
aircraft wheels which are:
(1)
Runway
(2)
Turning-circles
(3)
Overruns
(4)
Taxiway(s)/Taxitracks
(5)
Apron(s)/Dispersals
(6) The hard shoulder on both sides of the runway and taxiway and
surrounding the apron.
b.
Clear Areas. These comprise those areas over which parts of the aircraft may
pass when the aircraft wheels are traversing the manoeuvring area and extend a
specified distance beyond the hard shoulder for the entire length of the runway,
overruns and taxiway on both sides and beyond the hard shoulder around the apron.
c.
Lateral Safety Zone and Clear Zones. These are areas which may be overflown
by aircraft landing, taking off or over shooting. The lateral safety zone extends for a
specified distance beyond the edge of the clear area for the whole length of the runway
and should be free of all obstacles above a certain height for the total length of the
runway and overruns. The clear zones extend into the approach zone and should be
clear of obstacles over a specified height above the take-off surface level.
9.
Other Aspects. The reconnaissance team should also consider:

a.
An area for air portable fuel containers on Forward and Support temporary
airfields.
b.
Weapon storage area.
c.
Vehicular access to the airfield, particularly the apron, dispersals and the fuel and
weapon storage areas.
d.
Physical security.
e.
Water Supply.
f.
Support facilities for ground personnel.
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Future Developments
10. When conducting the reconnaissance and before applying the criteria for any particular
type of temporary airfield, due consideration should be given to the possibility of it being
improved into another type of temporary airfield. This applies in particular to the selection of
gradients.
Criteria
11. An illustration of the criteria terms is at Figure 12-1. The criteria for all aspects of
temporary airfields are detailed in Chapter 14 of this publication.
Figure 12-1 Illustration of Criteria Terms
Lateral Safety Zone

Clear Area
Shoulder
Over
Run
Runway
Clear Zone
Approach Zone
Shoulder
Clear Area
Lateral Safety Zone
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Annex 12A: Types of Temporary/Tactical Airfields

Figure 12-2 Typical Battle Temporary Airfield
Figure 12-3 Typical Forward Temporary Airfield
Figure 12-4 Typical Support Temporary Airfield
Runway
Overrun
Taxiway
Apron
Fuel Container
Area
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Chapter 13:
Criteria for Temporary/Tactical Airfields
APPLICATION OF CRITERIA
1.
It should be noted that the criteria quoted in this publication are minima (except for
gradients which are maxima) and are not necessarily the actual requirement for the
conditions prevailing. Any local relaxation of criteria to meet especially difficult conditions
should be agreed by the appropriate air commander.
2.
The aircraft data that should be used when determining the manoeuvring area criteria
are:
a.
Wing span
b.
Length
c.
Wheel track
d.
Minimum ground turning circle
e.
Aircraft Classification Number (ACN), where there is a rigid or flexible pavement.
Single Wheel Load (SWL), or Aircraft AUW where there is no paved surface.
f.
Data sheets for selected aircraft are at Annex 13A.
DIMENSIONAL CRITERIA
3.
General. Dimensional criteria, gradients and the required ground strength for a Tac AT
airfield are tabulated at Annex 13B. The maximum longitudinal and transverse gradients are
shown diagrammatically at Annex 13B.
4.
Specimen Dimensioned Airfield Layout. Figure 13-4 shows a specimen dimensional
layout for a Tac AT airfield. The position of the apron may be moved to suit local
topographical conditions. Taxiways need not necessarily enter the apron as shown provided
that clear zone criteria are not infringed. Drainage ditches, if required should be sited along
the outer edges of runway shoulders and not less than 20 ft (6.1m) from the outer edges of
aprons or taxiways. Where an apron and taxiways are not provided a turning circle should
be provided at the ends of the runway.
5.
Determination of Runway Lengths.

a.
Take-off or landing runs required should normally be determined from the
Operating Data Manual (ODM) of the aircraft concerned for zero wind conditions using
the ambient pressure and temperature appropriate to the site.
b.
The length of the runway determined from the aircraft ODM in accordance with
Chapter 14 Para 5 above using the prevailing conditions, should be based on the
distance required for the aircraft to land from a height of 50 ft (15.2m) over the runway
end, or to gain a height of 50 ft (15.2m) at the end of the TODA on take-off, whichever
is the greater.
c.
Additional field length factors should be applied where the runway surface is
contaminated by either, water, snow or ice. Where these factors are not given in the
ODM they should be advised by the RAF.
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6.
Soft Surfaces. The extra drag imposed by operating on soft surfaces increases the
take-off length required. Where available, separate lengths are given in the ODM for
operations from natural surfaces. The factors for contamination given in the ODM can only
be applied to paved surfaces. Providing a natural surface is strong enough to support the
aircraft (ie has sufficient CBR for the weight) the question of ruts is not a considered factor.
As a further guide, when the observed take-off distance of aircraft using a soft surface has
increased to 50% over the ODM figure for hard surfaces, the runway should be closed for
further evaluation and possible improvement.
7.
Runway Width. Runway width is based on the safety requirement for flying in reduced
visibility and the lateral stability of the particular aircraft. For day operations from a tactical
airfield the minimum width is 60 ft (18.29m) although 120 ft (36.58m) is desirable if
circumstances permit. The minimum runway width is also dependent upon cross-wind and
wheel track. A good "rule of thumb" for the minimum runway widths of dry runways is:
Cross-Wind Component
Minimum Runway Width
Up to 10 kts
Aircraft wheel track plus 20 ft (6.1m)
Up to 20 kts
Up to 25 kts
8.
Based on this criteria, a 60 ft (18.3m) runway should be satisfactory for the aircraft listed
at Annex 13A provided the runway surface is dry and the cross-wind component does not
exceed 15 kts. Operations in cross-winds greater than 15 kts should be approached with
caution. When the runway is man marked the minimum width for C130 operations is 90 ft
(27.4m).
9.
10.
11.
Runway Shoulders
a.
Width 10 ft (3.05m).
b.
Length: To extend for the full length of the runway and overruns.
Runway Clear Area

a.
Width: 35 ft (10.67m).
b.
Length: To extend for the full length of the runway and overruns.
Runway Lateral Safety Zone

a.
Width: 75 ft (22.86m).
b.
Length: To extend for the full length of the runway and connect with the
extremities of the outer width of the clear zone.
12.
Runway Clear Zone

a.
Inner Width: 150 ft (45.72m).
b.
Outer Width:
(1)
Battle and Special Forces: 300 ft (91.44m).
(2)
Forward and Support: 500 ft (152.4m).
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c.
13.
Length: 500 ft (152.4m).
Runway Approach Zone

a.
14.
MADS
Inner Width at Limit of Clear Zone:

(1)
(2)
b.
Outer width: 2 nm (3.7km).
c.
Length: 3.73 nm (6.91km) from end of runway.
Overruns
a.
Width: 60 ft(18.29m) or the same width as the runway if that is greater than 60 ft.
b.
Length:
(1)
(2)
15. Turning Circles. The size of a turning circle is based on the turning capability of the
aircraft using the runway. Minimum possible aircraft turning circles should not be used
because of the risk of damage to undercarriage or tyres or to the runway surface. The Air
Staff should advise on the diameter required. For Tac AT aircraft it will be in the order of
140 ft (42.67m) diameter. When a loop taxiway is provided to the apron at both ends of a
runway a turning circle is not normally needed. Where a single taxiway is provided to an
apron at one end of the runway this also negates the need for a turning circle at that end.
Where provided, turning circles can be considered as part of the overrun.
16. Taxiways. The provision of a taxiway allows rapid clearance of the runway and aircraft
circulation between the runway and aprons. Their dimensional criteria are:
a.
Width of straight section.

(1)
Battle and Forward: 30 ft (9.14m).
(2)
Support: 36 ft (10.97m).
b.
Turning Radii. 70 ft (21.34m). The size of fillets required where the taxiway
joins the runway and aprons should be related to the turning circle of the aircraft. The
exception to this is when AM-2 airfield matting is used as the surface and no fillets are
provided see Chapter 15.
c.
Distance from Runway Centre Line to Edge of Taxiway Shoulder: 246ft
(74.98m).
17.
18.
Taxiway Shoulders
a.
Width: 10 ft (3.05m).
b.
Length: To extend for the entire length of the taxiway.
Taxiway Clear Area
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a.

Width: 65 ft (19.81m).
b.
Length: To extend for the entire length of the taxiway and connect to the clear
area of the runway and aprons.
19.
Apron
a.
An apron is a prepared area or marked area for parking aircraft when they are
being loaded, unloaded, refuelled or serviced. It may be possible to use a single apron
for all these functions or it may be necessary to separate the aircraft servicing from the
air movements function.
b.
The dimensions of an apron should be calculated as follows:

(1) Width: Aircraft wing span plus 20 ft (6.1m) times the number of aircraft
planned to be on the apron at any one time. It should be noted that the
minimum normal spacing between parked aircraft (wing tip to wing tip) from a fire
hazard point of view is 30 ft (9.14m). Available space and operational
considerations may dictate a reduction from this figure. In this event the distance
between aircraft wing tips should never be less than 10 ft (3.05m).
(2)
Depth: Aircraft length times a factor of 1.5.
(3) Distance from runway centre-line to edge of apron shoulder: 246 ft

(74.98m).
c.
When more than one type of aircraft is involved, the formulae at Para 19b and
19b(1) above should be applied for each type separately and the totals added to give
a theoretical requirement. When selecting or designing the shape of apron actually
required, the use of scaled diagrams and cut outs is advisable to ensure full ground
manoeuvrability.
20.
21.
Apron Shoulders
a.
Width: 10 ft (3.05m).
b.
Length: To completely surround the apron.
Apron Clear Area

a.
Width: 65 ft (19.81m).
b.
Length: To completely surround the apron.
22. Air Portable Fuel Container Area. A prepared area adjacent to the apron or to a
specially selected site will be required if air portable fuel containers have to be unloaded.
The size of the area should be at least 300 ft (91.44m) in length and 60 ft (18.29m) in depth.
23.
Area for Emergency Fuel Handling Systems

a.
For a support airfield it may be necessary to provide an emergency bulk fuel
installation (EBFI). The site selected should be reasonably level, and free from rocks
and sharp stones. Spoil for the construction of the bunds for the pillow tanks should
be available in close proximity. Access for bowsers should also be taken into account.
b.
The size of the area required will depend on the number of pillow tanks to be
provided (which is normally 2 or 4) and their capacity. Each tank will be either 10,000
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gallons (45.46m2) or 30,000 gallons (136.38m2). Each tank may have a separate lined
bund, or a maximum of 2 tanks can be contained by a bund. The pertinent dimensions
from which the total area can be calculated are:
(1) Minimum inside bund dimensions for each 10,000 gallon tank: 14 ft 9 ins
(4.5m) wide and 42 ft 6 ins (12.95m) long.
(2) Minimum inside bund dimensions for each 30,000 gallon tank: 29 ft 6 ins
(9m) wide and 50 ft 6 ins (15.5m) long.
(3)
Minimum height of bund:

(a)
10,000 gallon tank - 3 ft 3 ins (1m).
(b)
30,000 gallon tank - 4 ft 6 ins (1.4m).
(4)
Minimum thickness of top of bund: 1 ft 6 ins (0.46m) for all tanks.
(5)
Minimum thickness at base of bund:
(6)
(a)
(b)
Approximate area required for manifold, pipework and dispense point:

(a) For 2 tanks (any size): Length: total width of tank farm. Depth: 12 ft
(3.66m).
(b) For 4 tanks (any size): Length: Total width of tank farm. Depth: 16
ft (4.88m).
c.
When siting a bund, care should be taken not to site it within the lateral safety
zone, clear area or clear zone. The nearest point of the bund should be a minimum of
1000 ft (300m) from the edge of the active runway(s), so that for instance an engine
running Chinook could be refuelling in the bund area at the same time as a Hercules is
landing on the main runway.
OBSTRUCTION CRITERIA
24. Manoeuvring Area. The manoeuvring area should be completely free from all
obstructions.
25. Clear Areas. Obstructions exceeding 6 ins (152mm) in height in the clear areas
should be removed. Approved marking panels are the exception.
26. Lateral Safety Zones. The lateral safety zones should be clear of all obstructions
over 3 ft (0.91m) in height for the total length of the runway plus the length of the overruns.
27. Clear Zones. The clear zones on the runway approaches should be clear of all trees
and other obstacles exceeding 40 ft (12.19m) above the level of the take-off surface.
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GRADIENT CRITERIA
28.
Runway Longitudinal Gradient

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

used. Changes in transverse gradient should be consistent with the drainage requirement.
30.
31.
Runway Shoulders
a.
Longitudinal Gradient to conform to that of the runway.
b.
Maximum Transverse Gradient: 4% (1 in 25) up or down.
Overruns
a.
Maximum Longitudinal Gradient: 1.5% (1 in 66) up to 2% (1 in 50) down.
b.
Maximum Transverse Gradient: A camber or crossfall of up to 2% (1 in 50) may
be used.
c.
Turning Circles. Gradients should conform to those of the runway unless the
turning circle is included in the overrun. In that case gradients for the overrun apply.
32.
Clear Areas and Lateral Safety Zones

a.
33.
34.
Taxiways
a.
Maximum Longitudinal Gradient: 3% (1 in 33) up or down.
b.
Maximum Transverse Gradient: 2% (1 in 50) crossfall or camber.
Taxiway Shoulders
a.
35.
36.
Maximum Transverse Gradient 10% (1 in 10).
Aprons
a.
Maximum Longitudinal Gradient: 3% (1 in 33) up or down.
b.
Maximum Transverse Gradient: 2% (1 in 50) crossfall or camber.
Apron Shoulders
a.
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37.
MADS
Bases for EBFI Fuel Tanks

a.
Maximum Longitudinal Gradient: 1.66% (1 in 60). This should slope down
towards the tank outlet.
b.
Maximum Transverse Gradient: 1.66% (1 in 60). Crossfall only.
STRENGTH CRITERIA
38. General. The strength criteria given below for paved surfaces apply to the runway,
turning circles, taxiways and aprons. For natural surfaces it also applies to the overruns and
shoulders. The system used to grade the strength requirement for paved airfields is the
Aircraft Classification Number and Pavement Classification Number (ACN/PCN) system. For
unpaved surfaces the AUW of the aircraft or the Equivalent Single Wheel Load (ESWL) of
the aircraft is used. An unpaved surface cannot be allocated a PCN.
39.
Paved Surfaces
a.
The ACN / PCN System. The ACN/PCN system provides a method of
classifying pavement bearing strength and should be used for aircraft above 12,500
lbs (5700kg) Maximum Total Weight Authorised (MTWA). The ACN is a number
expressing the relative effect of an aircraft load on a pavement for a specified standard
sub-grade strength. The PCN is a number equal to the ACN of the aircraft which
imposes a severity of loading equal to the maximum permitted on the pavement of
unrestricted use.
b.
ACN. The ACN is calculated taking into account the weight of the aircraft, the
pavement type (rigid or flexible), and the sub-grade category. ACN values for certain
aircraft are included in the data sheets at Annex 13A. Those for other military aircraft
are given in the Flight Information Handbook. The tables in the FIH have ACN values
for 2 weights, one at MTWA and the lower for Operating Weight Empty (OWE). If the
aircraft is operating at an intermediate weight, the ACN value can be calculated by a
linear interpolation between the limits. Extrapolation is not permissible.
c.
PCN. PCNs are reported as a five part code. Apart from the numerical value of
the PCN, the report includes the pavement type (rigid or flexible) and the sub-grade
support strength category. Provision is made in the report for the aerodrome authority
to place a limit on maximum allowable tyre pressure, if this is a constraint, and an
indication is required of whether the pavement has been evaluated by technical means
or by past experience of aircraft use of the pavement. Details of the coded format and
an example are:
(1)
The PCN number
(2)
The type of pavement:
(3)
(a)
R = Rigid
(b)
F = Flexible
The pavement subgrade category:

(a) A = High (k = 150 MN/m/m for rigid pavements or CBR of 15 % for
flexible).
(b) B = Medium (k = 80 MN/m/m for rigid pavements or CBR of 10 % for
flexible).
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(c) C = Low (k = 40 MN/m/m for rigid pavements or CBR of 6 % for
flexible).
(d) D = Ultra Low (k = 20 MN/m/m for rigid pavements or CBR of 3 %
for flexible).
(4)
(5)
The maximum tyre pressure authorised for pavement:

(a)
W = High, no limit.
(b)
X = Medium, limited to 217 psi (1.50 MN/m).
(c)
Y = Low, limited to 145 psi (1.0 MN/m).
(d)
Z = Very Low, limited to 73 psi (0.5 MN/m).
Pavement Evaluation Method:

(a)
T = Technical evaluation.
(b)
U = By experience of aircraft using the pavement.
(6) Example: If the bearing strength of a rigid pavement resting on a medium

strength sub-grade has been assessed by a technical evaluation to be a PCN of
80 and there is no tyre pressure limit, then the reported information would be:
PCN - 80/R/B/W/T.
d.
Normal Operations. Provided a pavement PCN is equal to or greater than the
ACN of the aircraft, unlimited use of the pavement is permitted.
e.
Overload Operations. Individual aerodrome authorities are free to decide on
their own criteria for permitting overload operations as long as pavements remain safe
for use by aircraft. Overload operations in excess of the ACN over PCN of 50%
should only be undertaken in an emergency. Overload operations for a limited
number of movements is allowed and can be carried out, after consultation with a
professionally qualified engineer from the Royal Engineers with experience in the Air
Support Role.
40.
Natural Surfaces
a.
For natural/unpaved surfaces the ACN/PCN method should not be used.
Reference should be made instead to the old LCN methodology for which proven
empirical data exists. LCN values for military aircraft types most likely to use unpaved
surfaces are included on the aircraft data sheets at Annex 13A There is no correlation
between runway PCN and LCN nor should one be attempted.
b.
The strength of a natural surface in terms of load bearing capacity cannot be
predicted with any accuracy. It can be determined at any instant of time by
measurement of its California Bearing Ratio (CBR) and this ratio related to a
permissible aircraft AUW or equivalent Single Wheel Load (ESWL).
c.
The method of determining CBR is dependent on the subgrade material.
d.
It is stressed that the strength of a natural surface can vary considerably over a
period of time and the CBR can expect to be reduced following periods of rain,
particularly if this is associated with inadequate drainage or the surface has poor
drainage characteristics. It is therefore essential that the CBR of a natural strip should
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be checked immediately prior to usage and regularly monitored in changing weather

conditions.
e.
The CBR requirements in relation to the LCN of the aircraft and the number of
movements planned is shown on the graph at Annex 13D.
f.
Where a requirement exists for only a very few aircraft movements, it can be
assumed in normal conditions that a reduction in the CBR values required for a given
aircraft AUW is permissible. In these circumstances the graph at Annex 13D can be
used to determine the CBR required for a Hercules C Mk 1 aircraft. The AUW limits,
shown below for a Hercules C Mk 1 (and in brackets for C Mk 3) aircraft are, however,
overriding and should not be exceeded:
Table 13-1 CBR
CBR
Max Take-off wt
Max Take-off wt
Max Landing wt
Max Landing wt
(Normal)
(Overload)
(Normal)
(Overload)
Lb
kg
lb
kg
lb
kg
lb
kg
3-5a
111,000 50,350
N/A
111,000 50,350
N/A
>5-<10 120,000 54,432 135,000 61,236 120,000 54,432
N/A
>10
155,000 70,308 155,000 70,308 135,000 61,236 155,000 70,308
>10
(160,000) (72,576) (175,000) (79,380) (135,000) (61,236) (175,000) (79,380)
a. Operations from an airstrip with a CBR of 5 or less cannot be considered normal and will
always require special attention of the Air Staff.
SURFACE ROUGHNESS CRITERIA
41. Surface Roughness - Short Wavelength. On the initial reconnaissance and at
subsequent inspection of the strip, short wavelength surface roughness should be assessed
on the following criteria:
a.
Bumps. Wedge shaped bumps not more than 4 ins (102mm) high, with a
leading slope not exceeding 2% (1 in 50), spaced more than 150 ft (45.72m) apart are
acceptable on the manoeuvring area. For aircraft over 147,000 lbs (55.679 kg) AUW
the height of bumps should not exceed 2 ins (51mm).
b.
Rocks
(1) Manoeuvring Area. Rocks should be removed unless they are either
interlocked with each other or embedded in such a manner that traversing by
aircraft tyres will not displace them. Sharp flints that may cut aircraft tyres must
be removed.
(2) Clear Areas. Loose rocks and stones need not normally be removed
unless they exceed 4 ins (102mm) in diameter.
c.
Soil Balls
(1) Manoeuvring Area. Soil ball or dried earth clods (excluding clay) up to 10
ins (254mm) diameter that will burst upon tyre impact can be accepted.
Hardened clay clods exceeding 4 ins (102mm) in diameter should be removed,
or 2 ins in diameter (51mm) if the aircraft AUW exceeds 147,000 lbs (66.679 kg).
(2)
d.
Clear Areas. Soil balls need not be removed.
Tree Stumps
MADS Issue 6
Page 199 of 300
MADS
e.

(1)
Manoeuvring Area. All should be removed.
(2)
Clear Areas. To be cut to within 2 ins (51mm) of the ground.
Ditches
(1) Manoeuvring Area. All ditches should be filled and the bearing strength
of the fill material should not be less than that of the surrounding soil.
(2) Clear Areas. The edge slope of essential drainage ditches should not
exceed 1 in 10 (10%).
f.
Ruts
(1) Manoeuvring Area. Whether ruts become a limiting factor depends on
their orientation, depth and load bearing capacity. All significant ruts in the touch
down and take off areas should be filled. In other areas ruts exceeding 3 ins
(76mm) in depth, or 2 ins (51mm) for aircraft with an AUW in excess of 147,000
lbs (66.679 kg), should be filled. Filled ruts should have a bearing capacity at
least equal to that of the surrounding soil.
(2)
Clear Areas. Ruts may be ignored.
g.
Ploughed Fields. Contours of soil patterns produced by ploughing, either
established to reduce erosion, or enhance drainage, or to prepare land for planting,
usually contain a soft core. However ploughed areas will not normally require attention
provided that all the other criteria for manoeuvring areas and clear areas listed in this
para is satisfied.
h.
Depressions and Soil Mounds

(1) Manoeuvring Area. Depressions and soil mounds have rounded profiles
and can be recognised as oval or circular gradual sinks or rises. Those which
have a top diameter greater than 15 ins (381mm) and a depth or height
exceeding 3 ins (76mm) should be filled or levelled.
(2) Clear Areas. Depressions and mounds should not exceed 1 ft (305mm)
in depth or height.
i.
Potholes
(1) Manoeuvring Area. Potholes are circular or oval on plan and are
distinguished from depressions by their smaller size and sharp angled profile.
Those that exceed 15 ins (381mm) across their widest point and 6 ins (152mm)
in depth should be filled. In addition, potholes of any dimension located less
than 20 ft (6.1m) from one another should also be filled. For aircraft with an
AUW in excess of 147,000 lbs (66.679 kg) the maximum permissible depth of
potholes is 2 ins (51mm).
(2)
Clear Areas. Potholes may be ignored.
42. Slipperiness. When surfaces of the manoeuvring area are soft and slippery, generous
allowance should be made for handling difficulties in the ground manoeuvring of aircraft.
Similarly, if the airfield surface has an overlying strata of clay or other non-cohesive soils it
may result in a lack of longitudinal and/or directional control by the aircraft in wet weather.
The suitability of the surface of an airfield for use by aircraft relying on wheel brakes for
stopping and nose-wheel steering for directional control should be assessed by the senior
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MADS Issue 6
MADS
RAF officer available on the reconnaissance. There is no 'rule of thumb' method of

assessment that can be used by officers who are neither qualified to fly nor experienced on
the type of user aircraft.
43. Surface Roughness - Long Wavelength. Details of long wavelength surface
roughness criteria are at Chapter 14 of this publication.
MADS Issue 6
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MADS
Annex 13A:
Aircraft Data Sheets
Aircraft Data Sheets
Aircraft: BAe 146 Series 100
Manufacturer: British Aerospace
Function: Short/Medium Range Transport
Dimensions:
Wing Span: 86 ft -5 ins (26.34m)
Length: 85ft -10ins (26.16m)
Height: 28ft -3ins (8.61m)
Wheel Arrangement: Tricycle
Track: 15ft -6ins (4.72m)
Base: 33ft -1ins (10.10m)
Load on Nose Wheel: 8-11%
Undercarriage Details:
Base: N/A
Page 202 of 300
MADS Issue 6
MADS
LCN/LCG BAe 146 Series 100

Load
Condition
All Up Weight (lbs)
All Up Weight (kg)
Tyre Pressure (psi)
Tyre Pressure (MN/m2)
Operating Weight
Empty
Max Landing
Weight
50,700
22,998
79 (Note 1)
0.55
ESWL
LCN LCG
lbf
kgf
13,000
5,897
Classification
ACN - BAe 146 Series 100
Load
All Up
Condition
Weight
lbs
kg
14
VI
73,350
33,270
82 (Note 1)
0.57
ESWL
LCN LCG
lbf
kgf
17,000 7,711
Tyre Pressure
(Note 1)
psi
Max Take-off
Weight
MN/m2
18
Max Wt for
Operations on
Unprepared Runways
82,750
76,500
37,535
34,700
82 (Note 1)
82 (note 1)
0.57
0.57
ESWL
LCN LCG
ESWL
LCN LCG
lbf
kgf
lbf
kgf
19,000 8,618
17,400 7,893 18
Aircraft Classification Number

Rigid Pavement Subgrades
Flexible Pavement Subgrades
High
Medium Low Ultra High Medium Low Ultra
Low
Low
A
B
C
D
A
B
C
D
9
10
11
12
7
9
10
13
TO BE NOTIFIED
16
18
20
21
14
17
20
24
Operating Weight Empty

50,700 22,998
79
0.55
Max Landing Weight
73,350 33,270
82
0.57
Max Take-Off Weight
82,750 37,535
82
0.57
Overload
Note: 1. The table assumes the aircraft is fitted with low pressure tyres.
MADS Issue 6
20
Page 203 of 300
MADS
Aircraft: Hercules C 130 Mk 1 and C 130J Mk 5

Manufacture: Lockheed - Georgia Co Ltd
Function: Medium Range (Tactical) Transport
Dimensions:
Wing Span: 132ft -7ins (40.41m)
Load on Nose Wheel: 4%
Undercarriage Details: Tandem
Track: N/A
Base: 5ft -0 ins(1.54m)
Page 204 of 300
MADS Issue 6
MADS
LCN/LCG - Hercules C130 Mk1 & C130J Mk 5

Load
Condition
All Up Weight (lbs)
All Up Weight (kg)
Tyre Pressure (psi)
Classification
Operating Weight
Max Landing
Max Take-off
Overload
Empty
Weight
Weight
74,166
135,000
156,061
175000
33,642
61,236
70,789
79380
80
110
110
119
0.55
0.76
0.76
0.82
ESWL
LCN LCG
ESWL
LCN LCG
ESWL
LCN LCG
ESWL
LCN LCG
lbf
kgf
lbf
kgf
lbf
kgf
lbf
kgf
21,650 9,820 22
V 38,990 17,686 41
IV 45,250 20,525 48
IV 50,890 23,084 55
III
ACN - Hercules C130 Mk1 & C130J Mk 5

Load
Condition

Max Landing Weight
Max Take-Off Weight
Overload
MADS Issue 6
All Up
Weight
Tyre Pressure
(Note 1)
lbs
kg
psi
MN/m2
76,300
135,000
156,000
175,000
34,610
61,236
70,762
79,380
80
110
110
119
0.55
0.76
0.76
0.82

High Medium Low Ultra
Low
A
B
C
D
13
13
15
16
23
26
28
31
27
30
33
36
36
39
42
45
Page 205 of 300

Low
A
B
C
D
11
13
15
16
21
25
28
31
24
29
32
37
33
36
38
43
MADS
Aircraft: Hercules C 130 Mk 3 and C 130J Mk 4

Manufacturer: Lockheed - Georgia Co Ltd
Function: Medium Range (Tactical) Transport
Dimensions:
Load on Nose Wheel: 3.2%
Undercarriage Details: Tandem
Track: N/A
Base: 5ft -0 ins (1.54m)
Page 206 of 300
MADS Issue 6
MADS
LCN/LCG Hercules C130 Mk 3 & C130 Mk 4

Load
Condition
All Up Weight (lbs)
All Up Weight (kg)
Tyre Pressure (psi)
Classification
Operating Weight
Max Landing
Max Take-off
Overload
Empty
Weight
Weight
80,782
135,000
160,000
175,000
336,432
61,236
72,576
79,380
80
110
110
119
0.55
0.76
0.76
0.82
ESWL
LCN LCG
ESWL
LCN LCG
ESWL
LCN LCG
ESWL
LCN
lbf
kgf
lbf
kgf
lbf
kgf
lbf
kgf
23,237 10,540 23
V 39,278 17,817 42
IV 47,374 21,489 50
IV 51,511 23,365 55
LCG
III
ACN - Hercules C130 Mk 3 & C130 Mk 4:

Load
Condition

Max Landing Weight
Max Take-Off Weight
Overload
MADS Issue 6
All Up
Weight
Tyre Pressure
(Note 1)
2
lbs
kg
psi
MN/m
80,700
135,000
160,000
175,000
36,606
61,236
72,576
79,380
80
110
110
119
0.55
0.76
0.76
0.82

A
B
Low
C
D
13
14
16
17
23
26
28
31
32
35
38
40
36
39
42
45
Page 207 of 300

Low
A
B
C
D
12
14
16
17
21
25
28
31
30
33
35
39
33
36
38
43
MADS
Aircraft: Islander BN-2T

Manufacturer: PBN Ltd
Function: Army Liaison/Light short range transport
Dimensions:
Load on Nose Wheel: (TBN)
Undercarriage Details: Twin
Track: (TBN)
Base: N/A
Page 208 of 300
MADS Issue 6
MADS
LCN/LCG - Islander BN-2T

Load
Condition
All Up Weight (lbs)
All Up Weight (kg)
Tyre Pressure (psi)
Classification
Operating Weight
Max Landing
Max Take-off
Empty
Weight
Weight
4434
6670
7000
2011
3025
3175
35
35
35
0.24
0.24
0.24
ESWL
LCN LCG
ESWL
LCN LCG
ESWL
LCN LCG
lbf
kgf
lbf
kgf
lbf
kgf
1,583 718
1
VII 2,456 1114 2
VII 2,538 1,151 2
VII
Overload
ESWL
LCN LCG
lbf
kgf
ACN - Islander BN-2T

Load
Condition

Max Landing Weight
Max Take-Off Weight
Overload
MADS Issue 6
All Up
Weight
Tyre Pressure
(Note 1)
lbs
Kg
psi
MN/m2
4,220
6,800
7,000
1,914
3,084
3,175
35
35
35
0.24
0.24
0.24

High Medium Low Ultra High Medium Low
Ultra
Low
Low
A
B
C
D
A
B
C
D
]
]
TO BE NOTIFIED
]
Page 209 of 300
MADS
Annex 13B:
Criteria for Temporary/Tactical Airfields for TAC AT Aircraft
Criteria
RUNWAYS
Length (see Chapter 13 Para 5)
Width (minimum)
Longitudinal Gradient (maximum overall)
(Note 1)
Transverse Gradient (maximum) (Note 1)
CBR (minimum)
RUNWAY SHOULDERS
Width (minimum)
CBR (Minimum)
OVERRUNS
Length (minimum)
Width (minimum)
Longitudinal Gradient (maximum) (Note 1)
CBR (minimum)
TAXIWAY
Length
Width of straight section (minimum)
Turn Radii (minimum)
Clearance from Runway Centre Line to Edge of
Taxiway Shoulder (minimum)
Longitudinal Gradient (maximum overall)
(Note 1)
Page 210 of 300
BATTLE
FORWARD
SUPPORT
60ft (18.29m)
3.1%
60ft (18.29m)
3.1%
60ft (18.29m)
3.1%
2%
3
2%
5
2%
10
10ft (3.05m)
4%
3
10ft (3.05m)
4%
5
10ft (3.05m)
4%
10
100ft (30.48m)
60ft (18.29m)
+1.5% or -2%
2%
3
300ft (91.44m)
60ft (18.29m)
+1.5% or -2%
2%
5
300ft (91.44m)
60ft (18.29m)
+1.5% or -2%
2%
10
Variable
30ft (9.14m)
70ft (21.34m)
246ft (74.98m)
3%
Variable
30ft (9.14m)
70ft (21.34m)
246ft (74.98m)
3%
Variable
36ft (10.97m)
70ft (21.34m)
246ft (74.98m)
3%
MADS Issue 6

BATTLE
2%
3
CBR (minimum)
TAXIWAY SHOULDERS
10ft (3.05m)
Width (minimum)
4%
3
CBR (minimum)
APRON
N/A
Length per Aircraft (see Chapter 13 Para 19)
N/A
Width (see Chapter 13 Para 19)
N/A
Clearance From Runway Centre Line to Edge of
Apron Shoulder
N/A
Longitudinal Gradient (maximum) (Note 1)
N/A
N/A
CBR (minimum)
APRON SHOULDERS
N/A
Width (minimum)
N/A
Transverse Gradient (maximum)
N/A
CBR (minimum)
CLEAR AREAS
35ft (10.67m)
Width for Runways (minimum)
65ft (19.81m)
Width for Taxiway and Apron minimum)
10%
3ft (0.91m)
Maximum height of obstacles
10% (1 in 10)
Side slope of Drainage Ditches
LATERAL SAFETY ZONES
Width (minimum)
Transverse Gradient (maximum)
(Note 1)
RUNWAY CLEAR ZONE
Length (minimum)
Inner Width
Outer Width
Maximum Height of Obstacles (Above Take-Off
Surface Level)
Side Slope of Drainage Ditches (maximum)
AIR PORTABLE FUEL CONTAINER AREA
Length (minimum)
Width (minimum)
CBR (minimum)
MADS
FORWARD
2%
5
SUPPORT
2%
10
10ft (3.05m)
4%
5
10ft (3.05m)
4%
10
143ft (43.59m)
150ft (45.72m)
246ft (74.98m)
143ft (43.59m)
150ft (45.72m)
246ft (74.98m)
3%
2%
5
3%
2
10
10ft (3.05m)
4%
5
10ft (3.05m)
4%
10
35ft (10.67m)
65ft (19.81m)
10%
3ft (0.91m)
10% (1 in 10)
35ft (10.67m)
65ft (19.81m)
10%
3ft (0.91m)
10% (1 in 10)
75ft (22.86m)
10%
75ft (22.86m)
10%
75ft (22.86m)
10%
500ft (152.4m)
150ft (45.72m)
300ft (91.44m)
40ft (12.19m)
500ft (152.4m)
150ft (45.72m)
500ft (152.4m)
40ft (12.19m)
500ft (152.4m)
150ft (45.72m)
500ft (152.4m)
40ft (12.19m)
10% (1 in 10)
10% (1 in 10)
10% (1 in 10)
N/A
N/A
N/A
300ft (91.44m)
60ft (18.29m)
3
300ft (91.44m)
60ft (18.29m)
3
Note: The different combinations of the maximum longitudinal and transverse gradients are
illustrated at Figure 13-1 and Figure 13-2.
MADS Issue 6
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MADS
Tac AT Airfield Gradients

Figure 13-1 Maximum Longitudinal Gradients
Notes:
1.
The approach clearance plane is aligned on the extremity of the overrun at the level of
the runway end, and is joined to the level of the extremity of the overrun as shown.
2.
The formula for calculating the rate of gradient of change is:

a = 100A where
L
a = Rate of change
A = Grade Angle = Gradient 1 minus Gradient 2
L = Length of curve
Figure 13-2 Gradient Angles
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Example
Gradient 1 = 0.20%
Gradient 2 = 0.03%
Length of curve = 100ft
A = (+0.20) - (-0.03) = + 0.23% (Added algebraically)
3 = +0.23 100 = 23 = 0.23% (1 in 435)

100
100
The rate of change is within the maximum permitted rate of 0.25%.

3.
For Hercules C Mk 3 aircraft the maximum down gradient is 1% (1 in 100).

Figure 13-3 Maximum Transverse Gradients
MADS Issue 6
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MADS
Annex 13C:
Minimum Dimensional Criteria for Temporary/Tactical
Airfields for Tactical Air Transport Aircraft
Figure 13-4 Dimension Criteria
Page 214 of 300
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MADS
Annex 13D:
Strength Criteria Graphs for Temporary/Tactical Airfields
Figure 13-5 Strength Requirement For Unsurfaced Airfields
Notes:
1.
Applies only to aircraft with tyre pressure less than 90 psi (0.62 MN/m).
2.
CBRs are average values in the critical layer as defined in the penetrometer handbook.
3.
LCNs are full LCN of aircraft, ie not reduced for limited usage.
4.
A movement is one landing or one take-off or one taxiing movement.

Examples
1.
An aircraft with an LCN of 30 required to execute 50 planned movements
requires the strip to have a minimum CBR of 9.
2.
On a strip with a CBR of 10 an aircraft with a LCN of 30 can carry out up to 100
movements.
3.
To carry out 1000 movements on a strip with a CBR of 13, the LCN of the aircraft
must not exceed 20.
MADS Issue 6
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MADS

Figure 13-6 Hercules C Mk 1 - Reduction Of CBR for Limited Movements on Unsurfaced
Airfields
Notes:
1.
Tyre Pressure 60 psi (0.41 MN/m).
2.
The shaded area is usable for overload only.
Examples (shown above)

1. An aircraft with an AUW of 130,000 lbs required to execute 40 planned
movements requires a strip with a minimum CBR of 7.
2. On a strip with a CBR of 6 an aircraft with an AUW of 110,000 lbs can carry out
20 movements.
3. To carry out 100 planned movements on a strip with a CBR of 8 the AUW of the
aircraft must not exceed 114,000 lbs.
Page 216 of 300
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MADS
Chapter 14:
Instrument Surveys and Marking of Temporary/Tactical Airfields
INSTRUMENT SURVEY OF LONGITUDINAL AND TRANSVERSE PROFILES AND
ANALYSIS OF RESULTS
General
1.
On any natural surface selected as a runway, or on a natural surface that will receive
an expedient surfacing it is necessary to carry out an instrument survey to determine the
longitudinal and transverse profiles of the strip. From this, the long wave length surface
roughness is assessed. For shortwave surface roughness criteria see Chapter 13 Para 41.
Survey Lines and Intervals of Readings
2.
On any strip used for training, levels should be taken at 10 ft (3m) intervals along the
centre-line and along each edge of the runway. If there are no obvious differences in profile
across the runway the latter may be omitted unless it is planned for aircraft to specifically use
any one side of the runway. On operations, circumstances may dictate that level readings
should be taken at intervals in excess of 10 ft (3.05m) on the centre-line only in order to
save time. In such cases the intervals between level readings should not exceed 100 ft
(30.48m).
Analysis of Results
3.
The reduced levels calculated from the readings taken should be drawn as a
longitudinal profile with the vertical scale for the amplitude greatly exaggerated. An
undulations analysis should then be carried as the example shown at Figure 14-5. This
entails joining with a straight line, the apex of all peaks and the valley of all troughs so that
the line does not cut into the profile of any intermediate peaks or troughs. The vertical height
(the amplitude) is then measured together with the horizontal distance between peaks or
troughs (the wavelength).
4.
For Hercules C Mk 1 and C Mk 3 aircraft, the analysis as Figure 14-5 is then applied to
the graph at Figure 14-6 to determine which roughness zone the strip falls into. The highest
numbered zone at any particular location determines the roughness zone for the complete
strip. If the roughness falls outside zone 4 (on Figure 14-6), then the strip is unacceptable
and engineer work will be required to improve the profile.
5.
Table 14-4 shows the heaviest configurations of the aircraft applicable to the
roughness zones from Figure 14-6 are indicated by a letter. The letter obtained is interpreted
at Table 14-5 which shows the maximum all up weight, minimum main tyre pressures and
the minimum CBR required for a natural surface.
MARKING OF TEMPORARY AIRFIELDS
General
6.
General markings on aerodromes can be found at Chapter 6 Para 4. The markings
placed on a temporary airfield will be dictated by the operational situation prevailing, by the
need for security and the manpower and material available for marking. The recommended
standard layouts for Battle, Forward and Support airfields may therefore be varied to meet
the current situation, but in general they should conform to STANAG 3534 (airfield lighting
marking and toned down systems for non-permanent/deployed operations). However, it is
not permissible to vary them below the following minimum requirements:
MADS Issue 6
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MADS
a.

Battle
(1) Runway corner markers.
(2) Closed and temporarily closed symbols (if required).
b.
Forward
(1) Runway corner, side and end markers.
(3) Taxiway and apron markers (if applicable).
c.
Support
(1) Runway corner, side and end markers.
(3) Taxiway, apron and marwilling line markers.
d.
Additional Markings. The following additional markings may be added if time
and material permit.
(1) Airfield boundary markers.
(2) Overrun edges.
(3) Acquisition light.
(4) Apron parking positions.
Marking Devices
7.
Marking Panels. For day operations, raised ('A' frame) fluorescent panels with each
side measuring 6 ft (1.83m) long by 2ft (0.61m) wide should be used. For Special Forces
strips it may be accepted that the panels are laid flat rather than being raised. The panels
should be coloured red/orange for use on backgrounds of vegetation or dark lime green for
use in desert areas. Panels should be securely anchored to the ground to resist propeller
slipstream or jet blast.
8.
Marking Lights. During darkness tactical airfields can be marked with portable lighting
equipment. This equipment can provide adequate visual guidance to aircraft on visual
approaches by night in a minimum meteorological visibility of 2.3 miles (3.7km) and to aircraft
on instrument approaches at night in a minimum meteorological visibility of mile (800m).
The average luminous intensity of the white runway edge lights should be 50 candela and
the green and red runway end lights 10 candela.
9.
Tactical Lighting
a.
This comprises portable lighting equipment used where there is no requirement
to provide lighting at short notice, or where infrequency of use does not justify a fixed
installation or where it is not operationally practical to provide a permanent installation.
b.
The performance of airfield portable lighting is generally inferior to that achieved
by the permanent installations. The reasons for this are attributable to the need to limit
Page 218 of 300
MADS Issue 6
MADS
the size and weight of fittings, the limited power available and the requirement of easy
and rapid installation under tactical conditions. The general effect of these limitations
will raise operating minima.
c.
The equipment should be capable of being quickly and easily installed and
aligned by a small number of trained personnel. It should also be capable of being
removed and re-installed elsewhere. All equipment should comply with the
appropriate military environmental specifications. It should be lightweight but able to
withstand repeated handling and transportation. Complete systems should be easily
transportable by air and military vehicle. The heaviest component should be capable
of being manhandled.
d.
There are 2 general circumstances where airfield lighting is required:
(1) On runways, taxiways and other manoeuvring areas where lighting permanent
installations conforming have been damaged.
(2) On temporary airfields, reserve airfields, minimum operating strips and other
tactical facilities, where there is a requirement to provide lighting aids at short notice or
where the frequency of use does not justify a fixed installation.
e.
Although portable lighting does not match the highest standards of performance
that can be achieved with fixed installations, the permanent and portable systems
should have as much commonality as possible in such aspects as pattern and colour
of lighting signals.
Table 14-1 Operating Criteria for Minimum Strips
SYSTEM TYPE
VISUAL CONDITIONS
1
2A (Visual App)
2B (Instrument App)
3
Night Met Vis >7 km

Night Met Vis > 3.7 km
Night Met Vis > 0.8 km
Day/Night Met Vis > 0.4 km
MAXIMUM
INSTALLATION
TIME
20 min
20 min
20 min
4 hrs
TYPICAL
OPERATIONAL
PERIOD
8hrs
8 hrs
8 hrs
Continuous
Notes:
1.
The decision height/altitude to be used with each type of lighting is an operational
decision.
2.
During daytime when the runway is marked in accordance with Chapter 6 Para 54, the
visual guidance may be enhanced by using an abbreviated precision approach path indicator
(APAPI) at full intensity and with Type 2 approach lights deployed in accordance with the
Type 2 system layout.
3.
Installation times are measured from when the operating authority permits entry into a
prepared area. Installation times include the time required for the installation of any control
systems, which may be necessary.
f.
Tactical Lighting Equipment

(1) Minimum Operating Strip Lighting Kit (MOSKIT). MOSKIT comprises: omnidirectional runway edge lights (ORELs); uni-directional approach lights (UAL); tactical
PAPIs (TAC PAPI) and night vision device (NVD) compatible PAPIs. When deployed
the MOSKIT conforms to a Type 2 lighting system.
MADS Issue 6
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MADS

(2) Portable Airfield Ground Lighting (PAGL). The PAGL will provide a full
replacement lighting system and incorporates runway edge, approach and taxiway
lighting and tactical PAPIs.
g.
Lighting Patterns
(1) Type 1. Tactical portable lighting, in the form of MOSKIT should be provided for
flying operations at night in visibility not below 7km. The minimum characteristics and
layout are shown in Table 14-1 or Figure 14-7.
(2) When a taxiway will be delineated, light types A and B emitting blue should be
used. The interval between the units should not exceed 60m. Where aircraft taxiing
lights can be used the taxiway may be delineated with retro reflective markers in
accordance with Chapter 6 Para 54.
h.
Unit Characteristics. The requirements of para 9f are to be met by the light
types shown in Table 14-2 together with a PAPI, where applicable. The photometric
characteristics of the light fittings are given at Figure 14-2 to Figure 14-4.
Table 14-2 Light Unit Characteristic
LIGHT TYPE
BEAMSPREAD
INTENSITY (Cd)
LOCATION
Omni-directional
15
Runway Edge
Omni-directional
50
Runway Edge
Omni-directional
250
Approach
Uni-directional
5000
Runway Edge,
Approach
Notes:
1.
If area sources such as fluorescent tubes or electroluminescent panels are used
without lenses or reflectors for Type A (or possible Type B) systems the equivalent intensity
is determined by the relationship: I = L x A where I = Intensity ICd); L=Luminance of source
(Cd/rn) and A=Area of source (m).
2.
Where a glidepath indicator system is required an abbreviate PAPI system is sufficient
see Figure 14-3 and Figure 14-4).
3.
Brilliancy control is required on the Type D lights and high intensity visual indicators
(VGSI) for use at night when visibility conditions are better than 3.7km.
Page 220 of 300
MADS Issue 6
MADS
Figure 14-1 Photometric Characteristics: Omnidirectional Runway Edge (Type a and B) and
Approach Lights (Type C)
Figure 14-2 Photometric Characteristics: (A: Unidirectional Runway Edge and B: Unidirectional
Approach Lights (Type D))
RUNWAY EDGE UNI/BI DIRECTIONAL
Figure A
Note: Light units conforming to Figure A may also be used as approach

lights.
MADS Issue 6
Page 221 of 300
MADS
APPROACH CENTRE-LINE AND CROSSBAR UNI DIRECTIONAL
Figure B
Page 222 of 300
MADS Issue 6
MADS
Figure 14-3 Abbreviated PAPI System (APAPI)
Note: Dimensions shown in metres and approximate feet.
Dimensions
A= 6m (20ft)
B=Not less than 7.5m (25ft)
APAPI LAYOUT
Note: Each light unit projects a white over red light signal into the approach aimed at such
angles that an approaching pilot when on glideslope will see one red light inboard of one
white light. As the pilot diverges above or below the glideslope he will see two number white
or red lights respectively.
SIGNAL FORMAT
MADS Issue 6
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MADS
Figure 14-4 - Abbreviated PAPI System (APAPI) (Photometric Characteristics: Isocandela

diagram for white light. Transmission Factor for Red Sector not less than 20%)
10. Light System Specification. The light systems should be deployed as shown in
Figures 14-7 to 14-9. The layouts illustrated are the minimum patterns to meet the operating
criteria. They may be supplemented to meet operational need, but the basic patterns and
coding should be maintained.
Table 14-3 Light System Specifications
SYSTEM TYPE
1
2
3
LIGHT TYPE
A. (Runway Edge)
B. (Runway Edge)
C. (Approach High Intensity VGSI)
D. (Runway Edge, Approach)
High Intensity VGSI
Smoke. As an indication of the wind direction and speed, smoke other than red may be used.
It should be so placed that other airfield markings are not obscured.
11. Airfield Acquisition Light. If an airfield acquisition light is available it should be

placed to the right of the threshold at the approach end.
12. Illuminated Arrester Cable Markers. Portable illuminated arrester cable markers are
for temporary deployment with aircraft arrester gear in association with Type 1 and Type 2
Airfield Portable Lighting. Reference should be made to Chapter 6 Para 54 for arrester
cable marking in association with Type 3 Airfield Portable Lighting and Fixed Airfield Lighting.
a.
The location of the markers should be as follows:

(1)
Markers should be placed on both sides of the runway in line with the
cable and normally equidistant to the centre-line of the runway.
(2)
The distance of the markers from the edge of the useable runway
should not be less than 7.5m (25ft) or greater than half the delineated runway
width.
(3)
Marker position adjustments outside the above criteria are
permissible, when require, to avoid obscuration of or damage to markers by
arrester equipment. Such adjustments should be consistently applied to both
boards marking a given cable.
Page 224 of 300
MADS Issue 6

b.
MADS
Marking.
(1)
The marker shall be a circular annulus of yellow. The outer
diameter of the annulus shall be 51cm (20in) and the inner shall be 43.5cm
(17in).
(2)
The bottom of the annulus must be a minimum of 30cm (12in)
above ground level when installed.
(3)
The luminance of the yellow surface of the annulus shall be
uniform with a minimum average luminance of 60cd/m.
(4)
The markers should be made as light and as frangible as
practicable and be designed to function for the same operational period as the
airfield portable light fittings they are deployed with.
13.
LED Light Fittings. See Chapter 6 Para 45.
Layout of Airfield Markings

14.
Runway. The layout of markers on a uni-directional runway is illustrated as follows:

a.
STANAG minimum markings for day operations with visual glideslope not
available at Figure 14-10.
b.
STANAG minimum markings for day operations with visual glideslope available at
Figure 14-11.
c.
STANAG minimum markings for night operations with visual glideslope not
available at Figure 14-12.
d.
STANAG minimum markings for night operations with visual glideslope available
at Figure 14-13.
15. It should be noted that for night marking, the approach end runway lights include a green
light and at the overshoot end of the runway a red light is included. The runway edge lights are
white.
16. Taxiway. The taxiway entrance will be indicated by a corner marker on both sides of
the taxiway. The sides of the taxiway will be marked by a single marker panel or a white light
at convenient intervals to maintain continuity of direction.
17. Taxiway Holding Line. The taxiway holding line or marwilling point line should be
indicated by a marker line across the full width of the taxiway at right angles to its centre line.
The minimum thickness of the line should be 2 ft (0.61m). Where practicable, the line
should be located at least 120 ft (36.58m) from the nearest runway edge (ie at the edge of
the lateral safety zone).
18. Apron. A single panel or a white light should be placed at each corner of the aircraft
apron.
Emergency Markings
19.
If a tactical airfield has to be closed the following symbols should be used:
MADS Issue 6
Page 225 of 300
MADS
a.
Temporary Closure. Two parallel bars, each 2ft (0.61m) wide placed across the
threshold of the runway at 90 to its alignment indicate that aircraft are required to hold
off.
b.
Permanent Closure. A cross (X) at the threshold of the runway indicates that
the airfield has been permanently closed. The cross should be a minimum of 20 ft by
20 ft (6.1m) and desirably 45 ft by 45 ft (13.72m x 13.72m). Each member should
have a minimum width of 2 ft (0.61m).
Page 226 of 300
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MADS
Annex 14A:
Examples Undulation Analysis on Temporary Airfields
Figure 14-5 Example of Undulation Analysis for Hercules C130 Mk 1 and 3
Amplitude
A
A+B
A+B+C
D
E
E+F
E+F+G
H
H+J
K
L
L+M
N
N+O
P
P+Q
R
S
Height
Chainage Wavelength Roughness
difference
(m)
(m)
zone
(mm)
(see
figure22)
2
6
0-6
50
2
12
0-12
65
3
21
0-21
78
2
6
3-9
48
4
6
6-12
80
3
12
0-12
95
4
21
0-21
115
4
6
9-15
80
4
9
9-18
92
1
9
9-18
25
Outside 4
9
12-21
110
4
21
0-21
115
9
18-27
90
4
12
18-30
98
2
9
18-27
55
3
12
18-30
70
1
6
24-30
15
1
12
18-30
22
MADS Issue 6
Remarks
( means less than)
Wavelength 9m - ignore
Unacceptable - Engineer work
required
Wavelength 9 m - ignore
Page 227 of 300
MADS
Figure 14-6 Hercules C130 Mk 1 and Mk 3 - Allowable Undulation Amplitudes for Different
Aircraft Configurations
Notes:
1.
For the conditions applicable to roughness zones 1, 2, 3 and 4 see Table 14-4 of this
Annex.
2.
The dotted lines relate to runways with expedient surfacing.
Table 14-4 Heaviest Configurations for Hercules C130 Mk1 and Mk3 Applicable to Permissible
Roughness Zones
Hercules C Mk 1
Hercules C Mk 3
Roughness
Take - Off
Landing
Take - Off
Landing
Zone No Normal Operational Normal Operational Normal Operational Normal Operational
Necessity
Necessity
Necessity
Necessity
1
2
3
4
D
C
A
-
E
D
B
A
B
B
A
-
D
C
B
A
C
A
-
D
B
A
-
B
A
-
C
B
A
-
Note:
1.
For the interpretation of configurations A, B, C, D and E see Table 14-4.
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MADS
Table 14-5 Parameters Applicable to Configurations A,B,C,D and E For Hercules C 130 Mk 1
And Mk3
Configuration
Reference
(from table 1)
A
B
C
D
E
MADS Issue 6
Maximum All Up Weight
Minimum Tyre Pressures
lbs
Kg
lbs
kg
124000
135000
147000
155000
174000
56246
61236
66679
70308
78926
65
70
80
85
105
0.45
0.48
0.55
0.59
0.72
Minimum
CBR of
Natural
Surface
5%
5%
9%
10%
not cleared
Page 229 of 300
MADS
Annex 14B:
Bare Minimum Temporary Landing Zone Markings
Figure 14-7 Minimum TLZ Marking for Landing and Take-Off from Landing Threshold or
Opposite Direction Take-Off
CAUTIONS
1.
Minimum Runway
length (A-B to E-F) of
2500ft required.
2.
Aircraft must land
by Go/No-Go Line.
3.
Take-off
run
available should be the
more limiting of Take-off
Run Required or 2500ft.
610 1375 m
(2000 - 4499 ft)
Go/No-Go Line
155 m
(500 ft)
Touch-down Zone
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MADS
Figure 14-8 Minimum TLZ Marking for Landing and Stop/Go Take-Off
CAUTIONS
1.
Minimum
Runway length (A-B to
Y-Z) of 1530m (5000 ft)
required for a Stop/Go
Take-off.
2.
Aircraft
must
land by Go/No-Go Line.
3.
Take-off
run
available should be the
greater of Take-off Run
Required or 765m (2500
ft).
TakeOff Run
Minimum
Distance
765m
(2500 ft)
Landing
Run
610m
(2000 ft)
Go/No-Go Line
155m
(500ft)
Touch-down Zone
MADS Issue 6
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MADS
Figure 14-9 Minimum TLZ Marking-Night (White Light) for Landing and Take-Off from Landing
Threshold or Opposite Direction Take-Off
CAUTIONS
1.
Minimum
Runway length (A-B
to Y-Z) of 765m
(2500 feet) required.
2.
Aircraft must
land by Go/No-Go
Line.
Minimum
Distance
380m
(1250 ft)
3.
Take-off run
available should be
the greater of Takeoff Run Required or
765m (2500 feet).
Middle
Markers
230m
(750 ft)
C
Go/No-Go
Line
155m
(500 ft)
Touch-down
Z
Page 232 of 300
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MADS
Annex 14C:
Diagram of STANAG Marking of Temporary Airfields
Figure 14-10 Minimum Temporary Airfield Markings for Day Operations on a Uni-directional
Runway (visual glideslope not available)
MADS Issue 6
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MADS
Figure 14-41 Minimum Temporary Airfield Markings for Day Operations on a Uni-directional
Runway (visual glideslope available)
Page 234 of 300
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MADS
Figure 14-52 Minimum Temporary Airfield Markings for Night Operations on a Uni-directional
Runway (visual glideslope not available)
MADS Issue 6
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MADS
Figure 14-13 Minimum Temporary Airfield Markings for Night Operations on a Uni-directional
Runway (visual glideslope available)
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MADS
Chapter 15:
Aerodrome Pavement Design, Construction and Maintenance
INTRODUCTION
Functional requirements of Airfield Pavements
1.
The pavements should facilitate safe aircraft ground operations. In order to do this
they should meet specialist performance requirements. See Chapter 4. The following sets
out the main requirements:
a.
Good rideability.
b.
Good friction characteristics.
c.
High strengths and stability to withstand the shear stresses induced by heavy
wheel loads and high tyre pressures.
d.
A durable, hard-wearing weatherproof surface free from loose material and sharp
edges which might endanger aircraft.
e.
Resistance to fuel spillage and jet blast. Depending on the nature and type of
aircraft operations, these requirements are likely to be too onerous for bituminous
surfacings in certain areas of the airfield.
f.
Facilitate economic maintenance.
Foreign Object Damage (FOD)

2.
Aircraft and helicopters are very susceptible to damage from loose material being
drawn into engine intakes, propeller blades and rotors. Such materials can also damage
tyres, hydraulic systems and aircraft skins. Potential sources of damage are generally
referred to as a FOD (Foreign Object Damage) hazard. The FOD sensitivity will very much
depend on the aircraft type and the nature of operations. FOD sensitivity is likely to be most
critical for runway operations especially for high performance jets carrying out formation takeoffs. Nevertheless the risks on taxiways and hardstandings can also be high, for certain
aircraft types, especially when they are manoeuvring in proximity. Hence the need for all
airfield pavements to have high surface integrity.
Access for Maintenance/Restoration Works
3.
It is generally very difficult to gain access to carry out maintenance work on airfield
pavements, especially on a main runway. Major restoration works requiring long possession
periods can have serious operational and planning implications. These considerations are
likely to affect the maintenance strategy and further strengthen the need for durable and hard
wearing pavement surfaces.
Relative Importance of Functional Requirements
4.
The relative importance and stringency of the above requirements depends on the
nature, type and frequency of aircraft operations, the function of the pavement (eg runway or
hard-standing) and other economic and local factors.
5.
For runways, good rideability and friction characteristics are very important. In addition
runway ends, dependent on aircraft types and frequency of operations may also need to
have high resistance to jet blast and fuel spillage. Aircraft parking areas and runway holding
MADS Issue 6
Page 237 of 300
MADS
positions will generally need to have high resistance to fuel and oil spillage. In addition,
some of these areas, especially heavily used ASP's, may also need to be resistant to
indentation by high tyre pressure aircraft and impact and wear from ground equipment and
trolleys. Harrier Vertical Take-off and Landing (VTOL) pads and Engine Running Platforms
(ERP's) for high performance jet aircraft provide the most severe conditions for pavements
on MOD airfields.
6.
The above considerations, the FOD risk and the likely restricted access for
maintenance will greatly affect the selection of materials and specifications used for airfield
pavement works as well as strategies for maintenance and restoration. Further details on
these subjects are given at Annex 15A and Annex 15B respectively.
PAVEMENT FRICTION CHARACTERISTICS AND MEASUREMENTS
Introduction
7.
Background. Chapter 15 is aimed primarily at runway friction characteristics and
measurement, but also covers other operating surfaces. The friction properties of a surface
represent the interface between the pavement and the aircraft using it and have a significant
influence on operations. Further background to the whole topic of friction and its relation to
specific aerodromes is included at Annex 15C.
8.
MOD Standards. The MOD has 2 mandatory terms, Maintenance Planning Level
(MPL) and Minimum Friction Level (MFL), for use when referring to the friction characteristics
of aerodrome runways and pavements. In order to establish these friction characteristics a
number of friction surveys are required.
9.
Types of Friction Survey. Aerodromes are required to carry out 3 types of runway
friction testing:
a.
Runway Friction Classification Surveys.
b.
Runway Friction Monitoring Surveys.
c.
Special Friction Surveys.
10. Definitions. For the purposes of this section, the definitions, as detailed in MAA 02 Definitions, of the following need to be understood:
a.
Contaminants
b.
CFME
c.
Declared Runway
d.
Friction Level
e.
MPL
f.
MFL
g.
Portions of the Runway
h.
Runway Friction Classification Survey
i.
Runway Friction Monitoring Survey
Page 238 of 300
MADS Issue 6

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

15. Table 15-3 gives the procedures for classification and monitoring friction surveys.
Procedures for special friction surveys will be detailed by the MOD specialists on a case-bycase basis.
MADS Issue 6
Page 239 of 300
MADS

Table 15-2 Friction Survey Requirements
Item
Programme
Frequency
Survey notification
Survey timing
Survey duration
Conducted by
Measuring speed
Survey validity
Friction Survey Type

Special
Classification
Drafted by MOD
specialists,
promulgated by
RAFIO.
As required by
MOD specialists,
6 monthly or at
Relevant Military
4 yearlyc
SATCO discretion
Authority or
Station.
Calling notice by
MOD specialists
By arrangement Station/DE Term
Contractor.
1-2 days depending on survey scope,
weather and availability of water.
Station
MOD specialists Term Contractor.
65km/hb
65/80/95km/hb
If the maximum absolute difference between the average
friction values for any two check runs is greater than 0.06 the
entire survey is invalid.
Monitoringa
Results reporting
As per Table 15-5
As per Table 15-4
format
MOD specialists Term Contractor to MOD
Results
To Relevant
specialists and onward to Relevant
Reporting/
Military Authority
Military Authority and Station
Evaluation
Equipment
In accordance with relevant Service Operators Manual
calibration/usage
Results retention
Until next classification Survey
Survey funding
Stnde
a
There is no correlation between monitoring and classification survey results.
b
For straight runs only. MOP specialists can advise on test methods for curved or
restricted areas.
c
But see Table 15-1 for variations.
d
Except for survey prior to handover of new/reconstructed pavements paid for by
Project.
e
Additional costs caused by Station imposed restricted access to pavements during
survey fall to Station.
Page 240 of 300
MADS Issue 6
MADS
Table 15-3 Runway Friction Classification/Monitoring Survey Procedures
Item
Equipment
Equipment
calibration
interval
Operator
Team size
Recording
medium
Pavement
surface
conditions
Met conditions
Aircraft
arrestor
systems
Criteria
Classification Survey
Monitoring Survey
Mk 5 Mu-Meter, or other MOD specialists approved equipment.
a. 12 months
b. In accordance with
a. Before every survey
manufacturers
instructions.
c. Results to be retained.
DE Term Contractor approved person
Authorised ATC Personnel
2 people (Driver and recorder)
Purpose designed software with instant VDU and hard-copy read out together
with database recording capability
a. Natural rain or in
detrimental to aircraft
a. Dry before and during survey.
movement conditions.
b. Conditions and changes in condition to be
b. Conditions and changes
recorded.
in condition to be
recorded.
Ambient air temperature 2oC
De-rigged
Procedure
Establish run
start position
Conduct runs
Water depth
Speed
Run track
separation
Track
tolerance
Check runs
Check run 10
Speed runs 2,
3, 8 and 9
Standard
Runsb
Reports
MADS Issue 6
Method/Criteria
a. See Table 15-2 which shows the stationary vehicle start position.
b. Enables location of data relative to runway threshold lights to be
determineda.
c. Mark on pavement and record position.
a. In accordance with pattern in Figure 15-3 and Table 15-4.
b. 1st run starts from runway end with the higher QDM.
1mm
Natural wet conditions.
As given in Table 15-4 5 km/h.
65km/h 5 km/h
a. 3m
b. Start 1.5m from runway centre-line
1m
a. Runs 1, 11 and 17.
b. Run 1 taken @ 3m from runway edge.
c. Runs to be consistently wet or dry throughout.
d. All runs in the same direction.
a. Self-wetted.
b. 1.5m from runway centre-line.
a. To establish speed friction curve.
b. Self-wetted.
c. Each run to traverse the same track in the
same direction.
d. Located outside area of rubber deposits but
15m either side of runway centre-line.
a. Self-wetted.
b. Start at run 4 @ 1.5m from runway centreline.
c. Subsequent runs @ 3m spacing out to 19.5m.
In accordance with Para 16.
a. Runs 7 and 8.
b. All runs in the same
direction.
a. Runs 1-6.
b. Surface soaked but no
standing water.
Page 241 of 300
MADS
Criteria
Classification Survey
Monitoring Survey
a
Distances before the threshold in the landing direction will be negative see Figure 15-2.
b
Known as wet runs for monitoring survey.
c
In the case of monitoring survey, use Table 15-5.
Item
Figure 15-1 Friction Classification Survey Frequency from Before Handover of New or
Resurfaced Runways
Construction/Re-construction complete
Undertake Friction Classification Survey
Commence/continue planning
of remedial measures to
improve Friction Level
Are all
Friction Levels MPL
Yes
Repeat Friction Classification

Survey at interval 4 years
No
Repeat Friction Classification

Survey at interval 12 months
Yes
Are all
Friction Levels MFL
No
a. Stn to consult Relevant Military Authority on
NOTAM
(liable to be slippery when wet).
b. Take action to improve Friction Level.
Figure 15-2 Runs Start With Stationary Friction Machine Measuring Wheel/s 10m from
Pavement End
10m Start position line
10m Start position line

x
Page 242 of 300
MADS Issue 6
MADS
Figure 15-3 Runway Friction Classification Survey Run Sequence
19.5m
20
19
16.5m
18,16 13.5m
3, 9,
10.5
14
7.5m
7
4.5m
6
1.5m
RUNWAY
4, 10
1.5m
5
4.5m
12
7.5
13
10.5m
2, 8,
13.5m
21
16.5m
22
19.5m
1, 11,
3ma
17
a
Distance
to Runway
Centreline
Run
<< LOWER QDM

HIGHER QDM >>
Direction of Travel
Run
Monitoring
Surveys
Distance
to Runway
Centreline
Classification
Surveys
3.0ma
10.5m
2, 8
1.5m
CENTRE-LINE
4, 7
1.5m
10.5m
3.0ma
From runway edge

Table 15-4 Runway Friction Classification Survey Run Sequence and Results
2
3
4
5
6
7
8
9
10
11
L/ Rd
65
Speed
Speed
Standard
Standard
Standard
Standard
Speed
Speed
Check
Check
Lo
Hi
Lo
Hi
Lo
Hi
Lo
Hi
Lo
Hi
13.5
10.5
1.5
4.5
1.5
4.5
13.5
10.5
1.5
3.0 a
R
R
R
L
L
R
R
R
R
L/Rd
80
95
65
65
65
65
95
80
65
65
MADS Issue 6
Remarks
3.0 a
Surface
Temperature (oC)
Hi
Surface Condition
Check
Self-Wetting
ON/OFF
Date
Speed (km/h)
Side of Centrelineb
Distance from
Runway Centreline (m)
Direction of Run
(Starting QDM)
Runway
Run Type
1f
Time
Run No
Aerodrome
On/
Offcd
On
On
On
On
On
On
On
On
On
On/
Offcd
Page 243 of 300
MADS
12
13
14
15
16
17

Standard
Standard
Standard
Standard
Standard
Check
Lo
Hi
Lo
Hi
Lo
Hi
7.5
10.5
7.5
10.5
13.5
3.0 a
R
L
L
R
R
L/Rd
65
65
65
65
65
65
On
On
On
On
On
On/
Offcd
On
On
On
On
On
18
Standard Lo
13.5
L
65
19e
Standard Hi
16.5
R
65
20e
Standard Lo
19.5
L
65
21e
Standard Hi
16.5
L
65
e
22
Standard Lo
19.5
R
65
a
From Runway edge
b
Side is taken relative to the Centre-line in the direction of travel, run specific
c
To be consistent throughout runs 1, 11 and 17
d
Delete as required
e
For narrow runways ignore runs 19-22
f
Run 1 must start from the higher QDM
Table 15-5 Runway Friction Monitoring Survey Run Sequence and Results
1
2
3
4
5
6
7
Wet Hi
Wet Lo
Wet Hi
Wet Lo
Wet Hi
Wet Lo
Chec Lo
k
8
Chec Lo
k
a
From runway edge.
10.5
1.5
10.5
1.5
3.0a
3.0a
1.5
R
L
L
R
R
R
Lc
65
65
65
65
65
65
65
1.5
Rc
65
Lo
A
Ctr
B
Relative to the Centre-line in the direction of travel, run specific.
Should be from the lower to the higher QDM.
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Hi
C
Remarks
Average Friction Value

(relative to Hi
QDM/Centre/ Lo QDM
1/3 portions of runway)
Date
Surface Temperature (oC)
Surface Condition
Speed (km/h)
Side of Centre-lineb
Distance from Runway

Centre-line (m)
Run Direction (Start QDM)
Runway
Run Type
Time
Run No
Aerodrome
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Reports
a.
Content. Written reports, including the information detailed at Para 16a(i)-(vii),
the completed Survey Report see Table 15-6 and Survey Results see Table 15-4) or
Table 15-5 as applicable. Description of rubber deposits should follow the guidance in
Table 15-7, with surface conditions specified in accordance with Table 15-8. The
operator should retain the original data.
(1)
Remarks.
(2)
Results.
(3) Average friction reading of each track should be correctly identified, and
highlights of significant features of the test detailed. Friction values should be
marked on a plan of the runway showing exact location and friction values as
measured.
(4) The following photographs should be taken (each close-up photograph
should include a scale rule within the shot):
Location shot showing complete extent of rubber deposits at each
runway end (not required for night surveys).
(a)
(b)
Close-up of rubber deposits (not required for night surveys).
(c)
Close-up of runway surface.
Any significant features on the runway surface (not required for night
surveys).
(d)
(5)
Conclusions.
(6)
Recommendations, signature and date of report.
(7) The classification survey data on a disk in digital format using Mk 5 MuMeter Software Version 5.6 or later.
b.
Distribution
(1) Calibration Survey Reports. Four copies of the report together with one
survey data disk are required by MOD specialists. The MOD specialists will
review the report before further distributing it to the Relevant Military Authority
and to the Station concerned (2 SATCO and PROM).
(2) Monitoring Survey Reports. All data and reports should be retained by
Stations.
Table 15-6 Runway Friction Survey Report
Survey Type
Friction Machine Type
Friction Machine Serial
No.
Distance Per Reading
Station
Runway
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Date Of Survey
Contractor
Operators
Tyre Serial No(s).
Calculated Water Depth
Air Temperature (C)
Weather
Rubber Deposits
Remarks
Offset distance from threshold end 1 (m)

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

Touchdown Zone - Central 18m
No tyre tracks
Intermittent individual tyre tracks.
Individual tyre tracks begin to overlap.
Up to 60% surface texture exposed
Classification of
Rubber Deposit
None
Very light
Light
Medium
Rubber bonded to pavement surface: less than 40% of surface,

texture exposed
Heavy
Table 15-8 Classification of Surface Conditions
Descriptor
Damp
Wet
Water patches
Flooded
Dry
Observation
The surface shows a change of colour due to moisture.
The surface is soaked but there is no standing water.
Significant patches of standing water are visible
Extensive standing water is visible.
No visible moisture
Movement Area Friction Measurement of Compacted Snow and Ice

16. Background. Pavement friction should be maintained under conditions of compacted
snow and Ice. Friction values under compacted snow and ice conditions do not vary with
speed, so for safety reasons testing should be carried out at 32 km/h. Knowledge of current
friction values in adverse conditions is essential.
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17. Measurement. Procedures for friction monitoring in conditions of compacted snow

and Ice are detailed in Table 15-9. Note, CFME can produce inaccurate readings in water
greater than 3 mm in depth or slush.
Table 15-9 Friction Monitoring Procedures in Compacted Snow and Ice Conditions
Item
Condition: snow or ice
Runways
Other Movement Areas
Monitoring testab @
a. Monitoring testa when
32km/h
friction level 0.35 @
b. Repeat as conditions
32km/h
change
a
See Table 15-5/ Figure 15-3 for details of test and runs required).
b
When reporting to pilots give friction levels in runway thirds, 1st part being the part
where the aircraft will land.
18.
Reporting Methods
a.
The standard method of reporting relies on the definitions of the contaminant (eg
compacted snow or slush see MAA 02 - Definitions.
b.
The friction characteristics of a runway are expressed as braking action
information in terms of the measured/calculated friction values or estimated braking
action as described in Table 15-10.
c.
Table 15-10 is for use with compacted snow and ice only and should not be
taken to be absolute friction values applicable for all conditions. If the braking action is
described as Good, pilots should not expect to find conditions as good as for a dry,
clean runway. The value Good is a comparative value only and infers that
aeroplanes should not experience directional control or braking difficulties when
landing.
Table 15-10 Friction values for compacted snow and/or ice-covered runways
Mu-Meter Reading
0.40 and above
0.39 to 0.36
0.35 to 0.30
0.29 to 0.26
0.25 and below
Estimated Braking Action

Good
Medium to Good
Medium
Medium to Poor
Poor
Braking Code
5
4
3
2
1
d.
Whenever snow or slush is present on a runway, an estimate of the mean depth
over each third of the runway should be made to an accuracy of approximately 2cm for
dry snow, 1cm for wet snow and 0.3cm for slush.
e.
Table 15-11 gives verbal descriptions of runway surface conditions under
compacted snow, ice and slush.
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Table 15-11 Condition Descriptions for Compacted Snow and/or Ice/Slush-Covered
Runways
Basic Conditions
1
Flooded
2
Ice
3
Snow
4
Slush
Rubber deposits
5
6
Frost
7
Ruts and Ridges
Descriptive Conditions
1
Wet
2
Loose
3
Frozen
4
Dry
5
Compacted
6
Drifted
7
Sanded
a The degree of coverage, eg Patches or Covered, and a

description of the conditions may qualify these descriptions
f.
When there are significant differences in conditions along the runway length,
descriptions should be given for each third of the runway. For example:
(1) Slush on Runway; Braking conditions Medium/Poor; Heavy rubber
deposits on first and last third of runway.
(2) Compacted Snow on Runway; Braking condition in thirds - Medium/Good,
Medium, Medium/Good; Mu-Meter 0.36, 0.38, 0.34.
19. Collection And Dissemination of Pavement State Information. For conditions due
to snow, ice or slush, information should be promulgated by means of a SNOWTAM, details
of which are contained in the UK Military Aeronautical Information Publication Vol 1 and
The Manual of Military ATM.
20.
Snow Removal and Ice Control

a.
Aprons should be kept clear of snow, slush, ice etc to the extent necessary to
enable aircraft to manoeuvre safely or, where appropriate, to be towed or pushed.
b.
Whenever the clearance of snow, slush, ice etc. from various parts of the
Movement Area cannot be carried out simultaneously, the order of priority should be
as follows, but may be altered following consultation with the users: (1)
Runway(s) in use
(2)
Taxiways serving runway(s) in use
(3)
Apron(s)
(4)
Holding Bays
(5)
Other areas
c.
Chemicals should be used to remove or prevent the formation of ice and frost on
aerodrome pavements when conditions indicate their use can be effective. Caution
should be used in their application so as not to create a more slippery condition. The
friction of the area treated should be measured periodically after the application of the
chemical.
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Application to Aircraft Operations

21.
Background
a.
The friction properties of a surface represent the interface between the pavement
and the aircraft using it. Friction will consequently have a significant influence on
operations, in particular the ability of aircraft to utilise their brakes. The inherent friction
characteristics of a paved surface deteriorate slowly over time. However the friction of
a runway surface and the related braking action can vary significantly over a short
period due to the presence of contaminants eg snow, ice, slush and water.
b.
Unless notified otherwise, a runway always has acceptable friction characteristics
when dry and wet.
22.
Wet Runway Braking Action

a.
A wet runway covers a range of conditions from Damp to Flooded see Table
15-8. It does not include runways contaminated with snow, ice, slush or water
associated with slush.
b.
Where the measured friction value of a portion of a runway (see definitions in
MAA 02) has deteriorated to the MFL value or less, the runway should be notified as
liable to be slippery when wet.
c.
When a runway is reported as Damp or Wet, and unless notified otherwise eg
as a runway liable to be slippery when wet, pilots may assume that an acceptable
level of runway friction braking action is available.
d.
When a runway is reported as having Water Patches or being Flooded, the
braking action may be affected by aquaplaning and appropriate operational
adjustments should be considered.
e.
When a runway is notified as liable to be slippery when wet, take-off and
landing in wet conditions should only be considered when the distances available
equal or exceed those required for a very slippery or icy runway as determined from
the information in the aeroplanes Flight Manual.
SURFACE EVENNESS
Introduction
23. Uneven surfaces can critically affect the safety of aircraft ground operations. The main
consequences that can result from poor surface irregularity are as follows:
a.
Depending on the amplitude and wavelength of profile irregularities and aircraft
characteristics, excessive vertical accelerations can sometimes be set up causing
weakening/fatigue of parts of an aircraft structure.
b.
Aircraft's tyres subject to excessive dynamic loads.
c.
Vibrations in the cockpit can affect instruments and also cause discomfort to
pilots.
d.
Long wavelength surface irregularities can give rise to pitching and yawing of the
aircraft with possible loss of contact with the ground and loss of directional control.
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e.
Unevenness or deformation of the pavement surface can result in ponding of
water in wet weather. This in turn can cause differential braking characteristics and/or
aquaplaning when an aircraft is travelling at high speed on a runway.
f.
Whilst the above considerations are important for all aircraft movement areas,
they are most critical for runways.
Design and Evaluation
24. For new or refurbished pavements the functional requirement in respect of surface
evenness will be achieved if the design is in accordance with the geometric criteria set out in
Chapters 4 and 5 and the construction tolerances set out in the Material Specifications
referred to in Annex 15A. Bituminous surfacings generally give better rideability than
concrete with the latter being more susceptible to surface undulations produced in the laying
process and also being more dependent on the spacing, detail and quality of joints. Hence
bituminous surfacings are generally preferred for the main lengths of runways.
25. Circumstances such as the following may arise which necessitate a more systematic
approach to evenness assessment with regard to aircraft operations.
a.
Design and/or refurbishment of intersecting runways may necessitate some
compromise on gradient criteria at and in the vicinity of the junction.
b.
Differential settlement on any of the movement areas with time may result in
surface irregularities, which give cause for concern in respect of aircraft operations.
26. For evaluations in circumstances outlined in Para 24 maximum acceptable deviations
will vary depending on aircraft type and speed. A detailed assessment would involve taking
account of a number of variables including amplitudes and wavelengths of irregularities and
the consequent dynamic response of the aircraft concerned. Techniques for carrying out
such assessments include profile measurement and its likely effect in terms of vertical
acceleration at wheel gear and cockpit positions of standard aircraft types using proprietary
software and also instrumented aircraft testing and dynamic response analysis as carried out
by aircraft manufacturers.
The Bearing Capacity and Load Classification of Airfield Pavements
General
27. Pavements need to be of sufficient strength to allow aircraft that that they are intended
to serve, to operate on them without risk of damage either to aircraft or the pavements. See
Chapter 7 Para 8. To comply with this requirement standard reference documents are used
for the structural design and evaluation of airfield pavements at MOD aerodromes together
with a load classification system to directly compare pavement strengths with aircraft loads.
Further details are given in Paras 37 to 42.
28. Aircraft movements which under the Load Classification system are deemed to be
overloads should be strictly controlled in order to ensure safety of aircraft ground operations
and safeguard against premature pavement failure. Further details are given at Para 44.
29. Stopways, Arrester Net Barrier Overruns and Shoulders whether paved or unpaved are
normally designed to a different concept than that for the movement areas. Further details
are given at Para 46.
30. MOD specialists hold central records of pavement construction and load classifications.
Changes to pavement constructions and load classifications as a result of pavement
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restoration or upgrade works should be notified by project managers to MOD specialists,

see Chapter 1.
31. For the design, evaluation and setting of load/tyre pressure limits for useage of
temporary unsurfaced strips by specific aircraft types refer to Chapter 13.
Pavement Design
32. Pavement designs as well as ensuring adequate strength for safe aircraft ground
operations should also provide an economic design life. This in turn necessitates account
being taken of the functional requirements of the pavement, selection of materials, refer to
Annex 15A, the maintenance regime, aircraft useage and whole life costs. The MOD's
reference document for pavement design is "A Guide to Airfield Pavement Design and
Evaluation" PSA 1981. MOD specialists should be contacted for any updates to this
document in respect of MOD standards.
33. For various reasons it may be necessary to reappraise the bearing capacity of a
pavement. Such circumstance could include one or more of the following:
a.
Pavement inspections indicate signs of structural fatigue.
b.
Determination of residual fatigue life to plan future restoration works.
c.
Determination of strengthening requirements for a planned change of use.
d.
The pavement has been disused for some time and should be rehabilitated.
34. In the above circumstances it will usually be necessary to carry out comprehensive site
investigations including destructive (eg coring, trial pits and material testing) and nondestructive testing (eg falling weight deflectometer and ground penetrating radar). This is
particularly so in the case of a large proportion of pavements at MOD aerodromes with substructures dating back to the 1940s and 1950s.
35. The MOD's reference document for structural evaluation of pavements is "A Guide to
Airfield Pavement Design and Evaluation" PSA 1989. This should be used in conjunction
with a supplementary DIO document entitled "Guidance Note on Structural Investigations of
Airfield Pavements" March 2002. MOD specialists should be contacted for any further
updates/supplements to these documents.
Load Classification of Aircraft and Airfield Pavements
36. MOD currently classifies its aircraft and airfield pavements in terms of LCN/LCG but is
in the process of changing to the ICAO ACN-PCN method. The strength of a pavement is
reported in terms of the load rating of aircraft that the pavement can accept on an
unrestricted basis. Detailed descriptions of the ACN-PCN method are given in the ICAO
Aerodrome Design Manual, Part 3 (1983) and in the PSA A Guide to Airfield Pavement
Design & Evaluation (1989).
Aircraft Classification Number (ACN)
37. The ACN of an aircraft expresses its relative loading severity on a pavement supported
by a specified subgrade. ACN are reported as 2 x 4 x 2 = 16 separate figures from a choice
of:
a.
Rigid or flexible pavement.
b.
4 x subgrade category, see Table 15-12 Part 3.
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c.

Maximum Ramp Weight and a representative operating empty weight.
38. ICAO publishes ACN for civil aircraft. In UK tables of ACNs are published in the UK
AIP (Section AGA-7). ACN for military aircraft are contained in the NATO AEP-46 at Annex
515A. For aircraft not included in these publications, ACNs may be obtained from the MOD
Specialists or from the manufacturers.
Pavement Classification Number (PCN)
39. The PCN is the ACN of the aircraft that imposes a severity of loading equal to the
maximum permitted on the pavement for unrestricted use.
40.
PCNs are reported as a five part code as shown in Table 15-12.
Table 15-12 PCN Reporting
Part
Description
1
PCN
2
Pavement type
3
Pavement subgrade category
Tyre pressuremax authorised
Pavement design method
Remarks
ACNmax at appropriate subgrade category
Rigid Flexible
A = High
B = Medium
C = Low
D = Ultra Low
1.5 MPa (217 psi) < W (high)
1.0 MPa (145 psi) < X (medium) 1.5 MPa (217
psi)
0.5 MPa (73 psi) < Y (low) 1.0 MPa (145 psi)
Z (very low) 0.5 MPa (73 psi)
T = Technical design or evaluation
U = By experience of aircraft actually using the
pavement
Pavement Classification for Light Aircraft

41. The ACN-PCN method is not intended for reporting the strength of pavements meant
for light aircraft with a weight less than 5700 kg.
42. The bearing strength of a pavement intended for use by light aircraft should be
classified in terms of allowable Aircraft Weightmax and Tyre Pressuremax.
Overload Operations
43. Provided the PCN for a pavement is equal to or greater than the ACN of the aircraft
and the operating tyre pressure does not exceed the PCN limitation, unrestricted use of the
pavement by that aircraft (or those with lower ACNs) is permitted. The term unrestricted
use of a pavement is not specifically defined. However, it relates directly to the
design/evaluation parameter for aircraft usage and design/residual design life.
44. Unless a pavement is subject to extreme overloading it is unlikely to fail suddenly or
catastrophically. Nevertheless regular overload operations can substantially reduce the
design life of the pavement. Advice from MOD DIO Pavement specialists should
be sought before pavement overloading is authorised.
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Stopways, Arrester Net Barrier Overruns and Shoulders

45. Stopways and shoulders either paved or unpaved should be designed in accordance
with the MODs reference document for pavement design "A Guide to Airfield Pavement
Design and Evaluation". PSA 1989. The decision on whether to provide a paved or
unpaved surface will depend on a number of factors including jet blast and FOD sensitivity,
the maintenance regime, the climate and feasibility of sustaining grass stabilised surfaces
and cost.
46. The pavement construction for Arrester Net Barrier Overruns should be designed as
for a stopway except that a paved surface must be provided from the end of the runway up to
a point at least 2 metres beyond the barrier and in the case of flexible pavements a minimum
bituminous surfacing thickness of 100mm must be provided. The run-out area beyond this
point can either be paved or unpaved designed as for a stopway.
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Annex 15A:
Aerodrome Pavement Materials and Construction
Introduction
1.
To comply with the functional requirements for airfield pavements as described at
Chapter 16 necessitates a special focus in respect of the materials specifications and
consistency and quality of work. As previously stated the relative importance of the various
requirements very much depend on the nature, type and frequency of aircraft operations.
The principal specifications hitherto used for works on MOD aerodromes have been
developed over a number of years and have a proven track record; further details are given
in Chapter 15 Para 2. When alternative construction methods and materials are being
considered a risk management strategy having regard to safety of aircraft operations and the
need to minimise disruption to aircraft operations (ie for future maintenance) should be
established. Previously this has entailed the provision and monitoring of trial areas as part of
a measured approach to validating new methods and materials.
Material Specification
2.
The following Specifications/Defence Works Functional Standards are the principal
surfacing materials currently used on MOD aerodromes:
a.
Marshall Asphalt for Airfield Pavement Works
b.
Porous Friction Course for Airfields Specification 040
c.
Hot Rolled Asphalt and Coated Macadam for Airfield Pavement Works
d.
Pavement Quality Concrete for Airfields Specification 033
e.
Concrete Block Paving for Airfields Specification 035
f.
Slurry Seal (Bitumen Emulsion) for Airfields Specification 045
3.
The above standards contain guidance on their application with particular regard to the
function of the pavement. Particular project specifications should include a description of
the functional requirements as outlined at Chapter 15; MOD specialists should be contacted
for the latest amendments/updates to the standards.
Runway Surfacing Materials
4.
The selection of runway surfacing materials and specifications will need particular
consideration in respect of a range of functional requirements. In particular the requirements
for surface integrity and durability can conflict and therefore a special consideration for
runways should ensure that both are fully met. For new or resurfacing works the
requirements for friction on runways on MOD aerodromes is defined in terms of 3 friction
categories, see Chapter 15 Para 2 and MAA 02 - Definitions refer.
5.
Porous Friction Course (PFC) in accordance with Specification 040, Pavement Quality
Concrete (PQC) in accordance with Specification 033 and Coarse Textured Slurry Seal in
accordance with Specification 045 can comply with MOD Friction Category 1 and the other
functional requirements for runways. For PQC it is possible to meet the friction requirement
by grooving instead of forming a coarse surface texture in-situ. When such an option is
being considered further advice should be sought from MOD specialists. Grooved Marshall
Asphalt in accordance with the above technical standard and the specification amendment
on surface texture requirements can comply with MOD Friction Category 2 and the other
functional requirements for runways; MOD specialists can provide further details. Figure
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15-4, Figure 15-5 and Figure 15-6 show the range and variation of friction values with time
for 3 of the standard runway surfacing materials. PFC and Bitumen Emulsion Slurry Seal
have a low resistance to fuel spillage and the heat and blast effect of jet engines. Therefore
their use is not recommended for runway ends or Harrier STOL runways/strips.
Specifications 040 and 045 provide further details on the application of these materials
including their advantages and limitations.
6.
The provision of PFC as part of a night-time runway resurfacing project is not
recommended unless a sustained possession period of about 2 weeks can be provided to lay
it. This is because the series of transverse construction joints necessitated by night time
working can impair the free draining properties of PFC. A further consideration is that friction
values on temporary surfaces (ie before the new PFC is laid) during the construction period
are likely to be below the MFL (ie classified as liable to be slippery when wet).
7.
Runway resurfacing work using grooved Marshall asphalt and carried out in a series of
night time possession periods will usually result in 'temporary' surfaces either for part or the
whole length of the runway which have friction values below the MFC. This could arise either
due to there being several material layers to lay and/or the fact that it is not practical to
attempt to groove asphalt until it is 2-3 days old.
8.
Having regard to the considerations at paras 6 and 7 it may be necessary for project
teams planning runway resurfacing works to agree temporary limits on low friction values and
the extent and timing of with Aerodrome Staff.
Construction Work/Aircraft Operations Interface
9.
Airfield pavement works should be subject to special provisions and constraints to
safeguard aircraft operations. This will particularly apply to the construction/operations
interfaces including the handover of working areas, clearance criteria, FOD control
measures, access to working areas and management controls. Further information is given
in Defence Works Functional Standard "Guidance Notes for Preparation of Specification
Preliminaries for Airfield Pavement Works.
Restrictions on Surfacing Materials for Roads in Proximity to Aircraft Movement Areas
10. Surface dressing, typically applied as low cost maintenance treatments on roads can
create a FOD risk to aircraft when such roads are in proximity to aircraft movement areas.
Some of these treatments are prone to loss of particles which can subsequently migrate onto
or be picked up by MT vehicles and carried onto aircraft movement areas. In determining the
restrictions for maintenance treatments to access roads and the extent to which these limits
will apply on an aerodrome, consideration should be given to the FOD sensitivity and
frequency of aircraft operations.
Figure 15-4 Typical Friction Values for PFC using 65 km/h Test
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Figure 15-5 Typical Friction Values for Grooved Marshall Asphalt using 65 km/h Test
Figure 15-6 Typical Friction Values for Coarse Slurry Seal using 65 km/h Test
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Annex 15B:
Maintenance and Restoration of Aerodrome Pavements
Introduction
1.
The aim of a maintenance/restoration strategy will ensure that pavements meet
functional requirements consistent with the need to minimise whole life costs and disruption
to aircraft operations. These requirements in turn however depend on the nature, type and
frequency of aircraft operations as well as budget constraints. See Chapter 2 Hence a
principal runway for fast jet operations where FOD sensitivity, friction and surface evenness
are critical and where access for maintenance is somewhat limited will necessitate a different
maintenance/restoration strategy to that for an aircraft parking area.
2.
The following areas set out some of the key technical aspects of a pavement
management system with particular regard to the ageing pavement sub-structures at most
MOD aerodromes.
Pavement Distress
3.
A key factor in the planning and programming of cost effective maintenance and
restoration works is the recognition of the various pavement distresses, their early signs of
development and the assessment of rates of deterioration.
4.
Most of the pavements at MOD aerodromes were originally constructed between 45
and 60 years ago and a large proportion of these are composite construction (i.e. bituminous
layers on cement bound/concrete layers) with major variations in overall thickness especially
on runways. Consequently a number of the pavement distresses observed on the surface
are as a result of movement or degradation of the lower layers. Further details on pavement
distresses and maintenance treatments are given in Defence Works Functional Standard 06
Guide to Airfield Pavement Maintenance. The most common mechanisms/processes that
cause pavement distresses/degradation are outlined in Annex 15B Para 5 9.
Surface Degradation Effects of Climate and Aircraft Operations
5.
The main cause of maintenance/restoration works being required on MOD aerodromes
is the degradation of the surface material due to a combination of weathering and traffic
abrasion and sometimes jet blast and fuel spillage.
Reflection Cracking
6.
Many of the pavements on MOD airfields are of composite construction comprising
1940s and/or 1950s concrete pavements with multiple blacktop overlays. As a consequence
of movements at the joints or cracks in the underlying concrete slabs, reflection cracking has
progressively occurred through many of the blacktop overlays. Reflection cracking of a less
pronounced nature has also occurred in blacktop surfaces due to movement in underlying
cement bound bases and also due to movement at cracks or lane joints in underlying agehardened asphalt.
7.
The development and propagation of reflective cracking is affected by a number of
variables. MOD specialists can provide advice based on research carried out on
performance of composite pavements at MOD aerodromes.
Affects of Moisture in Pavements
8.
There have been a few occurrences on MOD aerodromes involving widespread
blistering of the surface of large pavement areas and also circular/oval cracking. The
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evidence from pavement investigations strongly indicates that these distresses are initiated
by vapour pressure generated from trapped water/moisture in the pavement structure.
Structural
9.
Structural failure of a pavement is generally caused by a combination of magnitude and
repetition of loading (i.e. fatigue) but can also be due to excessive overloads. The mode of
structural failure can be complex especially for old multilayer composite pavements as often
found on MOD aerodromes. This is due to the number of variables including number, type,
condition and thickness of material layers as well as subgrade properties and any effects of
moisture on subsoil/pavements. The MOD reference document - "A Guide to Design and
Evaluation of Airfield Pavements" PSA 1989 provides further details.
Functional Requirements
10. The relative importance and stringency of the functional requirements of a pavement
can considerably affect the strategy for maintenance and restoration. In the case of reflection
cracking, extensive ongoing minor maintenance is likely to be much less viable on a runway
than on a taxiway because of the high sensitivity of FOD and friction requirements on a
runway and also difficulty of access for maintenance. Hence the trigger points for
maintenance can vary dependant on location of pavement, the type and frequency of aircraft
operations and the type of surface material and pavement distress.
Pavement Assessment/Evaluation
11. The determination of maintenance/restoration requirements to ensure that pavements
remain safe for aircraft operations is dependent on airfield pavement evaluation procedures
involving professional surveys and site testing and investigations. Current procedures
include monthly and biennial inspections of pavement surfaces and runway friction
classification and monitoring surveys as detailed in Chapter 15. Monthly inspections are
carried out by Aerodrome maintenance staff as a regular check on pavement condition and
also to aid determination of short-term maintenance requirements and to check works
undertaken/completed. Biennial inspections are carried out by specialist teams mainly for
the purpose of providing long term strategic maintenance/restoration work forecasts but also
to provide a check and technical support to the short-term maintenance planning process.
12. Both the monthly and biennial pavement inspections are limited to surface condition
assessments. However if either unanticipated or abnormal distresses are noted further and
more detailed site investigations may be required.
13. Extensive site investigations should be carried out in the early planning stages of
restoration works as this can have a major effect on scope and cost of the works. This is
especially so in the case of old multi-layer pavements for which the potential for or status of
the distress types outlined in Annex 15B Para 3 - 9 should be investigated and assessed
along with any other apparent distresses. Guidance on the structural evaluation of airfield
pavements is given in "A Guide to Airfield Pavement Design and Evaluation" - PSA 1989 and
the supplementary document "Guidance Note on Structural Investigations of Airfield
Pavements" DIO - March 2002. MOD specialists can provide guidance on
assessment/evaluation of pavements in respect of other distress mechanisms as outlined
above.
Design/Maintenance Solutions
14. The functional requirements and the evaluation/assessment of pavements, Chapter 16
refers, in relation to the various distress types provide the basic technical inputs for
producing optimum design/maintenance solutions. Minor and/or preventative maintenance
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MADS
measures in many instances can provide a cost-effective means of complying with the
functional requirements. However, as outlined in Annex 15B Para 10 the stringency of the
functional requirements including future access constraints will have a considerable bearing
on the latitude for ongoing maintenance/small works programmes and also on options for
restoration/major works.
15. For guidance on maintenance measures including their application, reference should
be made to Defence Works Functional Standards 06 - "Guide to Airfield Pavement
Maintenance". MOD specialists can provide design advice in relation to the distress
mechanisms outlined in Annex 15B.
MADS Issue 6
Page 259 of 300
MADS
Annex 15C:
Surface Friction Measurement
Rationale
1.
The friction properties of a surface represent the interface between the pavement and
the aircraft using it. Friction will consequently have a significant influence on operations, in
particular the ability of aircraft to utilise their brakes. Some understanding of surface friction
of pavements is therefore an important element in the safe operation of any runway.
2.
ICAO Standards. ICAO has 3 categories of friction standard:

a.
Design Objective Level (Recommended only).
b.
Maintenance Planning Level (MPL) (Mandatory).
c.
Minimum Friction Level (MFL) (Mandatory).
3.
MOD Standards. MOD has adopted the latter 2 standards, for use when referring to
the friction characteristics of airfield runways and pavements. These standards are checked
by use of 3 types of runway friction survey which are defined in MAA 02 - Definitions and
described in Chapter 15 Para 17.
a.
Runway friction classification surveys.
b.
Runway friction monitoring surveys.
c.
Special friction surveys.
Technical Background
4.
Coefficient of Friction. When any solid object moves across a surface it experiences
a resistance proportional to its weight. This proportion is known as the friction coefficient and
will vary depending on the properties of the two materials in contact. It will however be a
constant that does not vary with the speed of movement. However, aircraft tyres, even at
high inflation pressures, are not solid objects and the resistance experienced by a tyre
travelling across a pavement will decrease as speed increases.
5.
Braking Force Coefficient. To reduce the weight of the brake heat sink all aircraft
brakes are torque limited. This means that they can, in general, only apply a drag force of up
to about 0.5g even if the friction capabilities of the surface could generate a higher force in
braking. The term Braking Force Coefficient is therefore used to distinguish between the
actual and maximum capability of the tyre/surface interface.
6.
Braking Friction Process. From research, it is known that the main factors affecting
the braking capability of aircraft for a given speed are the characteristics of the tyre, the
friction characteristics of the runway and the design of the braking system. Although modern
anti-lock braking systems are designed to operate near peak friction values for any surface, it
should be recognised that these will vary with speed. The characteristics of the surface will
affect the rate of this variation. From a runway construction perspective the only variable that
can be influenced is the surface texture. Dynamic testing machines have been developed in
an effort to simulate an aircraft undercarriage more accurately. How the values obtained
from these machines will affect individual aircraft will vary dependant on the weight, tyre
design, tyre pressures, braking system and undercarriage configuration of specific aircraft.
Page 260 of 300
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MADS
7.
Runway Friction Characteristics. Using a dynamic testing machine it is possible to
establish a friction value for the surface of a runway. For a runway offering no resistance this
value would be 0 while the maximum theoretical value would be 1. In practice typical friction
values might range from 0.2 to 0.9. As the machine and test procedure used has been
standardised for military runways, these values give a satisfactory indication of the relative
friction available. Every surface is different and will vary, within limits, over its area. Given a
standard speed and machine, other factors that have a significant effect on the friction value
obtained include:
a.
Macrotexture
b.
Microtexture
c.
Drainage
8.
Surface Condition. While most dry surfaces will usually provide satisfactory results
irrespective of the type of surface, there are various factors that can affect these values.
Those of particular relevance are:
a.
Water. Presence of water on the runway will have a significant effect on the
friction value for a runway surface. Wet runways have two distinct zones that are of
interest to aircraft operations. Up to a certain depth, presence of water reduces the
friction value of the runway considerably. The percentage reduction compared with
that available on a dry surface also increases with speed. However, as there is still
some tyre/runway contact the aircraft braking system will still operate. Once a critical
depth of water is reached the tyres and runway surface can become separated by a
thin film of water and the friction available becomes negligible (nearly 0) which in turn
makes braking and nose wheel steering ineffective. This state is known as
aquaplaning. In general runway surfaces are designed to minimise the risk of
aquaplaning.
b.
Rubber Deposits. Rubber deposits, particularly when wet, can significantly
reduce the friction value for the surface.
c.
Oil and/or Grease. As expected oil and/or grease deposits will reduce the
friction value of an operating surface considerably.
d.
Snow, Ice and Slush. The presence of snow, ice or slush on a runway will
obviously reduce the friction value. However, while the drag caused by any significant
depth will reduce aircraft ability to accelerate, it can improve braking characteristics due
to build up of material in front of the wheel.
e.
De-Icing Chemicals. Use of de-icing chemicals on runways can cause a greater
reduction in the available friction on runways than would be expected with a similar
depth of water.
Responsibilities
9.
See Chapter 1 for responsibilities.
Runway Friction Measurement

10. There are many runway friction measuring devices in operation throughout the world, in
general they can be divided into two main categories:
a.
Continuous Friction Measuring Equipment (CFME). Continuous Friction
Measuring Equipment (CFME) provides a continuous plot of the friction value over a
MADS Issue 6
Page 261 of 300
MADS
length of travel. Typical devices in this category are the Mu-Meter and the GripTester.
Currently the Mu-Meter is the only HQ AIR ATC approved CFME for friction
classification of MOD airfields.
b.
Spot Measuring Devices. Spot measuring devices provide a single value at a
specific location. A typical device in this category is the Tapley meter that is used to
provide a friction value on surfaces covered by snow or ice where dynamic or
continuous measuring devices will not operate effectively. Another useful device in this
category is the Pendulum Tester.
Friction Criteria for Manoeuvring Areas
11. STANAG 3634 requires member states that agree to implement the STANAG to
comply with ICAO recommendations. In Annex 14 to The International Standards and
Recommended Practices for Aerodromes (July 1995) ICAO require States to set their own
National minimum and maintenance friction levels for runway surfaces and associated paint
markings. Table 15-1 shows the MOD friction levels for MPL and MFL. MOD specialist
advice should be sought for friction levels on other manoeuvring surfaces.
12. Variations to CAA Criteria. Due to the different types of aircraft operating out of the
MOD airfields, particularly the high performance fast jets, the MOD criteria are different from
CAA criteria. The variations are:
a.
Water Depth. For Runway Friction Classification Surveys CAA use a water
depth of 0.5 mm. In most cases this does not give any significant difference in the
value obtained. However, research has shown that on some surfaces, particularly
those with low macrotexture (eg. Marwill Asphalt), the values obtained can be
significantly different. MOD Friction Classification Surveys use the ICAO
recommended water depth of 1.0 mm.
b.
MPL and MFL. Based on an analysis of all types of pavement surfaces, rather
than surfaces with low macrotexture, the CAA has adopted friction values of MPL of
0.57 and MFL of 0.50 (at 0.5mm wetted depth).
Application to Aircraft Operations
13. The application of runway friction to aircraft operations is an important element of flight
safety procedures. The information relating to aircraft operations is included as a section of
the flight safety handbook.
Page 262 of 300
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MADS
Annex 15D:
Aircraft Classification Numbers (ACN) Tables for Military Aircraft
Table 15-13
AIRCRAFT
DESIGNATOR
Alphajet
AJET
ANDOVER
HS-74
ANDOVER
C Mk 1
ANDOVER
CC Mk 2
ANDOVER
E Mk 3
Atlantic
ATLA
CP-140
AURORA
B-1B
BAC 111
300/400
BAE 146-100
BOEING 727-100
BOEING 727 (US)
BUCKEYE T-20
T2
CC-115
BUFFALO
C9
C17
C23
CANBERRA
B57 (US)
CANBERRA
T Mk 4
CANBERRA
PR Mk 7
CANBERRA
PR Mk 9
CORSAIR II
A7
CC-142
DASH 8
DC-3 (Super)
MADS Issue 6
Mass
RIGID SYSTEM (R)
FLEXIBLE SYSTEM (F)
7,500
3,600
24,948
21,591
14,515
22,680
13,472
21,092
20,185
11,884
22,680
14,742
46,200
36,000
64,410
27,890
216,384
85,729
40,007
24,993
37,557
21,183
80,739
64,637
44,452
95,255
45,995
5,967
3,674
22,317
11,340
48,988
28,214
263,086
145,559
11,158
7,893
25,764
14,288
17,690
10,115
24,948
11,249
26,082
12,973
19,051
9,979
15,649
9,752
15,255
MASS
(lb)
(kg)
A
6
3
12
9
6
10
6
11
10
5
10
7
28
21
44
16
69
21
29
16
20
10
45
35
21
56
22
6
3
17
9
30
11
52
22
7
4.2
20
11
13
8
23
9
25
10
18
8
10
6
8
B
6
3
13
11
7
11
6
12
11
6
11
7
30
22
46
17
79
22
30
17
21
11
47
37
23
61
24
6
3
17
9
32
12
52
22
8
5.3
20
11
14
8
23
9
25
10
18
8
11
6
8
C
6
3
14
12
8
12
7
13
11
6
12
8
31
23
48
18
98
25
31
18
23
12
50
39
25
54
26
6
3
18
9
33
13
52
22
8
5.3
21
12
14
8
23
9
25
11
18
8
11
6
9
D
6
3
16
13
8
13
7
13
12
7
13
8
32
24
49
19
117
33
31
18
24
13
52
41
27
67
27
6
3
18
9
34
14
70
24
8
5.3
21
12
14
8
23
9
25
11
17
8
11
7
10
A
5
3
11
9
5
9
6
9
8
5
9
6
25
18
38
14
65
19
24
14
18
9
41
32
20
52
20
6
3
13
7
28
10
52
18
6
3.2
20
11
13
7
23
8
25
9
17
8
9
5
6
B
6
3
13
10
6
11
6
10
9
5
11
7
26
19
41
14
79
22
25
14
20
10
42
33
21
55
21
6
3
15
7
31
12
59
20
7
5.3
21
12
15
8
23
9
25
10
16
8
9
5
8
C
6
3
15
12
7
12
7
12
11
6
12
8
30
22
44
16
92
26
28
16
22
11
49
37
22
62
24
6
3
15
8
34
14
71
22
9
5.3
21
12
16
9
23
10
25
11
16
8
11
6
10
D
7
3
16
14
8
15
8
14
13
7
15
9
32
24
47
18
101
29
29
18
25
13
54
42
26
66
28
6
3
16
8
39
17
94
28
9
5.3
22
12
16
9
23
10
25
12
16
8
11
6
12
16,500
7,900
55,000
47,600
32,000
50,000
29,700
46,500
44,500
26,200
50,000
32,500
101,900
79,400
142,000
61,500
477,000
189,000
88,200
55,100
82,800
46,700
178,000
142,500
98,000
210,000
101,400
13,200
8,100
49,200
25,000
110,000
57,000
580,000
320,900
24,600
17,400
56,800
31,500
39,000
22,300
55,000
24,800
57,500
28,600
42,000
22,000
34,500
21,500
33,600
Page 263 of 300
MADS
AIRCRAFT
DESIGNATOR
C117
DOMINIE
T Mk 1
CC-144/CE-144
CHALLENGER
CC-150
POLARIS
CH-113/CH-113A
LABRADOR
CH-124A
SEA KING
CHINOOK
HC Mk 1
CT-133
T-BIRD
EH-101
NSA
DC-10
KC10
DRAGONFLY
A37
EAGLE
F15
E3
E4
FALCON 20
DA20 (NO)
FALCON 20 EW
DA20 (NO)
F-111
F111
F-111C
FIGHTING FALCON
F16
FIGHTING FALCON
(MLU)
F16 (NO)
GALAXY
C5A
GREYHOUND
C2
GUARDIAN
HU25
GULFSTREAM III
G3
C20A
HARRIER II
AV8A
HARRIER
T Mk 4
HARRIER
T Mk 4A
Page 264 of 300

Mass
RIGID SYSTEM (R)
FLEXIBLE SYSTEM (F)
(kg)
MASS
(lb)
10,750
9,662
5,171
19,550
11,204
157,900
80,000
9,707
5,126
9,752
4,445
22,680
10,433
8,346
3,901
13,018
9,299
268,983
124,059
6,350
3,719
30,845
13,064
147,419
81,965
361,970
221,355
13,200
9,979
13,767
9,979
45,360
22,226
50,777
20,800
17,010
7,893
16,057
A
6
5
2
17
9
45
14
6
3
10
5
11
4
7
3
9
6
48
12
5
2
32
14
38
16
45
23
12.5
9.5
13.2
9.6
45
15
48
20
18
8
15.7
B
6
5
2
18
9
54
15
6
3
10
4
11
5
7
3
9
7
57
13
5
2
32
13
45
20
55
26
12.1
9.2
12.7
9.2
45
16
48
20
17
8
15.2
C
7
6
3
18
9
64
19
7
3
10
4
12
5
7
3
10
7
68
15
5
2
30
13
55
23
63
31
12
9.1
12.6
9.1
45
16
48
19
17
8
14.8
D
7
6
3
18
9
72
23
7
3
10
4
12
5
7
3
10
7
79
18
5
2
30
13
52
26
73
37
11.9
9
12.4
9
44
17
48
19
17
8
14.6
A
5
4
2
15
8
47
15
5
2
8
4
8
3
7
3
7
5
58
14
4
1
32
13
38
16
57
27
12.8
9.6
13.6
9.7
48
18
48
19
17
8
16.6
B
6
5
2
15
8
53
16
5
3
8
4
10
4
7
3
9
6
64
17
5
2
29
12
45
20
58
29
12.9
9.6
13.5
9.7
47
20
46
19
16
7
16.5
C
7
5
3
15
8
65
17
6
3
8
4
12
4
7
3
11
8
75
21
5
2
28
12
54
24
85
33
12.7
9.6
13.4
9.7
47
21
46
19
16
7
16.2
D
8
6
3
15
9
82
26
6
3
7
3
13
5
7
4
11
8
102
27
5
2
28
12
61
29
125
44
12.5
9.4
13.2
9.5
47
22
45
19
15
7
15.9
23,700
21,300
11,400
43,100
24,700
348,170
176,400
21,400
11,300
21,500
9,800
50,000
23,000
18,400
8,600
28,700
20,500
590,000
240,000
14,000
8,200
68,000
28,800
325,000
180,700
798,000
488,000
29,100
22,000
30,350
22,000
100,000
49,000
111,945
45,856
37,500
17,400
35,400
7,258
381,022
170,008
26,082
15,921
15,196
9,480
31,616
7.1
28
8
26
16
9
5
22
6.9
32
12
26
16
10
5
23
6.7
39
12
25
15
10
6
23
6.6
48
14
25
15
11
6
24
7.3
37
9
25
15
11
6
19
7.3
42
14
24
15
11
6
20
7.2
55
16
24
15
11
6
22
7.1
80
25
24
14
12
6
23
16,000
840,000
374,800
57,500
35,100
33,500
20,900
69,700
16,329
13,517
7,212
11,884
5,942
11,884
6,260
10
9
6
9
4
9
5
11
9
6
9
5
9
5
11
10
6
9
5
9
5
11
10
6
9
5
9
5
8
9
6
9
4
9
5
9
10
6
9
5
9
5
10
10
6
10
5
10
5
11
10
6
10
5
10
5
36,000
29,800
15,900
26,200
13,100
26,200
13,800
MADS Issue 6

AIRCRAFT
DESIGNATOR
HARRIER
T Mk 4N
HARRIER
GR Mk 7
HAWK
T Mk 1
HORNET
F/A-18
CF-18A/CF-18B
HORNET
HAWKEYE
E2
HERCULES
C-130
HERCULES
C-130
CC-130
HERCULES (CA)
HERCULES
C-130 (NZ)
HERCULES
C Mk 1 (UK)
HERCULES
C Mk 3 (UK)
HERCULES
C-130 (NO)
HS 125-400
HS 125-600
HS 125-700
HS 748
INTRUDER
A6
JAGUAR
GR Mk 1/T Mk 2
JETSTREAM
T Mk 1
JETSTREAM
T Mk 2
JETSTREAM
T Mk 3
KC 135
STRATO-TANKER
KING AIR 200
C12
MIRAGE 2000
MIR2
MITCHELL
B25
NIMROD R Mk 1
MADS Issue 6
Mass
RIGID SYSTEM (R)
MADS
FLEXIBLE SYSTEM (F)
(kg)
11,884
6,123
14,515
7,398
5,715
3,493
24,000
9,000
23,542
10,435
24,041
18,597
70,300
33,100
70,300
33,100
79,382
33,000
70,307
58,967
36,287
70,760
34,609
73,028
36,605
70,307
58,967
36,287
10,614
5,670
11,340
5,670
11,567
6,486
21,100
9,900
27,624
13,789
15,700
7,424
5,987
4,126
5,987
4,491
6,940
4,218
134,700
43,600
7,530
4,309
16,511
7,575
18,960
9,571
80,513
MASS
(lb)
A
9
5
11
6
5
3
20
7
21
9
23
17
26
12
26
12
31
13
31
24
12
27
13
32
13
31
24
12
6
3
7
3
7
4
10
4
25
13
9
4
3
2
3
2
4
3
33
10
4
2
16
7
10
4
29
B
9
5
11
6
5
3
20
7
21
9
22
17
29
12
29
12
35
13
34
26
13
30
13
35
14
34
26
13
6
3
7
3
7
4
11
4
25
13
10
4
3
3
3
3
5
3
40
10
4
2
16
7
11
5
33
C
9
5
11
6
5
3
20
7
21
9
22
17
31
13
31
13
38
14
37
28
14
33
15
38
16
37
28
14
7
3
7
3
8
4
12
5
25
12
10
4
4
3
4
3
5
3
49
10
4
2
15
7
12
5
38
D
9
5
11
6
5
3
20
7
20
9
22
17
34
14
34
14
41
15
39
30
16
36
16
40
17
39
30
16
7
3
8
3
8
4
12
5
25
12
11
4
4
3
4
3
5
3
55
12
5
2
15
7
12
6
41
A
9
5
11
6
5
3
20
8
20
9
22
17
23
10
23
10
33
13
24
18
8
24
11
30
12
24
18
8
5
2
5
2
6
3
8
3
25
12
9
5
2
2
2
2
5
3
33
9
3
2
15
7
8
3
31
B
9
5
11
6
5
3
19
7
19
9
22
17
27
12
27
12
36
14
28
22
12
29
13
33
14
28
22
12
5
3
6
3
6
3
10
4
24
12
11
5
3
3
3
3
5
3
40
10
4
2
15
7
10
4
32
C
10
5
11
6
5
3
19
7
19
9
22
17
30
13
30
13
38
14
32
25
14
32
15
35
16
32
25
14
6
3
7
3
7
4
11
4
24
12
12
5
4
3
4
3
6
3
48
11
4
2
15
7
11
5
36
D
10
5
11
6
5
3
19
7
19
8
21
17
35
14
35
14
44
15
37
30
17
37
16
39
17
37
30
17
7
3
8
3
8
4
13
5
24
12
13
6
5
4
5
4
6
4
55
13
5
2
15
7
13
6
42
26,200
13,500
32,000
16,310
12,600
7,700
52,911
19,842
51,900
23,000
53,000
41,000
154,985
72,973
154,985
72,973
175,000
72,800
155,000
130,000
80,000
156,000
76,300
161,000
80,700
155,000
130,000
80,000
23,400
12,500
25,000
12,500
25,500
14,300
46,518
21,826
60,900
30,400
34,600
16,400
13,200
9,100
13,200
9,900
15,300
9,300
296,963
96,122
16,600
9,500
36,400
16,700
41,800
21,100
177,500
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MADS
AIRCRAFT
DESIGNATOR
NIMROD MR Mk 2
NIM
ORION
P-3
ORION
P-3
ORION
P-3C (NO)
ORION
P-3N (NO)
ELECTRA/ORION
P3
OV1
PHANTOM
F4
PROWLER
EA6B
PUMA
HC Mk 1
SABRELINER
T39
SEA HARRIER
FA2
SEA HARRIER
FRS Mk 1
SENTRY
AEW Mk 1
SHORTS SHERPA
SHD3
SKYHAWK
A4K
STARLIFTER
C141
STRATOFORTRESS
B52
SUPER SABRE
F100
TACAMO II
TALON
T38
THUNDERBOLT
A10
TOMCAT
F14
TORNADO
GR Mk 1
TORNADO
F Mk 2/F Mk 3
Transail C 160
ND16
Page 266 of 300

Mass
RIGID SYSTEM (R)
FLEXIBLE SYSTEM (F)
(kg)
42,411
83,462
41,459
57,833
47,627
29,483
61,200
29,900
61,236
34,539
58,061
30,845
64,410
27,890
8,165
3,629
26,308
14,515
27,236
15,244
6,985
3,719
10,886
6,237
11,844
6,259
11,884
5,942
151,953
83,915
10,387
6,680
11,113
7,257
5,443
156,000
99,500
221,000
83,200
18,824
9,400
155,125
78,378
5,443
3,175
22,680
12,701
33,724
18,191
28,576
13,744
26,581
14,243
49,500
27,844
MASS
(lb)
A
12
31
12
37
30
17
38
16
35.3
17.9
32.8
15.6
44
16
6
3
27
15
26
15
2
1
9
5
9
5
9
4
43
22
6
4
12
8
6
48
25
103
19
20
10
42
17
5
3
21
9
36
19
32
15
27
15
9
4
B
14
35
13
39
32
19
40
17
37.8
18.4
34.9
16
46
17
6
3
27
15
26
15
2
1
9
5
9
5
9
5
50
23
7
4
11
7
6
58
30
116
23
20
10
50
20
5
3
21
9
36
19
32
15
27
14
9
5
C
16
39
15
41
34
21
41
18
41.7
20.4
39.1
17.7
48
18
6
3
26
15
26
14
3
2
9
5
9
5
9
5
58
26
8
5
11
7
5
68
35
128
28
20
10
60
23
5
3
21
9
35
19
31
15
27
14
10
5
D
18
43
17
43
36
23
43
19
44.4
23.5
41.9
20.5
49
19
6
3
26
14
26
14
3
2
9
5
9
5
9
5
56
29
8
5
11
7
5
75
40
173
33
19
10
68
27
5
3
21
10
35
19
31
15
27
14
12
6
A
13
32
12
33
26
13
33
14
40.1
20.2
37.2
17.4
38
14
6
3
26
14
26
14
2
1
9
5
9
4
9
4
47
23
7
5
12
8
6
51
27
94
23
19
9
45
19
5
3
20
9
34
19
31
14
27
14
7
4
B
14
34
13
35
27
14
35
14
42.6
21.5
39.4
18.6
41
14
7
3
25
14
25
14
3
1
9
5
9
5
9
5
52
25
8
5
11
7
5
58
32
101
25
18
9
51
20
5
3
20
10
33
18
29
14
25
13
10
5
C
16
37
15
39
31
17
39
16
44.2
22.7
41.1
19.7
44
16
7
3
24
14
25
14
3
1
9
5
10
5
10
5
62
27
9
6
11
7
5
70
38
114
30
18
9
62
23
5
3
20
10
33
18
28
14
25
13
12
6
D
19
44
18
43
34
20
42
19
45.2
23.3
42.1
20.3
47
18
7
3
23
14
24
14
3
2
10
6
10
6
10
5
79
35
9
6
11
7
5
85
48
135
37
17
9
79
31
5
3
20
11
32
17
27
13
24
13
17
8
93,500
184,000
91,400
127,500
105,000
65,000
134,923
65,918
135,000
76,144
128,000
68,000
142,000
61,500
18,000
8,000
58,000
32,000
60,000
33,600
15,400
8,200
24,000
13,800
26,200
13,800
26,200
13,100
335,000
185,000
22,900
14,700
24,500
16,000
12,000
343,900
219,400
487,200
183,400
41,500
20,700
342,000
172,800
12,000
7,000
50,000
28,000
74,300
40,100
63,000
30,300
58,600
31,400
109,100
61,400
MADS Issue 6

AIRCRAFT
DESIGNATOR
TRISTAR
C Mk 2
TRISTAR
K Mk 1/KC Mk 1/C2A
T43
VC10
C Mk 1
VC 10
K Mk 2
VC10
K Mk 3/K Mk 4
VIKING
S3A
MADS Issue 6
Mass
RIGID SYSTEM (R)
MADS
FLEXIBLE SYSTEM (F)
(kg)
229,000
109,000
245,847
109,543
58,060
27,443
147,417
67,631
143,335
67,993
152,861
70,987
33,724
18,191
MASS
(lb)
A
55
24
59
24
32
13
35
15
31
15
36
15
36
19
B
64
25
69
25
35
14
43
15
38
15
44
16
36
19
C
75
28
82
28
37
15
52
18
46
18
53
19
35
19
D
88
32
95
32
38
16
60
21
54
21
61
22
35
19
A
62
26
68
26
30
13
44
16
39
16
45
17
34
19
B
68
27
74
27
31
13
47
17
43
17
48
18
33
18
C
83
29
90
29
35
14
58
19
52
19
61
20
33
18
D
110
37
120
37
39
16
73
25
67
25
76
26
32
17
504,853
240,300
542,000
241,500
128,000
60,500
325,000
149,100
316,000
149,900
337,000
156,500
74,300
40,100
Page 267 of 300
MADS
Chapter 16:
Safeguarding Aerodromes and the Surrounding Environments
SAFEGUARDING PROCEDURES
Introduction
1.
The procedures involved in safeguarding the operational environment of military
aerodromes depend upon whether the proposed obstacle is sited within or outside MOD
property.
Safeguarding on MOD Property
2.
It is MOD policy for Siting Boards to be held for any new installation to be built on MOD
property. Where the property contains an aerodrome, SATCO, or his nominated deputy,
should attend the Siting Board to give specialist advice and comments in relation to
safeguarding criteria. The safeguarding criteria should not be violated except when the
proposed obstacle is operationally essential and a waiver or exemption has been granted by
the MAA.
3.
SATCO should ensure that the safeguarding criteria is strictly adhered to and, where
appropriate, comprehensive specialist remarks are recorded in the Findings and
Recommendations of Siting Boards (Form 2). Annex 17A contains the Air Traffic Control
Officers Certificate, which should be completed and attached to the Form 2 following each
Siting Board. Amplification of the remarks by an accurate plan of the proposed siting area,
together with all relevant dimensions, should be included as an Annex to the Findings of the
Siting Board.
4.
Safeguarding criteria includes considering the potential to increase the bird strike risk
hazard.
5.
Any paperwork associated with Aerodrome Siting Boards for obstacles/buildings,
which could affect aerodrome design and safeguarding standards, should be retained
indefinitely or until the obstacle/building is removed.
Safeguarding Outside MOD Property
6.
Planning decisions in the UK are the responsibility of local or central government, or
appointed bodies. Aviation interests, and hence the MOD, have no specific power to
override a planning decision. However, the MOD may offer advice to the planning authority
such that aviation safety or their operational directives may be taken into consideration.
7.
Under the terms of the Town and Country Planning (Aerodromes) Direction 1992 for
England and Wales and the Town and Country Planning (Aerodromes) (Scotland) Direction
1992, the Ministry of Defence safeguards military aerodromes against future developments
which might prejudice their actual or potential use for aviation purposes. The MOD publishes
an official safeguarding map (Plan A) which is issued to County and Local Planning
Authorities and to certain other bodies. MOD aerodromes are also issued with copies of the
map, through the MOD specialists.
8.
Obstruction Hazard. The Statutory safeguarding map (Plan A) is colour coded into
sections for which different reference heights are given. These are the heights above which
new construction, on and near an aerodrome, may interfere with flying activity. Planning
Authorities are required to consult the MOD specialists (Safeguarding) about any application
they receive for any development exceeding the appropriate reference level. The area
covered by the map depends upon the length of the longest safeguarded runway, either
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MADS
existing or planned. Other factors are incorporated in accordance with the obstruction
limitation criteria shown in Chapter 5 Para 4. Account is also taken of the need to protect
instrument approach procedures and radio and radar aids, some of which cannot be utilised
satisfactorily unless stringent rules are observed to protect the operating environment.
9.
The MOD is also consulted about developments in the area of the circle that involve
flying activities including gliding, micro-light aircraft and hang-gliding sites. Some plans also
show explosive storage safeguarded areas.
10. The MOD specialist (Safeguarding) is the co-ordinating authority for safeguarding
military aerodromes. Air 1Gp BM ATM Infra SO2 Infra is the Air Traffic Control Specialist
Adviser and AOS Flight Checking and Safeguarding is the Engineering Specialist Adviser.
Any queries relating to the content of this chapter or any difficulty in interpreting the
requirements for safeguarding MOD aerodromes should be drawn to the attention of the
MAA.
Instrument Approach and Departure Criteria
11. Instrument approach and departure criteria, as laid down in PANS-Ops are unlikely to
be infringed by obstacles that do not violate safeguarding criteria. If, when considering the
implication of obstacles, doubt exists about their effect on instrument approach and
departure criteria advice may be sought from OC A Flt No 1 AIDU, RAF Northolt.
Clearance of Obstructions in Aerodrome Approaches
12. When a unit considers that an approach to its aerodrome is in danger of becoming, or
has been, obstructed within the terms of this Publication, it should submit details to the
relevant military authority and request that a survey be carried out with a view to remedial
action.
Survey Procedure
13. Should the relevant military authority consider that an obstruction survey is justified, it
should submit comprehensive details to the MOD specialist (Pavements) and request that
appropriate action be taken. A plan defining the area of survey is, if possible, to accompany
the request.
14. In the first instance an unobtrusive survey will be undertaken which will not involve
access to privately owned land. This will be followed when necessary by a more detailed
survey for which access to land may be required. If so, clearance will be arranged by the
Regional Defence Land Agent.
Remedial Action
15. The survey, when completed, will be forwarded via the MOD specialists to the Station,
relevant military authority and OC A Flt No 1 AIDU, who will determine whether remedial
action is necessary. If it is, DIO Land should be requested to provide an estimate of cost for
the physical works involved and an estimate of compensation payable to
landowners/occupiers.
16. The project should then be viewed in relation to its overall cost. If it is decided to
proceed with remedial work, Commands should first request the Defence Land Agent/
Regional Estate Surveyor to clear the cost of compensation. When this clearance has been
given, arrangements for the physical work of removal should be made under normal Works
Service procedure.
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MADS
17. Commands will be responsible for co-ordinating action and for making the necessary
arrangements through the Defence Land Agent/Regional Estate Surveyor with landowners /
occupiers for obtaining entry to land, to carry out the work. In Germany, RAF MLO Frankfurt
should ensure that the Joint Services Liaison Organisation (JSLO) is involved in making
contact with land-owners/occupiers.
18. In the UK, any political difficulties considered likely to arise from proposed land entry,
either for detailed survey purposes or the execution of remedial work, should be reported at
an early stage through the usual channels to MOD specialists Safeguarding. In Germany,
MLO Frankfurt should similarly be informed.
19. Further guidance on safeguarding is available through DIO, Sutton Coldfield or the
relevant Authority as stated Table 1-2 grass and habitat management
20. Bird strike Hazard. Although safeguarding primarily addresses the potential
infringement of flight safety surfaces, the potential for the proposed development to become
a bird attractant site and increase the bird strike risk may also be addressed. For most
aerodromes, in addition to the normal safeguarding map (Plan A), County and Local
Planning Authorities are issued with a bird strike safeguarding map, (Plan B), which depicts a
bird hazard circle, of radius of 8 statute miles. Planning authorities are statutorily required to
consult the MOD about planning applications they receive for development within the area of
the circle which could be a major source of attraction to birds. These developments include
refuse tips, reservoirs, sewage disposal works, nature reserves, bird sanctuaries or any
similar source that is attractive to birds and should be assessed individually or as part of a
cumulative process against the potential to become bird-attractants and increase the bird
strike risk at a nearby aerodrome. Annex 17B contains the guidance for assessing the bird
strike risk hazard when considering planning proposals.
Bird Strike Risk Management
21. The MOD, by policy, conforms to ICAO standards and practices provided that they do
not conflict with military requirements. ICAO Annex 14 states that when a birdstrike hazard
is identified at an aerodrome, the appropriate authority will take action to decrease the
number of birds constituting a potential hazard to aircraft operations by adopting measures
for discouraging their presence on, or in the vicinity of, an aerodrome 4 . The appropriate
authority at Government aerodromes within the UK is the MOD.
22. The UK the Air Navigation Order (ANO) requires that the aerodrome license holder
take all reasonable steps to secure that the aerodrome and the airspace within which its
visual pattern is normally contained are safe at all times for use by aircraft. For the purposes
of the ANO, the aerodrome license holder at Government aerodromes is the MOD. The
MOD is therefore responsible for the development and implementation of birdstrike risk
control measures at its aerodromes 5 .
23. Principles and Objectives. As with other forms of aviation risk, the management of
the risk of a birdstrike involves specialist knowledge and specific measures. These
measures are aimed at deterring birds from flying on and in the lower flight paths in the
vicinity of the aerodrome and primarily include the use of risk assessment, aerodrome habitat
management, bird control procedures and safeguarding. However, the birdstrike risk is not
uniform across all types of aerodromes and flight operations, and therefore it is essential that
the most appropriate measures are identified and adopted to suit the local situation.
In the vicinity of is internationally taken to be land or water within 13 km of the aerodrome reference point.
An Aerodrome is defined as an area prepared for accommodation (including any buildings, installations and equipments)
landing and take-off of aircraft.
5
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MADS
Effective techniques in risk assessment, bird control, habitat management and safeguarding
exist that can reduce the presence of birds on aerodromes and the risk of a birdstrike.
24. The basis of all birdstrike risk management policy and action is the planning and the
effective use of human resources, procedures and diligence which reflects the principles of
safety management that the MOD is required to apply to aspects of aircraft operations within
its responsibility.
25. The objective of birdstrike risk management is to implement those measures necessary
to reduce the birdstrike risk to a level which accords to the ALARP principles within MOD
Risk Management.
26. Policy. Air Weapons Ranges (AWRs) are predominantly large expanses of
ground/water similar to aerodromes but much larger. Being a food rich area, relatively
undisturbed by human surface activity, areas on and around AWRs are attractive to birds.
Aircraft operating along prescriptive Lines of Attack at high speed and low altitude within this
background are vulnerable to birdstrike. Whilst the guidance provided within this document
is primarily aimed at aerodrome activity it is valid for all flying facilities, including AWRs.
However, the mitigation methods identified as reasonable will be reduced due to nature of
task and/or topography. It is expected therefore that mitigation will predominantly focus on
habitat management and effecting levels of control over background bird activity/numbers
through Safeguarding.
27. Bird Control Management Plan (RA 3270). The Bird Control Management Plan
(BCMP) should record the results of birdstrike risk assessments that are conducted and
specify the birdstrike risk mitigation measures that are in place. The measures should relate
to the threat posed by each identified risk and, due to the relative unpredictability of bird
activities, should be responsive to changes as the risk rises or falls. Those measures
should include the bird control techniques detailed in this and other authoritative documents.
28. The emphasis should be to minimise the presence of flocks of birds on, or in the
vicinity of, the aerodrome as much as possible. However, this may be difficult outside the
aerodrome boundary. Nevertheless, an awareness of bird attractant activities taking place,
such as farmers ploughing fields, and constructive dialogue with the landowner should
permit timely and effective action to be carried out.
29.
of:
A BCMP should aim to assess the potential birdstrike risk, at minimum, include details
a.
The roles and responsibilities of the station executive and bird control personnel.
b.
The policies and procedures for:

(1)
Risk identification and assessment.
(2)
On-aerodrome bird control.
(3)
The recording of bird control activities and bird control issues.
(4)
Personnel training and appraisal.
Bird control performance monitoring, measurement and improvement

systems.
(5)
(6)
The logging of bird species, data analysis and the recording and analysis of
birdstrike reports.
MADS Issue 6
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MADS

(7)
Obtaining permissions for control measures, as necessary, including
rookery culls, hangar clearance and rabbit removal etc.
(8)
The periodic assessment and review of the birdstrike risk recording and
information system, bird control procedures and associated activities.
c.
Recording the detail and results of the birdstrike risk assessments that are
conducted and the birdstrike risk mitigation measures that are in place.
d.
The means to ensure that flocks of birds, whether resident or visiting, do not
habituate 6 on the aerodrome, achieved through the deployment of effective habitat
management and bird dispersal and control measures to reduce bird activity on the
aerodrome.
e.
The measures employed by Defence Estates (Safeguarding) on behalf of the
station to control or influence areas in the vicinity of the aerodrome to minimise the
attraction to birds, including:
(1) Confirming the correct level of safeguarding appropriate to the station flying
task for consultation with Local Planning Authorities on proposed developments

that have the potential to be bird attractant in the vicinity of the aerodrome.
(2) The means to influence land use and development surrounding the
aerodrome so that the birdstrike risk does not increase and, wherever possible, is
reduced.
(3) The means to help encourage landowners to adopt bird control measures and
support landowners' efforts to reduce birdstrike risks.

(4) The procedures to conduct, and record the results of, site monitoring visits.
f.
The BCMP should be referred to or included in the relevant Flying/ATC Orders
and the Defence Aerodrome Manual (DAM) and made available for audit in accordance
with RA 1026, Aerodrome Operator.
30.
Roles and Responsibilities. Clearly defined roles and responsibilities of all
personnel are important elements of the effectiveness of the BCMP. All personnel should
have a thorough understanding of their roles within the plan and be able to collaborate
actively with other organizations on and off the aerodrome, such as air traffic control and
local landowners. The roles and responsibilities of personnel associated with bird control
duties undertaken on a typical aerodrome are described in this Annex but responsibilities
may be adjusted to suit an aerodrome's specific bird control circumstances.
31.
Many of the species which are common on aerodromes are successful and numerous
because they are adaptable generalists and quick to exploit opportunities and changes in the
environment, especially those unwittingly provided by man. Therefore, bird problems can
never be considered to be 'solved' or overcome. Environmental and weather changes, the
adaptive behaviour of the birds, and many unpredictable factors may cause major problems
to arise very quickly. There must, therefore, be a sustained awareness of the potential
dangers and an efficient system to detect and respond to changes, not only by those
immediately involved in bird control, but also by management and air traffic control. This
highlights again the crucial importance of organization and management.
6
Cease to react to meaningless stimuli. Habituation is one of the simplest forms of learning shown by all animals.
Page 272 of 300
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MADS
32.
Head of Establishment (HoE). Although the HoE has overall accountability for bird
control at each aerodrome, responsibility for bird control and the implementation of the
BCMP may be delegated, usually to the Aerodrome Operator, SATCO, Aerodrome Manager
or another senior person in the air operations function. The core responsibilities of such a
person, with respect to the BCMP, should be to:
a.
Assess the birdstrike risk level.
b.
Determine policy, produce and implement the BCMP.
c.
Ensure that the BCMP reference or inclusion in the relevant Flying and/or ATC
Order Books is correct.
33.
Further responsibilities should include the:

a.
Monitoring and acting on habitat changes on and in the vicinity of the
aerodrome and development of appropriate management and control activities.
b.
Implementation of habitat management/long grass policy maintenance
programmes in accordance with the BCMP, and to introduce modifications to the
maintenance programmes as necessary.
c.
Analysis and interpretation of log records of bird control activities, birdstrike
reports and bird count data.
d.
Regular survey of bird concentrations and movements in the local area and
liaison with local bird watchers for additional information.
e.
Liaison with local landowners, farmers and gamekeepers to obtain intelligence
on farming plans, game conservation, etc and on mitigation action.
f. Monitoring of the effectiveness of any mitigation measures in place.
g.
Identification of potential birdstrike risks by collating local ornithological and
other data.
h.
Seeking of advice and assistance from outside specialists on matters requiring
expertise not available at the aerodrome.
i.
Production and promulgation of reports on the development of BCMP and on
specific topics, safety briefs and birdstrike risk warnings as required.
34.
Bird control Officer/Manager. Whilst the Aerodrome Operator may have overall
responsibility for bird control delegated from the HoE, a technical specialist, such as a Bird
Control Officer or the BCU Manager, may undertake day-to-day management and efficient
implementation of the BMCP. In more detail, this role will involve key duties such as to:
a.
Advise on all matters relating to birds and birdstrike prevention, and to assist
with the production and development of the BCMP.
b.
Plan and organize bird control operations in accordance with the BCMP.
c.
Supervise and monitor bird control operations to ensure that BCMP is
implemented correctly.
d.
Supervise bird control record keeping (log, bird counts, birdstrike recording
and reporting, bird dispersal, culling and habitat management diaries, etc.).
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e.
Provide technical supervision of bird control operators, intelligence gathering,
and planning.
f.
Facilitate the active surveillance, bird dispersal, culling and other field tasks.
g.
Ensure that all necessary licenses, insurances, passes and permits are
current.
h.
Ensure the effective supply, safe keeping and correct maintenance of bird
control equipment and consumables.
i.
Provide a communications channel between the aerodrome policy
makers/providers, bird control operators and other interested parties, such as the flying
sqns/units and air traffic control.
35.
Bird Control Officer. A bird control operator performs the front line role and can be
any suitably trained member of aerodrome staff. This role will involve key duties such as to:
a.
Maintain surveillance of bird activity on the aerodrome and beyond, to the limit
of visibility.
b.
Implement active bird control measures in accordance with the BCMP to
counter any detected birdstrike risk.
c.
Provide the air traffic service, where applicable, with details of a potential
birdstrike risk.
d.
Record bird and bird control activity.
e.
Record actual, potential or suspected birdstrikes.
f.
Advise senior personnel on improvements to the bird control task.
g.
Assist with surveys, etc.
36.
Risk Identification. There are significant factors that should be considered in an
assessment of the birdstrike risk at a flying facility. Risk assessments should be undertaken
whenever changes in the environment, in operating procedures, in aircraft types, etc are
likely to affect safety. Characteristically, bird hazards at aerodromes are continuously
changing and, therefore, continuous re-assessment is necessary.
37.
Assessment of the Birdstrike Risk. In order to manage the risk of a birdstrike, the
Unit should develop a systematic method of obtaining information regarding potential
birdstrike risks on and in the vicinity of the aerodrome/AWR on a regular basis and:
a.
Assess those risks, in the context of aircraft operations.
b.
Analyse bird strike records to identify how many birds have been struck and
which species.
c.
Identify and target those birds more likely to cause damage to aircraft, such as
flocking and/or larger species.
d.
Develop a structured approach to bird control.
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38.
Before any risk assessment can be conducted with any degree of accuracy, it is
necessary to establish the background risk level 7 to demonstrate the need for a bird hazard
control programme and against which to assess the changing hazard. This level also
provides a measure against which to assess the effectiveness of the plan. Details of existing
bird locations and bird movements relative to those locations and the aerodrome will need to
be ascertained, both to establish an accurate database and to keep the information flow
current. A risk assessment should therefore be conducted initially to provide a quantifiable
benchmark and repeated thereafter on a periodic basis such that:
a.
Each potential birdstrike risk can be assessed in detail.
b.
Each risk can be quantified in the short and long term, dependent upon bird
population and habitat seasonal changes.
39.
c.
The potential risks can be assessed on a comparable basis.
d.
The continuing risk can be monitored.
e.
Control actions can be focused in a structured manner.
A typical risk assessment process should therefore involve:

a.
A detailed hazard description, identifying bird species and associated habitats
that influence the size and behaviour of bird populations in the area.
b.
An assessment of the probability of a birdstrike with a particular species,
taking into consideration the current mitigation procedures in place and seasonal
factors.
c.
Consideration of the species involved including size and numbers (eg solitary
or in flocks), an assessment of the likely severity of the outcome of a birdstrike.
d.
An assessment of the frequency of serious multiple birdstrikes 8 .
e.
The determination of the acceptability of the level of risk by summing the
probability and severity, based on a probability/severity matrix.
f. The identification of further risk management options available.
g.
The development and implementation of an action plan to eliminate reduce or
mitigate unacceptable risks.
40.
Applying the Assessment to Bird Hazards. Accidents from all causes should
occur at a frequency of 1 x 10-7, or lower. Thus, individual hazards must pose a lower level
of risk. However, because of the low frequency of accidents, it is not possible to quantify
accurately risks from individual causes, such as birdstrikes. Individual UK aerodromes all
have different local conditions and hazard levels, and there are not sufficient aircraft
movements to provide statistically valid samples. All categories of aircraft have suffered
catastrophic accidents (the worst case on the severity scale) following strikes with common
birds and strikes with the potential for catastrophic results occur relatively frequently.
Therefore, the probability level is, at best, extremely remote and may even be as high as
remote. Also, serious incidents such as loss of an engine on takeoff, (severity classification
The level and type of bird activity that would occur in the absence of any monitoring or control measures.
Where more than 2 birds are struck and more than 10 birds are seen, or when more than 10 birds are struck. Allan J. A
Heuristic Risk Assessment Technique for Birdstrike Management at Airports, Society for Risk Assessment Journal, Vol 26 No 3,
2006.
8
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hazardous and major) occur sufficiently frequently to fall into the reasonably probable
category.
41.
Because of the small but real risk of catastrophic accidents, the risk must be reduced
to a lower tolerability level. Even the middle ground review risk level requires action to
reduce it to as low as reasonably practical. To minimize the risk of the very rare catastrophic
incidents, the only practical approach is to minimize the opportunities for any birdstrikes to
occur.
42.
Following on from this, it is useful to produce a baseline statement describing the
aerodromes particular bird hazards: species; concentration sites (roosts, breeding colonies,
etc.); movements; and seasonal and temporal changes. All flying stations will then be able to
develop a comprehensive and sustainable BCMP from the risk assessment process above.
However, further review of bird movements and changes in populations, including the effect
of mitigation action, and the environment is necessary to re-assess the residual risk once the
BCMP is in place.
43.
Intelligence Gathering. Intelligence gathering is an essential component of the
birdstrike risk assessment process and involves the monitoring of all potential bird
attractants, concentrations and movement patterns, both on and in the vicinity of the
aerodrome. In addition to field observations by aerodrome personnel or other specialists
who understand the importance of such monitoring, liaison with local landowners and land
users such as local bird watchers and ornithological societies, nature reserve wardens, water
bailiffs, gamekeepers, farmers and pigeon fanciers may yield useful information.
44.
Awareness and understanding of bird concentrations and movements can improve
the efficiency and effectiveness of bird control on the aerodrome and will determine the
amount of effort required to manage the risk and the type of control actions. When
assessing attractants, a clear understanding is needed of the direct impact each potential
bird attractant site and its proximity to the aerodrome is likely to have on the potential
birdstrike risk, having identified and taken into account the bird species involved.
45.
Surveys should be conducted in the local area in different seasons to identify
attractants, concentrations and regular movement patterns. Each potential bird attractant
feature or development on the aerodrome and in its vicinity should be assessed. Having
identified the potential bird attractants the possible impact should be assessed so that the
level of risk presented to flights at the aerodrome can be determined. Specialist advice
should be sought from BCU experts or CSL regarding the factors to be considered within
this assessment.
46.
Defence Estates (Safeguarding) coordinate the appropriate action on behalf of flying
stations which may include legal proceedings. Individual units should not engage in
consultations with Local Planning Authorities or with local landowners/developers beyond
that necessary to facilitate access iaw the BCMP.
47.
Bird Attractant Habitats. The differing landscapes on the aerodrome may create a
variety of attractants that need to be identified and assessed, to determine the appropriate
prevention or control actions required. The following paragraphs also apply to sites in the
vicinity of the aerodrome.
48.
Food. Birds require high-energy foods and many species depend on earthworms,
snails, slugs, spiders, millipedes, and insects (especially larvae) present in grassland and the
underlying soil. Fieldfares, redwings and starlings may occur in large flocks to feed on soil
invertebrates on aerodromes. Carnivorous birds may feed on small mammals, such as
rodents.
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49.
Very few birds eat grass. Only Geese and some other Wildfowl graze grass and,
then, only when it is short and in vigorous growth. Therefore, the grass itself is not a bird
attractant but other plants among it can attract large numbers of birds. The leaves, flowers
and seeds of weeds, such as clovers, dandelion, chickweeds and vetches are food for
Pigeons, Game birds, Finches and other small birds. Therefore, consideration should be
given to the need to minimize or eliminate such attractants through, for example, the use of
herbicides.
50.
Parts of an aerodrome are sometimes let for growing crops. Although tall crops are
mostly unattractive to birds, they have the potential to cause a variety of problems
immediately adjacent to the movement areas. Activities like ploughing, harrowing and
cropping which disturb the soil, and also sludge spraying, manure spreading, seed drilling,
ripe crops, harvesting, and hay and silage cutting create feeding opportunities for Gulls,
Lapwings, Corvids, Starlings and Pigeons. Such activities inevitably attract birds and will
increase the resources required for bird control. Having fed, birds such as Gulls and
Lapwings will rest in the vicinity for many hours.
51.
Wastes from litterbins etc. attract Gulls, Feral pigeons, Corvids, Starlings and other
Passerines (perching birds). Refuse bins associated with food preparation and consumption
ie kitchen and catering areas, is a particular attractant.
52.
Open Terrain. Flat, open terrain is an inherent characteristic of an aerodrome, which
cannot be modified. Expanses of grassland covering large areas between runways, taxiways
and aprons and paved surfaces create bird attractions on aerodromes, as do buildings and
other installations such as radar towers. The unobstructed view and open space provides
security (plus, for flocking species, mutual protection from many pairs of eyes) and affords a
warning of potential danger for large flocks. Open terrain attracts all species except those
which avoid danger by living in trees or dense cover. However, maintaining the grass sward
at an appropriate height can eliminate the open aspect on the grassed areas. The bird
attractant aspects of open terrain are relatively simple and well understood, and effective
countermeasures are available.
53.
The presence of other, less prominent features such as open drainage ditches,
ponds, scrub, bushes and trees, earth banks, and waste food also provide more habitats, for
larger numbers of birds and additional species, to exploit.
54.
Attention should be paid to grass reinstatement in areas after aerodrome works.
55.
Landscaping. Landscaping developments include grass, tree and shrub planting
and may involve the creation or enhancement of a water feature. Landscaping schemes
have the potential to:
a.
Create dense vegetation that may become a roost.
b.
Provide an abundant autumn and winter food supply in the form of fruits and
berries.
c.
Create standing water or watercourses which attract Gulls and waterfowl.
56.
Landscapes commonly include trees and shrubs, which may provide food and shelter
for nesting and roosting. Finches, Thrushes, Pigeons and Starlings commonly feed on fruits
and berries. Finch flocks will only move onto aerodromes where there is a weed seed food
source, and native thrushes do not form flocks or visit the open spaces of aerodromes to a
significant extent. Thus in the autumn, masses of berries may attract large flocks to the
aerodrome and, once the berries are all eaten, the flocks move onto the aerodrome to hunt
earthworms, etc. Numerous fruit- and berry-bearing trees and shrubs have the potential to
attract birds.
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57.
Oak and Beech in particular provide food for Wood pigeons, which feed on acorns
and beechmast extensively in autumn. They also eat the flowers of Ash in spring. Rooks eat
acorns and sometimes plant them in the aerodrome grass.
58.
Nests and Roosts. Many birds nest in trees and bushes. Rooks nest colonially in
traditional rookeries in small woods and lines of mature trees but recently they have
expanded into a wider variety of smaller trees and man-made structures, such as aerodrome
lighting gantries and electricity distribution pylons. Wood pigeons nest in dense bushes,
hedgerows and woods.
59.
From late summer through the winter, starlings form large communal roosts in dense
vegetation such as thorn thickets, game coverts, young unthinned conifer plantations, shelter
and screening belts and reed beds. Less dense cover may be used where there is artificial
shelter from nearby large buildings.
60.
Buildings and structures with access holes and crevices provide nest sites and
roosts, especially for Feral pigeons and Starlings. Pigeons roost and nest on ledges on the
exteriors of buildings and inside them.
61.
Water. Open standing water and watercourses attract Waterfowl that are nearly all
large birds and may also occur in large flocks. Waterfowl resort to water for security and it is
usually impossible to evict them with scaring devices. The more open water sites there are
on and around an aerodrome, the more complex and frequent will be the movements of
Waterfowl between them. There may be more activity at night than during the day.
62.
Wet and waterlogged grass attracts feeding Ducks (especially at night) and nesting
Waders, and drainage should be installed or improved, wherever possible. Flooding flushes
soil invertebrates to the surface making them very accessible to birds, attracting Ducks, Gulls
and Waders.
63.
Larger, permanent waters, such as ponds, balancing reservoirs, etc, attract Ducks,
Geese, Swans, Herons, Coot, Moorhen and Cormorants.
Aerodrome Long Grass Policy - Guidance for Units and Agencies Responsible for
Letting Aerodrome Ground Maintenance Contracts
64.
65. Aerodromes naturally offer birds food and/or security for foraging, resting and,
sometimes, breeding. While the employment of a Bird Control Unit (BCU) may remove birds
from the aerodrome, the birds will return for as long as the attraction remains. A tailored
habitat management process on aerodromes, aimed at reducing the attractant to birds, is
therefore essential in reducing the bird strike risk. It is impossible to eliminate the bird strike
risk by habitat management alone. This passive measure can however reduce bird numbers
to a level whereby active measures (BCU Operators) can be effective. The combination of
active and passive measures is essential in providing effective bird control. One significant
measure that may be employed will manage the grassed areas to maintain an erect and
dense long grass sward of 150mm and 200mm (MOD (RAF) Long Grass Policy). It should
be recognised however, that each aerodrome environment is unique and that the most
effective bird deterrent swards are dependant upon local soil type, climate, geographic
location and methods of bird control available. Therefore, the maintenance process should
be tailored to work in consort with local conditions.
66. The current standard, Technical Bulletin (TB) 97/34, was produced to provide units with
a standard process for supporting the MOD (RAF) Long Grass Policy where, at the time, no
appropriate expertise was available at aerodrome level and this standard was considered
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best practice. However, it is understood that due to the aforementioned uniqueness of

aerodromes, strict adherence to TB 97/34 at some units could prove counterproductive to the
desired end-state. This understanding, along with the creation of specialist technical support
contracts such as civilian BCU and knowledgeable grounds maintenance companies, now
affords the MOD the opportunity to review the guidance on standard process contained
within TB 97/34.
67. Pending the publication of the new standard, units should consult with the
SATCOs/Aerodrome Managers prior to letting or managing any aerodrome grass
management contract in order to identify whether adherence to the current TB 97/34 would
be effective at the subject aerodrome. If it is believed that variance from TB 97/34 is
warranted then a request for dispensation, along with the supporting argument and the
proposed alternative, should be forwarded to the relevant aerodrome specialist authority for
consideration.
Grass Maintenance Scheme
68. All grass areas within the aerodrome boundary, including the margins adjacent to
runways and taxiways should be included in the aerodrome grass maintenance scheme. As
grass grows according to season, so does the presence of certain bird species; therefore,
grass maintenance should be planned accordingly to deter the targeted birds when
necessary.
69. Short, gang mown grass is the greatest long-term attraction on an aerodrome for birds
and the adoption of a long-grass regime is considered to be a very effective aerodrome bird
deterrent. It spoils the habitat for birds by restricting their vision at ground level, thus
reducing their security, and also by considerably restricting their access to any food sources
which might be available in the soil. The term long-grass however, is a misnomer and can
lead to misunderstanding of this habitat management technique.
Grass Management
70. The main difference between short grass management on aerodromes and the long
grass technique lies in the cutting regime. Long grass is maintained at a height of between
150mm and 200mm either permanently or for specified periods throughout the year
depending on the regime adopted as being the most suitable at a particular location. To be
properly effective the long-grass policy should apply to as much of the aerodrome as is
practicable and especially to those areas adjacent to aircraft operating surfaces. The result
is that any attraction to birds is minimized and fewer birds frequent the immediate area.
Moreover, those birds which are present are more easily dispersed by active bird-scaring
measures. Consequently, routine scaring techniques retain their effectiveness and are
required less frequently.
71. Various types of grass maintenance schemes exist, such as the long grass policy and
silaging, and each has its own advantages and disadvantages for aviation use. The
aerodrome authority should employ the scheme most appropriate to the aerodrome. The
Bird Control Management Plan (BCMP) should be revisited to identify any additional
measures that may be necessary to complement the scheme. For example, a long grass
policy should be complemented by dispersal methods to deter other birds that may frequent
the aerodrome.
Long Grass Policy (LGP)
72. There are three recommended options for maintenance of long-grass on an
aerodrome:
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a.
Regime 1. Standard Long-Grass Management. When considering Flight Safety,
this is the preferred solution.
b.
Regime 2. Long-Grass Management involving commercial cropping
(Hay/Silage). This policy is only suitable at those inland aerodromes where LGP is not
required as a year round bird deterrent.
c.
Regime 3. The Basic System which is only suitable for aerodromes where there
is no local demand for hay/silage or a requirement for year round LGP. This method is
economical, simple to implement and practical to sustain. However, the overriding
factor when determining the appropriate level of LGP for a particular aerodrome is
Flight Safety. This regime can therefore only be used with the express authority of the
appropriate authority.
73. All regimes are aimed at producing a healthy, erect, dense sward that is free from
broadleaved weeds. The grass should be maintained at a height of between 150mm and
200mm and be capable of standing upright during the winter months. Good strands of grass
may be obtained by simply allowing an existing sward to grow but in some areas re-seeding
may be necessary due to climatic, soil or existing sward condition. It may be necessary to
experiment with different grass seed mixtures and techniques to find the most effective and
economic mixture for a particular aerodrome.
74. Before a long grass policy is first established, and periodically thereafter, it may be
prudent to have soil analyses carried out and any nutrient deficiency made good in spring.
When seeking advice from agronomists, who commonly advise farmers on grass crops and
pasture and may be unfamiliar with the unique requirements for aerodrome long grass, the
need for sustained strong growth of appropriate grass species, rather than a flush of rapid
lush grass, should be stressed. General-purpose fertiliser in slow acting granular form,
rather than a high nitrogen formulation, is appropriate. In almost all cases, good stands of
long grass can be obtained by allowing the existing sward to grow taller. Re-seeding is rarely
necessary.
75. Long grass regimes are usually effective only when the aerodrome bird control
organisation is involved in planning, monitoring and regulating the maintenance programme.
Any grass maintenance regime will be confirmed as that which is necessary to support flying
operations at the facility and should be recorded within the unit Bird Control Management
Plan.
76. Long grass maintenance requires activity throughout the year. Several dates are given
in the paras below but aerodrome operators should take account of local climatic conditions
when planning their maintenance regime.
77. In some areas, rabbits may be a particular problem. Large populations of rabbits can
make it impossible to grow effective long grass, and may undermine the effectiveness of a
surface to support the movement of vehicles or aircraft iaw Chapter 4 Para 0. The rabbit
population may need to be controlled accordingly.
78. The long grass regime intended to deter the most common birds found on an
aerodrome is shown at Annex 17C. However, whilst the aim is to achieve a tall freestanding
sward, units should confirm the effectiveness of this or any other methodology for their
particular facility and seek dispensation from the relevant Authority should variance be
deemed appropriate.
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Over-seeding
79. Existing grasses on some aerodromes may not be suitable for successful long-grass.
Re-seeding with a mixture of perennial ryegrasses can give good results. These should be
of an upright growing cultivar. The mixture should also contain a strong creeping Red
Fescue cultivar, a vigorous Chewings Fescue and a small amount of Browntop Bent.
80. Specific mixes should be formulated to meet the requirements of each aerodrome.
Over-seeding of an aerodrome should be carried out a section at a time over a period of
years to avoid disruption to operational use. The percentage make up of the mixture will vary
with site location but the following is a general guide:
a.
25% perennial ryegrass Melle
b.
25% perennial ryegrass Preference
c.
25% strong creeping Red Fescue cultivar
d.
20% Chewings Fescue cultivar
e.
5% Browntop Bent Highland
Sites of Special Scientific Interest

81. Some aerodromes may contain Sites of Special Scientific Interest (SSSIs) or other
Nature Conservation designation areas which may influence the grass regime adopted.
However, iaw JSP 362 Chapter 5 Conservation states that Flight Safety is the overriding
criteria and specialist advice should be sought from the appropriate authority before
proceeding. Further, any proposed major changes to habitat will require a Sustainability
Appraisal to ensure compliance with legislation and MOD policy. DIO Environmental Support
Team should be contacted for advice.
82. The Environment Agency may impose restrictions on the use of certain fertilizers,
herbicides and pesticides due to the potential pollution of water course, catchments or tables.
Specialist advice should be sought from the appropriate authority before proceeding.
Pest Control
83. Pests that directly affect successful long-grass management include rabbits, moles and
field voles. A well organized pest control programme should be implemented as part of the
grass management plan.
Land Drainage
84. Poor land drainage will prevent effective grass management due to the soft, wet soil
being unable to bear the weight of maintenance machines, and cutting will give an uneven
and torn height of grass. Wet areas will also encourage plant species which are not
desirable in a long-grass policy. The following practices should be incorporated within the
aerodrome maintenance plan:
a.
Land drains are to be routinely inspected and defective runs, causing local wet
spots, repaired. Outfalls and culverts should be clean and unobstructed with ditches
and watercourses free flowing.
b.
Surface compaction as a result of vehicle movements should be corrected by the
use of a heavy duty aerator after Bottoming Out.
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c.
Natural pools which attract gulls and waders should, where practicable, be
drained and filled in.
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Chapter 17:
Safeguarding Obstructions and Waivers
SURFACE OBSTRUCTIONS
1.
General Provisions. Any obstacle which projects above the surface of an aircraft
movement area and its associated shoulder and runway/taxiway strip, constitutes an
obstacle hazardous to aircraft. The number of such obstacles should be kept to an absolute
minimum and are only permitted if they are operationally essential. Wherever possible the
runway/taxiway strip should be obstacle free. Obstacles should be constructed and sited in
such a manner as to reduce the hazard to a minimum. They should be frangibly mounted
and should be of the lightest feasible construction. In this context a frangible object is one
which retains its structural integrity and stiffness up to a desired maximum load, but when
subjected to a greater load than desired will break, distort or yield in such a manner as to
present the minimum hazard to an aeroplane. Guidance on frangibility is detailed in ICAO
document Interim Guidance on Frangibility. Where the justification for such obstacles no
longer exists, consideration should be given to having them removed. Aerodrome defence
installations, such as dannert wire, cannot be classified as operationally essential
obstructions and should be excluded from the runway strip and other protected areas within
the movement area in peacetime, unless there are essential operational reasons for waiver.
Any aid to air navigation to be sited within a runway strip should be made as light and as
frangible as design and function will permit. The height of any object, which is permitted
within a runway strip, should be kept to the minimum for the particular site and function of
the equipment. See Chapter 5 Para 1.
2.
Paved Surfaces. Obstacles are not permitted on runways, taxiways, or hardstandings.
However, frangible elevated light fittings and airfield reflective markers are permissible on the
edges of paved surfaces up to a maximum height of 0.5m.
3.
Shoulders. Shoulders should be obstacle free. Only when it proves impossible, for
operational reasons, to locate an obstacle further away from the runway, taxiway or
hardstanding, will it be permitted as an obstruction on a shoulder. The feasibility of locating
obstacles further away from the paved surfaces than the shoulder e.g. in the runway strip,
should always be considered. (For dimensions of shoulders see Table 4-3 and Table 4-12.
4.
Runway and Taxiway Strips. The general provisions of Chapter 17 Para 1 apply to
runway and taxiway strips, however, the location of operationally essential objects in these
areas may be unavoidable. Such objects include radio and radar facilities, runway approach
aids, sign boards and runway visual range towers. The distance from the runway or taxiway
centre-line should be the maximum, and their height the minimum, commensurate with their
function and provision of safe passage to aircraft taxiing whilst keeping all wheels on the
paved surface. Restrictions can be placed on the type of aircraft that can use a particular
paved surface if an object does not allow wing tip clearance.(For dimensions of runway and
taxiway strips see Table 4-4 and Table 4-13.
5.
Stopways. The only obstacles permitted in stopways are approach lights. These
should be of a lightweight construction, frangibly mounted and should not exceed 0.46m in
height.
6.
Clearways. Any obstacle that has to be located in the clearway should not penetrate
the prescribed clearway gradient, see Table 4-6 Any obstacle which does penetrate this
gradient will define the end of the clearway. Light wooden frangible fencing not containing
wire elements and not exceeding 1.2m in height is permitted in the clearway provided that it
does not penetrate the prescribed clearway gradient see Table 4-6.
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7.
Overlapping Areas. Where 2 or more areas overlap, e.g. clearway overlapping
stopway, the more stringent obstacle limitation should apply.
8.
ATC Tower Visibility. The VCR should be suitably positioned and elevated to
provide the maximum visibility of the aircraft manoeuvring area. New constructions on the
airfield should not obscure the line of sight from existing control towers. The absolute
minimum visibility requirement should be considered as a clear and uninterrupted view of all
runways, thresholds, approach paths and circuit patterns. Also, the VCR should be
provided with the maximum possible uninterrupted view of all taxiways, aprons and dispersal
areas.
SUB SURFACE OBSTRUCTIONS
9.
General Provisions. Any structure which lies within 300mm of the surface or is flush
with the surface of the unpaved parts of the movement areas, shoulders or runway strips
may be hazardous to an aircraft which runs off the paved surface. It is important to keep
such potential hazards to a minimum by critically examining each stated need in the first
instance and by ensuring that any existing obstructions continue to meet an essential
function. Where sub-surface structures cannot be dispensed with they should be
constructed so that they present the minimum practical vertical face to undercarriage wheels,
if necessary by the provision of sub-surface ramps, see Chapter 4 Para 3.b.
WAIVERS
Operationally essential obstructions exempt from waiver
10. There is no requirement for the MAA to issue waivers against operational essential
obstructions, by the nature of this equipment it is required for an aerodrome to operate
effectively. However, each aerodrome must have the appropriate siting board
paperwork in place, as laid down by the relevant PT and comply to Chapter 5 Para 3
and Chapter 17 Para 1-7 of this manual, to be exempt from waiver. Additionally each item
should be placed on the appropriate risk register/hazard log If the original siting
board paperwork is not available a safety assessment should be conducted and
submitted to the MAA. The following items are examples of operationally essential
equipment:
a.
Runway Caravan.
b.
Arrestor Equipment including Barrier and RHAG installations.
c.
RVR Towers.
d.
Illuminated Runway Distance Marking Signs.
e.
PAR and ILS.
f.
IRVR equipment.
The MAA will offer guidance on any additional items considered to be operationally essential.
11. Alternate ATC facilities e.g, anemometers, search radars and other navigational aids
should be sited, wherever possible outside runway or parallel taxiway shoulders but may be
sighted within the runway strips. If there is any doubt as to whether a proposed obstacle will
infringe military Aerodrome Safeguarding Criteria, advice should be sought from the
appropriate FLC or equivalent.
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Extended waivers for extenuating circumstances

12. The MAA may issue waivers extending beyond 3 years for extenuating circumstances
where Cost Benefit Analysis (CBA) (MAA/RN/12/11 9 ) has established that the potential
expenditure to reduce risk is disproportionate to the level of risk. CBA should not be the
only tool in determining that the risk is at least tolerable and ALARP; it should be completed
in conjunction with a Safety Assessment highlighting the risks and mitigation, including DH
risk acceptance.
13. Prior to staffing an extended waiver certain considerations should be taken into
account:
a.
Operational impact
b.
Air safety implications
14. If funding becomes available and works are planned on the aerodrome or the
operational use of the aerodrome changes, the waiver should be reviewed and the noncompliance considered and/or improved where possible.
Exemptions
15. The MAA may issue an exemption for a permanent waiver against regulation. The staff
work necessary to support a request for exemption would be the same as that required for a
request for waiver, see paragraph 12. Each request would be reviewed on a case by case
basis.
AERODROME OBSTACLE LIMITATION ZONES
16. The effective utilization of an aerodrome may be considerably influenced by natural
features and man-made constructions inside and outside its boundary. For this reason the
airspace above the aerodrome and its surrounding area should be regarded as an integral
part of the aerodrome environment. The degree of freedom from obstacles in the aerodrome
environment is as important, in the retention of operational effectiveness, as the more
obvious requirement to protect the movement area, and in particular the flight strip, from
obstacles hazardous to aircraft.
17. To safeguard the aerodrome environment obstacle limitation zones, together with their
associated surfaces and approach clearance planes, are prescribed around aerodromes.
Obstacle limitation surfaces and their characteristics are described in Chapter 5 Para 4. The
safeguarding procedures associated with the protection of the aerodrome environment are
described in Chapter 16. Safeguarding of the movement area is dealt with in Chapter 17.
APPROACH CLEARANCE PLANES
Description
18. Determination of the sloping planes in approach surfaces is based on the primary need
to ensure that aircraft of all types, whether on visual or instrument approaches to runways,
have an adequate safety height margin over obstructions that may be erected in the
approaches to runways. The purpose of the slopes, so defined, is to establish the limits to
MAA/RN/12/11 (DG) COST BENEFIT ANALYSIS OF POTENTIAL AIR SAFETY MEASURES PRINCIPLES should be
adhered to and read in conjunction with this Manual and (RA) 1210.
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which structural development of all kinds need not be resisted. The dimensions of the slopes
of Obstacle Limitation Surfaces are given in Table 5-1 & Table 5-2.
Clearance Over Roads and Railways
19. Any road or railway within the approach funnel will be 4.5m below the approach
clearance plane. Where the required clearance cannot be achieved, or when the road or
railway passes through the clearway, measures should be taken within the UK to control the
road traffic, or, as will invariably be the case with railways, to withdraw the end of the runway
so that the necessary clearance is obtained. In addition, at aerodromes operating jet aircraft
which are liable to engine failure from bird strike, the need for control of traffic on any road up
to 460m (1500 ft) from runway end should be considered. Applications for the control of
road traffic should be submitted to DIO/relevant FLC for consideration and decisions to
withdraw ends of runways should be confirmed, by the appropriate FLC or equivalent, with
the appropriate Operations Staff at MOD. Overseas, normal peacetime procedures for
liaison with the host nation should be followed.
RADIO/RADAR NAVIGATION
20. The criteria that should be observed for the safeguarding of radio/radar navigational
aids, together with the relevant information on siting restrictions can be found in AP 100G-03
- Site Restrictions for Ground Radio Installations.
EXTRANEOUS LIGHTING ON OR IN THE VICINITY OF AERODROMES
General
21. The conspicuity of an AGL pattern can be reduced when the installation is set in a
highly illuminated background. To avoid confusion between the AGL patterns and adjacent
airfield lighting or lights in the vicinity of the airfield, and to avoid obscuring the AGL pattern
by glare from adjacent airfield lighting or lights in the vicinity of the airfield, it is necessary to
impose restrictions on the amount of upward light emitted in certain areas.
Restrictions
22. The restriction on upward emission of light will be as shown in Figures 17-1, 17-2, and
Figure 17-3.
23. Floodlighting intensities within the controlled areas shown in Figures 17-1, Figure 17-2
and Figure 17-3, should be limited as shown in Table 17-1, except that no floodlights are to
be installed where they may obscure the view of the manoeuvring area from the air traffic
controller.
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Table 17-1 Floodlighting Intensities
Elevation above horizontal (degrees)

Within shaded area
0
10
15
30 or over
Maximum intensity (Candelas)

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

Within shaded area
0
2
4
6
10
30
40
50
60
Maximum intensity (Candelas)

No upward emission of light is permitted
750
300
95
75
60
30
20
10
0
Figure 17-2 Extraneous Lighting Controlled Area for Instrument Runways of Length Equal to or
Less than 2150m and not Less than 1200m
15o
300m
750m
Approach
150m or 300m depending on runway

length (R<1200m=150m, R>or equal to
1200m=300m
Runway
1800m
3000m
Note: Controlled area 750m either side of the runway centre line for the length of the runway
the runway.
Figure 17-3 Extraneous Lighting Controlled Area for Instrument Runways of Length
Less than 1200m
the runway.
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Figure 17-4 Extraneous Lighting Controlled Area for Non-Instrument Runway
Runway Strip
210m
600m
Approach
Runway
1800m
3000m
and opening out to 600m on either side of the extended centre line at a distance of 3000m
from the end of the runway.
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Annex 17A:
Air Traffic Control Officers Certificate-Siting, Handover
and Re-Appropriation Boards
1.
The following Air Traffic Control Specialist Officers Certificate is given in accordance
with the requirements of this Manual.
a.
Proposed facility:
b.
Reference:
Certificate by Unit
2.
I certify that:
a.
*The proposed facility will not infringe any runway, taxiway or ASP/ORP strips as
defined and detailed in this Manual.
b.
*The proposed facility will not infringe any Obstacle Limitation Surface as defined
and detailed in this Manual.
c.
*The proposed facility will infringe the safeguarding criteria for the movement
area or aerodrome environment and I have the following comments:
*(delete as appropriate)
Date.Signature.Name
Appointment...........Rank..
Comments by HQ AIR/NCHQ/HQ Land/MOD DE&S
3.
We have seen the plans for the proposed facility and have the following comments:
Date.Signature.Name
Appointment.........Rank..
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Annex 17B:
Birdstrike Hazard Safeguarding Off Base
Introduction
1.
A safeguarding consultation process exists as part of the planning process 10 to
address proposed developments with the potential to affect the safety of aircraft operations
at certain military aerodromes. The consultation process includes a means to address
potential bird attractant developments within a 8 statute miles radius of the centrepoint of the
runway ends (not including stopways and clearways) of declared aerodromes. Safeguarding
maps (Plan B) are used to define the 8 statute miles radius circle and are lodged with local
planning authorities. The 8 statute miles circle is based on a statistic that the majority of bird
strikes occur below a height of 2000 ft, and that an aircraft on a normal approach would
descend into this circle at approximately this distance from the runway.
2.
Not all MOD aerodromes have or require a standard 8 statute miles radius Plan B.
Units are responsible for ensuring that the necessary level of safeguarding is in place for
their task/facility and should contact DIO Safeguarding see Table 1-2 to confirm appropriate
safeguarding levels and consultation procedures are in place.
Consultation
3.
Ideally, informal consultations on a potential bird attractant development should take
place between applicants and DE Safeguarding before the submission of a planning
application. This may make it easier to achieve a mutually acceptable outcome with regard to
bird strike risk management. The following factors should be taken into consideration when
assessing the potential increase in risk:
a.
Location - the proximity of the development relative to aircraft arrival and
departure flightpaths and within the visual circuit.
b.
The numbers, including seasonal variations, size and types of birds that may be
attracted to the development.
c.
The site attractiveness - whether it is used as a source of food, a roost or nesting
site, any proposed landscaping or habitat designs.
d.
Bird flightlines to/from the site in relation to the aerodrome - whether flightlines
are direct to the aerodrome, across aircraft flightpaths outside the aerodrome
boundary, overhead the aerodrome or not across the aerodrome/flightpaths; for
example, waterfowl move primarily between wetlands and along watercourses.
Creating new bodies of water may cause more waterfowl movements and the increase
of bird strike risk.
e.
Any control action undertaken by the site operator - actions may range from no
action to housekeeping actions only, passive and active bird scaring measures to
culling.
10
For England and Wales, a joint Town and Country Planning (Safeguarded Aerodromes, Technical Sites and Military
Explosives Storage areas) Direction, came into force on 10 February 2003 (ODPM Circular and NAFW Circular1/2003
refers); and in Scotland an essentially identical Scottish Planning Series Planning Circular 2/2003, was issued with the
same effective date. Annex 1 of the Circulars describe the formal consultation process and Annex 2 the various
safeguarding aspects.
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f.
Daily/seasonal factors - whether the site is a continuous risk (each day and
throughout the day), a regular daily risk (once/twice a day), a risk related to specific
daily or seasonal activities, or an annual risk.
4.
Where an assessment shows that the bird strike risk may increase or could increase
under certain conditions in the future, and the Authority and developer are unable to agree a
solution, the MOD could object to the planning application on safety grounds. The MOD may
use local knowledge of bird populations and activities or an appropriate precedent of a
similar safeguarding case to support the objection and may request that the objection cannot
be withdrawn until measures to ensure there will be no increase in risk are implemented. It
may be possible to modify a development (e.g. exclusion of food wastes from a new landfill)
or impose planning conditions that require specific action to exclude birds or reduce their
numbers; e.g. an effective Bird Control Management Plan (BCMP). Where a safeguarding
case is resolved through the imposition of planning conditions, it may be appropriate for the
conditions (and a BCMP) to be subject to a legal agreement between the planning authority
and the developer or property owner, or its successors.
5.
BCMP should identify the aerodrome personnel holding responsibility for the
assessment of a proposed development with the potential to attract birds (this would
normally be coordinated through DIO Safeguarding).
6.
After planning permission has been granted, the aerodrome should monitor the
development for compliance with any planning conditions that are imposed and report any
alleged breach or non-compliance to DIO Safeguarding via the appropriate authority.
Hazard Assessment
7.
Birds can travel long distances relatively quickly; therefore an environment that does
not meet all their requirements can be exchanged for one that does. Birds can establish
nesting colonies or overnight roosts at sites remote from disturbance and commute to distant
feeding grounds. If feeding sites are widely distributed and numerous (e.g. ploughed fields in
autumn), daily dispersion may be diffuse or unpredictable, with the overnight roost the only
constant feature. Flying from one site to another may establish bird flightlines that traverse
an aerodrome or low level aircraft arrival or departure routes. The aerodrome itself may be
the birds' destination.
8.
A food supply that is concentrated and abundant at only a few sites causes fixed
dispersal patterns and more predictable dawn and dusk flight lines. Overnight roosts for
birds such as Gulls, Corvids and Starlings tend to be very stable and fulfill a social function
as well as providing shelter and security.
9.
Species that depend on abundant food supplies tend to roost in larger aggregations,
and it is thought that the roost assembly provides a mechanism for the transmission of
information on the location of food. Awareness and understanding of bird concentrations and
movements can improve the efficiency of bird control on the aerodrome. For example, if the
dusk return passage of Gulls over the aerodrome to a roost is understood, aerodrome bird
control personnel may be able to warn air traffic control at the appropriate time. Similar
precautions may be taken for dawn and dusk movements of starlings, or it may also be
possible to locate the roost site and disperse the birds to another roosting site. Also, the
spring build-up at a local rookery can be predicted and plans made for action to deny
breeding success.
The Coast
10. Sandy and muddy shores, especially around estuaries, support very large numbers of
Gulls, Waders, and, sometimes, Wildfowl. Generally, coastal aerodromes have larger
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numbers of birds of more species, whose activity patterns are complicated by tide state and
more affected by the weather, than at inland aerodromes.
Landfills for Food Wastes
11. Wastes from household and commercial premises contain a high proportion of waste
food which, in a landfill site, supports very large numbers of Gulls. Most wastes containing
food are disposed of by controlled landfilling in which they are compacted into layers around
2m in depth and covered daily with inert material. This does not limit access by Gulls, which
feed as the wastes are tipped, spread and compacted.
12. Gulls congregating at landfills could contribute to the bird strike risk to nearby
aerodromes in several ways:
a.
When not feeding, they spend most of the day on open sites within 6km (4 miles)
or more from the landfill;
b.
They commonly soar up to 450m (1500 ft) or more in clear weather; and
c.
They may commute between the landfill and their roost, which may involve
crossing an aerodrome or its approach and departure routes as shown in Figure 17-5.
Figure 17-5 Landfill Site Flightline Hazards
LANDFILL
AERODROME
AERODROME
ROOST
ROOST
LANDFILL
13. Corvids and Starlings also feed on landfills but their concentrations and flightlines are
more local and less pronounced. They usually present no significant contribution to the
birdstrike risk except where the landfill is very close to the aerodrome.
14. A netting exclosure is inherently the most effective and reliable system to control birds
at a landfill site and its operation is easier to monitor. Netting may not, however, be effective
against all birds, for example Starlings, and an active bird control programme should be
provided as a back-up. When active bird control is provided, the necessary levels of
vigilance and dispersal action need to be sustained to achieve an effective level of
deterrence.
Sewage Treatment and Disposal
15. Modern sewage treatment plants, unlike their predecessors, do not attract large
numbers of birds because of the lack of open availability of effluent. If the primary separation
of solids from the liquid fraction is in open tanks, Gulls may visit them in relatively Modest
numbers. Percolating filter beds are breeding grounds for flies, and Black-headed gulls and
Starlings may feed on the adult insects.
16. The effluent from obsolescent or overloaded plants at some estuarine and coastal sites
may contain sufficient organic solids to attract large flocks of Gulls to the outfalls. Where
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discharge is not continuous, but at certain times or tide states, Gulls learn the pattern and
congregate at the appropriate times.
17. A netting enclosure is inherently the most effective and reliable system to control birds
at sewage treatment and disposal sites with open tanks, and its operation is easier to
monitor. Netting may not, however, be effective against all birds, for example Starlings, and
an active bird control program should be provided as a back-up. When active bird control is
provided, the necessary levels of vigilance and dispersal action need to be sustained to
achieve an effective level of deterrence.
Water
18. Open standing water and watercourses attract Waterfowl that are nearly all large birds
and may also occur in large flocks. Waterfowl resort to water for security and it is usually
impossible to evict them with scaring devices. The more open water sites there are on and
around an aerodrome, the more complex and frequent will be the movements of Waterfowl
between them. There may be more activity at night than during the day.
19. Wet and waterlogged grass attracts feeding Ducks (especially at night) and nesting
Waders, and drainage should be installed or improved, wherever possible. Flooding flushes
soil invertebrates to the surface making them very accessible to birds, attracting Ducks, Gulls
and Waders.
20. Larger, permanent waters, such as ponds, balancing reservoirs, etc, attract Ducks,
Geese, Swans, Herons, Coot, Moorhen and Cormorants. See Figure 17-6.
Figure 17-6 Water Flightline Hazards
LargeIncreaseinBirdstrikeRisk
AERODROME
AERODROME
Slight Increase in Birdstrike Risk

CurrentWater
NewWater
PotentialFlightLines
21. Populations of birds with specialised aquatic habits are concentrated on and around
freshwater bodies that may be relatively widely separated in the landscape. In addition, large
water supply reservoirs (over 10 hectares, 25 acres), canal feeder reservoirs, and other large
lakes may be used as regular overnight roosts by tens of thousands of Gulls.
Mineral Extraction
22. Mineral extraction does not itself attract birds. However, the large voids created
sometimes fill with water either during working (wet extraction) or, when they are worked out,
are allowed to flood and restored as amenity lakes or nature reserves.
23. Sand, gravel and clay pits can sometimes be filled in with water, or their shape can be
Modified during or after excavation to break up the expanse of open water. Narrow
causeways, piers and islands are usually insufficient and may increase the attractiveness to
Gulls by providing inaccessible dry land roosting sites. Increasing the extent of shoreline by
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creating promontories, bays and islands increases the attraction to other waterfowl. Active
scaring around dusk may remove a roost if it were to occur.
Agricultural Attractants
24. Growing and harvesting crops inevitably attracts birds at some stage. However, the
attraction usually arises suddenly and persists for only hours or a few days. The contribution
of agricultural activities to the birdstrike risk is mainly confined to local farms.
25. Livestock can also attract birds. Free-range pig farming, for example, is comparable
with a landfill in that the attraction continues for as long as the field is in use. Collared doves
and Feral pigeons occur in large colonies wherever grain is accessible, either as spillage or
in store. Grazing cattle, sheep and horses keep grass short and maintain suitable feeding
conditions for Gulls, Grassland plovers, Corvids and Starlings. Their droppings are breeding
habitats for insects whose adults and larvae are also sought by birds.
Landscaping
26. Generally, in terms of bird attraction, landscaping schemes attract smaller
concentrations of birds from a smaller area, have less potential for increasing birdstrike risk
than developments such as landfills, sewage treatment plants and wetlands, and have much
in common with many natural and semi-natural features commonly found around
aerodromes. Therefore, the bird attraction and potential birdstrike risk of most landscaping
developments, except for wetlands and starling roosts, is comparatively local in effect, i.e.
usually limited to within about 6.5km (4 miles) of the aerodrome, or less.
Protected Sites and Nature Reserves
27. Although the designation and classification of national and internationally protected
sites, such as Sites of Special Scientific Interest (SSSIs), do not require planning permission,
the creation of new conservation sites commonly involves a number of different habitats and
is usually associated with other developments that require planning permission and, as
applicable, safeguarding consultation.
28. Many nature reserves are created to protect particular florae or invertebrate
communities, which do not represent a potential to increase the birdstrike risk; however,
others, such as estuaries, may be major bird sites. It is essential that the MOD establishes
contact and works closely with agencies charged with the management of sites, such as the
RSPB, etc.
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Annex 17C:
Standard Long Grass Policy Maintenance Regime
1.
This is an example of the standard Regime 1 Long Grass Policy (LGP) regime only
and units are reminded of the need to ensure compatibility with their unique conditions
against the required aim of a healthy free-standing long grass sward. Blind adherence to this
exemplar may be counter productive and attention is drawn to Chapter 16 Paras 24 and 27.
Maintenance Regime
2.
Mid-March to late May is normally the period of minimum bird activity on most
aerodromes, when most species breed; therefore, in mid-March or as soon as the ground will
permit without compacting and rutting, dead growth and the accumulated clippings from past
topping cuts should be removed. This operation is called "bottoming-out". Bottoming out
should not be attempted earlier than mid-March as wintering flocks of small Gulls or
Lapwings may still be present and will be attracted to the cut areas. If not done, decaying
material ("thatch") would exclude light and air, suppressing growth and weakening or even
killing the grass, and encouraging pests and disease. Bottoming-out also encourages the
grasses to flower by May. Delayed flowering produces fewer and smaller flowers, and hence
fewer woody stems to hold the subsequent leafy growth erect through the winter.
3.
Bottoming-out involves two processes: cutting the grass uniformly to within 50 mm of
the ground; and removing the freshly cut grass together with the accumulated thatch. The
recommended method for bottoming-out is a flail-type forage harvester and a forager
harvester, which has rotating discs or drums with cutting blades. The equipment should
dislodge and lift the accumulated thatch for removal directly into an accompanying trailer,
thus avoiding a separate operation to collect the loose material, which is a potential foreign
object debris (FOD) issue.
4.
Depending on local climate, soil type and grass species, bottoming-out is usually
required every 1 to 3 years, or specific areas of the aerodrome may be bottomed-out each
spring on a 2 or 3 year rotation.
5.
If thatch build-up has been heavy, it may be necessary to harrow, rake and clear again
immediately after cutting and clearing and, possibly, to repeat the operation. Similarly, if the
ground is uneven, rolling with a heavy roller may be needed.
6.
Herbicide. Herbicide, if required, should be applied during Mid-March to late May.
Even moderate weed infestation that does not seriously harm grass should not be tolerated
as it may attract birds such as Pigeons. However, Pigeons only visit the grassed areas of
aerodromes to feed on weeds, which can be removed by the application of appropriate
selective herbicides before the weeds set seed.
7.
Topping Cut. The first topping cut should be taken in late Spring when the majority of
grasses have produced flowering heads. The majority of grasses in aerodrome swards
produce flowering stems taller than 200mm; therefore, it will probably be necessary to allow
initially the grass to grow to that height or slightly taller. Topping cuts are taken thereafter
with a rotary mower set to give a cut between 150mm and 200mm in height. Topping cuts
are usually required throughout the growing season. Depending on the thickness of the
sward, the grass should not be cut too much in one cut, or the clippings will lie on the
surface, exclude light and air, and prevent the grass beneath from growing.
8.
Grass Collection. Quantities of cut grass left ungathered on an aerodrome constitute
a FOD hazard and should be avoided. Forage harvesting remains the recommended
method for grass collection on aerodromes.
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9.
After growth ceases in autumn, no further maintenance should be necessary. The
accumulation of clippings from topping cuts during the growing season and die-back of the
grass due to frost will create a build-up of thatch which will need to be removed at the start of
the maintenance cycle as shown at Figure 17-7.
Figure 17-7 Optimising a Standard Long Grass Policy Maintenance Regime
10. The standard long grass policy maintenance regime is devised to maintain aerodrome
grass in a way that is less attractive to birds than traditional gang mowing. It is biased
towards non-interference with aerodrome operations, rather than bird repellence. However,
the best and most cost effective bird deterrent swards will be achieved where expertise and
control is exercised to fine tune maintenance procedures in a manner more sensitive and
reactive to local conditions, including:
a.
The need for bottoming out every year if thatch build-up is minimal.
b.
The frequency of topping cuts as the growing season progresses.
c.
Delaying the first topping cut if young birds are present in the grass.
11. Introducing a flexible maintenance regime requires expertise to monitor and react to
grass condition over a short time scale, which may require the availability of funds for
maintenance operations to be carried out at short notice as the need arises.
Navigational and Visual Aids
12. The height of the grass in certain areas on the aerodrome may affect the performance
of aeronautical navigational and visual aids, especially the instrument landing system (ILS)
and Precision Approach Radar (PAR).
13. The height of the grass should not obstruct the display of an aeronautical ground light,
sign or other type of visual aid.
14. Aerodrome operators are advised to consult the relevant technical organisation on the
issues of grass length in proximity to navigational and visual aids.
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Chapter 18:
STANAGS
STANAG
NUMBER
3111
3158
3316
3346
3534
3619
3634
3685
3697
3711
7010
7114
7131
7134
7174
7181
TITLE
EDITION
Airfield Marking Tone Down (Amalgamated

into 3685)
Day Marking of Airfield Lighting and
Taxiways
Airfield Lighting
Cancelled
Ratified with
Reservations
Ratified with
Reservations
Ratified
Ratified with
Reservations
Marking and Lighting of Airfield Obstructions

Airfield Lighting, Marking and Tone Down
Systems for Non-Permanent/Deployed
Operations.
Helipad Marking and Lighting
Runway Friction and Braking Conditions
Airfield Portable Marking
Airfield Arresting Systems
Airfield Marking and Lighting Colour
Standards
Provision of Airfield Marking Information
Helipad Clearance Plane Requirements
(ACN)/Pavement Classification Number
(PCN) AEP 46
Control of Lighting at Airfields During NVG
Operations
Airfield Clearance Planes
NATO Standard Method for Airfield
Pavement Condition Index (PCI) Surveys
AEP-56.
10
6
6
4
4
3
5
3
2
1
STATUS
Ratified with
Reservation
Ratified
Cancelled
Ratified
Ratified *
Cancelled
Ratified for Future
Implementation
Ratified
Ratified
Ratified with
Reservation
Ratified for Future
Implementation
Note.
* = Implemented Document is the STANAG
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Chapter 19:
Reference Documents
1.
This Reference to Documents gives a comprehensive, but not exhaustive, list of related
publications. Of particular note are ICAO, CAA and NATO publications, any of which may
contain conflicting standards and criteria. Where uncertainty exists, advice should be sought
from the sponsor of the relevant section of this Manual. Relevant STANAGS have been
extracted from this list.
a.
AP 100B-01 RAF Engineering Orders and Procedures
b.
AP 113A-0201-1 Earthing of Aircraft and General Support Equipment - General
and Technical Information
c.
AP 119J-1405-1 Rotary Hydraulic Arrestor Gear
d.
Manual of Military ATM
e.
JSP 375 MOD's Health and Safety Policy
f.
JSP 317 Joint Service Safety Regulations for the Storage and Handling of Fuels
and Lubricants
g.
AP 119J-1400-1 Aircraft Arresting System, Operational Data and Aircraft
Clearances - General and Technical Information
h.
GAI 1006 Compass Swinging Platforms
i.
Support Helicopter Air Staff Order A-2-2310 Minimum Clearances for Ground
Taxiing
j.
PSA Airfield Design Guide A Guide to Airfield Pavement Design and Evaluation 1989 (BRE)
k.
NATO BI-MNCD 85-5 NATO Approved Criteria and Standards for Airfields - 1999
l.
PSA Standard Specification M&E No
m. NATO BI-MNCD 85-5 NATO Approved Criteria and Standards for Airfields
1999
n.
ATP49(A) Use of Helicopters in Land Operations
o.
ATP49(A) UK SUPP-1 Use of Helicopters in Land Operations UK Supplement-1
p.
ICAO Convention Annex 14 Volume 1 Aerodrome Design and Operations
q.
ICAO Convention Annex 14 Volume 2 Heliports
r.
ICAO Aerodrome Design Manual (Doc 9157 P1) Part 1 Runways
s.
ICAO Aerodrome Design Manual (Doc 9157 P2) Part 2 Taxiways Aprons and
Holding Bays
t.
ICAO Aerodrome Design Manual (Doc 9157 P3) Part 3 Pavements
MADS Issue 6
Page 299 of 300
MADS
u.

ICAO Aerodrome Design Manual (Doc 9157 P4) Pt 4 Visual Aids
v.
ICAO Aerodrome Services Manual (Doc 9137 P2) Pt 2 Pavement Surface
Conditions
w.
ICAO Aerodrome Services Manual (Doc 9137P3] Part 3 Bird Control and
Reduction
x.
ICAO Aerodrome Services Manual (Doc 9137 P6) Part 6 Control of Asbestos
y.
CAP 168 Licensing of Aerodromes
z.
ICAO Interim Guidance on Frangibility [AN4/1/137-91/64]
aa. Manual of Runway Visual Range Observing and Reporting Practices First Edition
1981
bb.
CAP 642 Airside Safety Management
cc.
DE Technical Publications Index ISBN 0-11-772500-5
2.
Airfield related documents, pavement and AGL, produced by DE are listed in the DIO
Technical Publications Index. Copies of most of the DE Technical Bulletins, Health and
Safety Warning Notices, Safety Rules and Procedures, and Functional Standards can be
downloaded from the DIO Website - www.mod.uk/DIO
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UNCONTROLLED COPY WHEN PRINTED

Manual of Aerodrome Design

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Policy, Organisation and Responsibilities ............................................... 15

Regulatory Cross Reference................................................................................................ 15

Aerodrome Design Procedures ................................................................. 17

Aerodrome Design Specification for Fixed Wing Permanent Bases ..... 23

Specifications for the Aerodrome Physical Design................................. 26

The Management of Obstacles on and Around the Aerodrome............. 38

Obstacle Free Zones ........................................................................................................... 38

Compass Calibration Bases ...................................................................... 48

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Visual Aids for Navigation..........................................................................50

Indicators and Signalling Devices ........................................................................................50

Aeronautical Ground Light and Surface Marking Colours......................96

Aeronautical Ground Light Characteristics..............................................98

PAPI Siting and Setting Angles ...............................................................120

Control of Lighting at Aerodromes During Night Vision Device (NVD)

Visual Aids for Denoting Obstacles ........................................................131

Aerodrome Equipment, Installations, Maintenance and Systems........137

Aircraft Arresting Systems..................................................................................................137

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Series Circuit Insulation Resistance .................................................................................. 142

Aircraft Picketing/Tie Down and Earthing Requirements ..................... 145

Aircraft Picketing/tie down requirements............................................................................ 145

Aerodrome Design Specification for Rotary Wing Permanent Bases . 146

Rotary wing permanent base data & physical characteristics............................................ 146

Domestic Helicopters Landing Sites (HLS) ............................................ 156

Classification ..................................................................................................................... 156

Classification and Selection of Temporary/Tactical Airfields .............. 185

Types of Temporary/Tactical Airfields.................................................... 190

Criteria for Temporary/Tactical Airfields ................................................ 191

Application of Criteria ......................................................................................................... 191

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Aircraft Data Sheets..................................................................................202

Aircraft Data Sheets...........................................................................................................202

Criteria for Temporary/Tactical Airfields for TAC AT Aircraft...............210

Strength Criteria Graphs for Temporary/Tactical Airfields ...................215

Instrument Surveys and Marking of Temporary/Tactical Airfields.......217

Instrument Survey of Longitudinal and Transverse Profiles and Analysis of Results.........217

Examples Undulation Analysis on Temporary Airfields........................227

Bare Minimum Temporary Landing Zone Markings..............................230

Diagram of STANAG Marking of Temporary Airfields ...........................233

Aerodrome Pavement Design, Construction and Maintenance............237

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Design and Evaluation....................................................................................................... 250

Aerodrome Pavement Materials and Construction ............................... 254

Maintenance and Restoration of Aerodrome Pavements ..................... 257

Surface Friction Measurement ................................................................ 260

Rationale ........................................................................................................................... 260

Aircraft Classification Numbers (ACN) Tables for Military Aircraft .. 263

Safeguarding Aerodromes and the Surrounding Environments ...... 268

SafeGuarding procedures .................................................................................................. 268

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Instrument Approach and Departure Criteria .....................................................................269

Safeguarding Obstructions and Waivers.............................................283

Birdstrike Hazard Safeguarding Off Base............................................291

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