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ACI Runway Safety Handbook 2014 v2 Low PDF
ACI Runway Safety Handbook 2014 v2 Low PDF
HANDBOOK
First Edition 2014
Runway Safety
HANDBOOK
First Edition 2014
Authors: ACI World Safety & Technical Standing Committee (Subgroup)
Written by: Dirk Geukens (Brussels Airport), Yair Gannot (Israel Airports Authority), Gerhard
Gruber and Bernhard Winter (Vienna Airport), Rolf Liebscher (Fraport AG),
Bruno Maingon (ADP), Gabriel Lesa (Kenneth Kaunda Airport - Lusaka), Sergio
Iannaccone (Aeroporti di Roma), David Gamper and Paul Aliu (ACI World), John
(Jong hoon) Kim (IIAC and ACI World)
Reviewed by: Dirk Geukens (Brussels Airport), Eunbyul Kim and Songsup Lee (IIAC), Ian
Witter (Heathrow Airport), Thomas Romig (Geneva Airport), Gerhard Gruber
and Bernhard Winter (Vienna Airport), Bruno Maingon and Jean-Noel Massot
(ADP), SL Wong (ACI-APAC), David Gamper (ACI World)
Coordinated by: John (Jong hoon) Kim (IIAC and ACI World)
DISCLAIMER
The information contained in this publication is subject to constant assessment in the light of changing
requirements and regulations. No subscriber or other reader should act on the basis of any such information
without referring to applicable laws and regulations and /or without obtaining appropriate professional
advice. Although every effort has been made to ensure accuracy, Airports Council International (ACI) shall
not be held responsible for loss or damage caused by errors, omissions, misprints or misinterpretation
of the contents hereof. Furthermore, ACI expressly disclaims all and any liability to any person, whether
a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of
anything done or omitted, by any such person through reliance on the contents of this publication.
No part of the Runway Safety Handbook may be reproduced, recast, reformatted or transmitted in any
form by any means, electronic or mechanical, including photocopying, recording or use of any information
storage and retrieval system, without prior written permission from:
Publications Department
Airports Council International
800 rue de Square Victoria
Suite 1810, P.O Box 302
Montreal, Quebec H4Z 1G8
Canada
Email: aci@aci.aero
Web: www.aci.aero
ISBN
©2014 Airports Council International. All rights reserved.
2014 Runway Safety Handbook
FOREWORD
Angela Gittens
Director General
ACI World
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2014 Runway Safety Handbook
CONTENTS
FOREWORD..................................................................................................................................................... i
CONTENTS..................................................................................................................................................... ii
INTRODUCTION............................................................................................................................................. iv
1 Runway Safety
1.1 Runway Safety Team..................................................................................................................... 1
1.1.1 Function of a Local Runway Safety Team...................................................................................... 1
1.1.2 Reporting Culture........................................................................................................................... 1
1.1.3 Establishing a Local Runway Safety Team.................................................................................... 1
1.1.4 Terms of Reference and Actions.................................................................................................... 2
1.1.5 Hot Spots....................................................................................................................................... 2
1.1.6 Identification of Potential Runway Issues...................................................................................... 2
1.1.7 ACI Recommended Training (Airport Perspective)........................................................................ 3
1.2 Runway Safety Awareness............................................................................................................. 3
1.3 Change Management (Construction)............................................................................................. 3
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Annexes
A Definitions.................................................................................................................................... 42
B Acronyms..................................................................................................................................... 43
C References................................................................................................................................... 44
D Frequently Asked Questions about RST...................................................................................... 45
E AIP & NOTAM Change Processes................................................................................................ 46
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2014 Runway Safety Handbook
INTRODUCTION
The issues of Runway Incursions, Runway Excursions, Runway Confusions, FOD and Wildlife Management
have been the most serious concerns related to runway safety. Over the past decade, these concerns have
been addressed in conjunction with ICAO and others through the production of new best-practice materials
and more recently through ICAO’s runway safety programme, including a series of regional Runway Safety
Symposia.
The ACI World Safety and Technical Standing Committee (STSC) developed this Handbook to provide
methodologies and best practices that can be implemented to assist airport operators to achieve a “state of
the art” level of runway safety. This handbook provides guidance material for the development of a runway
safety programme for all aerodrome (large or small) as well as ways to tailor, improve and expand existing
programmes. The Handbook’s four chapters are focused on the perspective of aerodrome operators:
• R
unway Safety describes how to establish a Runway Safety Team and implement a Runway Safety
Programme;
• P
lanning and Design explains how to prevent or mitigate infrastructural hazards of runway incursion,
excursion and confusion during Master Planning and Designing;
• O
perations provides methodologies of runway inspection, dissemination procedures for Aero-nautical
Information Service (AIS) and best practices of FOD management and obstacle control; and
• M
aintenance, Temporary Restriction and Construction provides proactive activities to prevent or
mitigate accidents or incidents for those activities.
The aim has been to produce a current ‘best practice’ guidance document without it being overly detailed.
Therefore, of necessity, it cannot cover all situations. Further information is available from the expanded
Useful Documents and Websites section at the end of this Handbook. These best industry practices, and
methodologies, should be implemented in a manner commensurate with the type and level of aircraft
activities at a particular airport.
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1 Runway Safety
Runway excursions, incursions and confusion 1.1.1 F
unction of a Local Runway Safety
present some of the greatest aviation hazards, Team (LRST)
potentially creating very serious consequences. A
number of fatal accidents have occurred around the The function of any successful Runway Safety
world resulting from these events. Team will be to advise Airport Management and
Operations Staff on:
In recognition of the seriousness and growing
frequency of these events, a number of years ago • P
revailing local conditions on the runway, taxiways
ICAO, the FAA and EUROCONTROL introduced and adjacent areas;
concerted programmes to reduce the numbers of
• Issues of concern and importance; and
runway incursions and excursions. One of their
conclusions was that a Local Runway Safety Team • M
itigating measures and solutions to identified
should be established at each airport. Additional issues.
information can be found in the ICAO Doc 9870 -
Manual on the Prevention of Runway Incursions; 1.1.2 Reporting Culture
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2014 Runway Safety Handbook
Other Stakeholder
Representative of
(Pilot and ATC
Aircraft Operator (Airlines)
associations, etc.)
1.1.4 Terms of Reference and Actions By identifying hot spots, it is easier for users of an
airport to plan the safest possible paths of movement
The LRST will assist in enhancing runway safety by in and around that airport. Planning is a crucial
conducting the following tasks: safety activity for airport users, pilots and air traffic
controllers alike. By making sure that aircraft surface
• R
eview compliance of the aerodrome with ICAO movements are planned and properly coordinated
SARPs in Annex 14; with air traffic control, pilots add another layer of
• M
onitor runway incidents by type, severity and safety to their flight preparations. Proper planning
frequency of occurrence; helps avoid confusion by eliminating last-minute
questions and building familiarity with known
• Identify risk factors and local issues;
problem. areas.
• Identify particular locations where risks exist (“hot
spots”); 1.1.6 Identification of Potential Runway
• Identify problems in daily operations; Issues
• S
olicit assistance, e.g. advice and peer reviews,
by safety experts from within the industry; A Local Runway Safety Team will be able to
draw on the combined operational experience
• C
ontribute to active development of solutions to
gained throughout the careers of its members, on
these issues;
industry best practices through publications and
• E
nsure that the best possible solution is established safety-information forums, as well as
implemented; airport information. Local Runway Safety Teams
• D
isseminate information on developed solutions should participate in industry meetings, in order
to stakeholders; and to assimilate the latest information and practices.
• Initiate a comprehensive safety-awareness cam- Potential runway issues may entail:
paign to ensure that all stakeholders’ staffs are
aware of safety issues. • Design and maintenance of the runway;
• Markings, signs and lightings;
• Learning the lessons from other incidents • S
tandard operating procedures for airport staff –
missing, inappropriate or incomplete procedures;
1.1.5 Hot Spots
• Birds and wildlife;
A hot spot is defined as a location on an airport • Foreign object debris (FOD);
movement area with a history of potential risk of • Incursions & excursions (by aircraft); and
collision or runway incursion, and where heightened
attention by pilots and drivers is necessary. • Incursions (other than by aircraft).
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The principal concept for aerodrome planning updated every 5 to 10 years. The Airport Master
is to provide sufficient aerodrome capacity and Plan provides the following:
optimize operational efficiency without adversely
affecting safety. Aerodrome design has traditionally • A
graphic presentation of the future development
been mainly concerned with the issues of safety of the airport and anticipated land uses in the
and security. However, operational efficiency and vicinity of the airport;
environmental protection have gradually become • A schedule for development;
equally important factors. Additionally, most airports
are facing restrictions to their development. • An achievable financial plan;
• J
ustification for the plan technically and pro-
ICAO SARPs, guidance materials, and each State’s cedurally; and
regulations for aerodrome infrastructure and facilities • A
n implementation plan that satisfies local, state,
must be respected, together with local restrictions. and federal regulations.
Restrictions such as the land usage plan, crosswind,
noise, and environmental and economic issues The Master Plan should be reviewed at least
may cause difficulties in fulfilling all the regulatory annually and adjusted as appropriate to reflect
requirements for the aerodrome. This chapter mainly conditions at the time of review. It should be
covers infrastructural safety issues which need to be thoroughly evaluated and modified every five years,
taken into account to enhance runway safety. or more often if changes in economic, operational,
environmental and financial condition indicate an
2.1 Master Plan for New Infrastructure earlier need for such revision. It is recommended
that the aerodrome operator should be proactively
The Airport Master Plan is a document that presents involved in the master planning to eliminate potential
the short-term (1-5 years), intermediate-term (6- hazards being created by aerodrome infrastructure,
10 years) and long-term (10-20 year) development such as the runway and taxiway layout, etc., and to
goals of an airport and is typically evaluated and accommodate future aircraft developments.
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2014 Runway Safety Handbook
It is critical for the success of the aerodrome for it New aerodrome infrastructure design should fully
to produce a Master Plan. This should be based on comply with ICAO SARPs and State regulations.
a series of broad concepts of how the aerodrome Even though complying with SARPs, many air-
will need to develop over a given time. This plan ports have complicated hazards inherent to their
will need to be the subject of comprehensive infrastructure, such as:
consultation and general agreement by the
planning team. A Master Plan can take the form • Cross runways;
of a simple listing of objectives and projects, or
• Converging runways;
at the other end of the scale may be a complex
set of documents produced by a dedicated • C
losely spaced parallel runways with rapid exit
planning team and using inputs from all parts of taxiway leading directly to another runway;
the business. The Master Plan should embody the • Y-shaped taxiway intersections;
following general characteristics:
• Taxiways crossing a rapid exit taxiway; and
• S
afety must feature as one of the Key Master • O
ne or more taxiways connecting to converging
Planning Objectives; and a requirement for runways.
safety assessments for all developments should
be formally expressed. This should be reflected The primary focus of the design of the runway areas
in the aerodrome’s Safety Management System; of an airport should be safety and efficiency of
operation. Clearly, the reduction of potential runway
• T
he plan needs to take into account forecast
incursions is an integral part of this goal and so
demand for a range of aerodrome activities
incursion prevention measures should be a part of
including traffic levels, passenger numbers,
the design of new runways and taxiways.
freight throughput and the maintenance or
improvement of service levels, together with
any special requirements applicable to the aero- Key elements to eliminate incursion risk airport
drome; design are:
• T
he plan should cover a fixed timescale depen- • C
ross Runways and Converging Runways
ding on aerodrome needs and expected future should be avoided because they usually require
events. Within the life of the plan there should be complicated connecting taxiways and also restrict
fixed milestones for review and to commence flight operations. But crosswind is one of the most
development of the succeeding plan;
important factors of the runway layout. Aerodrome
• T
he plan should have flexibility, with arrange- operators should perform a careful study
ments in place for review and updating to meet analysing prevailing winds and the performance
changing situations; and of the aircraft that will be accommodated on the
• T
he plan should act as the focal point of planning new runways. If cross or converging runways are
activity, so that developments flow from it in an inevitable, aerodrome operators should prepare
ordered and coordinated fashion. Every project prevention measures for runway incursion. Such
should be considered within the context of the runways usually are no longer proposed in new
whole plan. All too often, projects completed in runway master plans, since current aircraft can
isolation have precluded later development or tolerate higher crosswind components;
resulted in limited choice and/or an erosion of
safety standards.
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2014 Runway Safety Handbook
TA
X RU
IW N
AY W
APRON
AY
J
TA TAXIWAY J5
IW X
AY
TA
L
X IW
AY
J
TA
XIW TA
RUNWAY
AY RU XIW
L1 NW
AY
J
AY
RUNWAY
TAXIWAY D-2
TAXIWAY D-1
6
RU
NW
AY
TAXIWAY D TAXIWAY D
TA
X IW
AY
H
• C
losely spaced parallel runways should be • E
xit Taxiways should include a straight portion
avoided in the design of airports, because they following the turnoff curve sufficient for an aircraft
restrict capacity, as well as limiting space for exit to come to a full stop, clear of both the duty
taxiway and holding points. If they are inevitable runway and an intersecting taxiway;
because of restricted land availability, aerodrome • R
apid Exit Taxiways should be designed in such
operators should prepare mitigation measures for a way that crossing another runway via a rapid
runway incursions such as perimeter taxiways exit taxiway is not possible. A rapid exit taxiway
and stop bars. In this case, stop bars are recom- should never be used for entry to a runway; and
mended to be used on a 24-hour basis;
omplicated Taxiway Layouts linking adjacent
• C
• T
axiway Layouts should be designed to minimize runways – such as multi-taxiway intersections,
restriction to aircraft movement to and from the Y-shaped taxiways, taxiways crossing high speed
runways and apron areas. Taxiway layouts should exits and taxiways connecting to V-shaped
be capable of maintaining a smooth, continuous runways – should be avoided in the design. If any
flow of aircraft ground traffic at the maximum of these are unavoidable, mitigation measures
practical speed with a minimum of acceleration for runway incursion should be included in the
or deceleration; design.
• E
ntrance Taxiways for a runway should be
restricted to those required for lining up for takeoff
and should be perpendicular to that runway;
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2014 Runway Safety Handbook
RUNWAY
TA
YN
XIW
IWA
TAX
AY
K
RUNWAY
TAXIWAY J TAXIWAY K
Figure 5. Example of closely spaced parallel runway with rapid exit taxiway leading directly to another runway
TA
APRON
TA
P AY
XI
XIW
W
AY
RU C
NW
AY
TA
N AY
X
TAX
IW
IWAY
P
TAX
IWA
YN
TAXIWAY A
R
10
RU
NW
AY
APRON
TAXIWAY A
TAXIWAY P
TAXIWAY R
TAXIWAY R
RUNWAY
Figure 7. Example of taxiway crossing high-speed exit and wide-throated runway entrance
In order to mitigate runway incursion hazards and but at all stages of the planning process must draw
allow capacity expansion, existing infrastructure in the ideas, understanding and experience of the
may need to be modified. For this, it is fundamental range of operators at the airport. For planning
that airport managers should not plan in isolation matters it is essential to consider the following:
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2014 Runway Safety Handbook
• G
ood communication with all operators and operators should prepare for future development
service providers at the airport; to accommodate increasing demand. Most aero-
• S
hared risk assessments as part of planning for dromes are facing restricted land availability for
all categories of projects and works; future development.
• T
he consistent application of best practice across The better crosswind performance of modern
the aerodrome; aircraft may provide a good opportunity for airports
• G
ood communication with the relevant civil with cross runways to modify existing infrastructure.
aviation authority (CAA) departments; Some airports have closed some of their cross
• G
ood communication with local planning organi- runways and redeveloped them to become taxiways
zations; and and aprons, in order to accommodate increasing
movement demands. Aerodrome operators should
• Evaluation of human factor risks. first perform studies on the effects of crosswind on
aircraft operations.
ACI is forecasting that passenger traffic will more
than double over the next two decades. Aerodrome
Figure 8. Example of efficient land usage by eliminating cross runways, London Heathrow Airport
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2014 Runway Safety Handbook
For closely spaced parallel runways, it is recom- The illustration below shows the use of perimeter
mended that measures be taken to prevent runway taxiways. If the perimeter taxiway cannot be located
incursion. For example, perimeter taxiways can sufficiently far away from the runway to prevent
alleviate the potential for runway incursion at air- infringement of obstacle limitation surfaces by taxing
ports with complex runway layouts. They can aircraft, holding position markings, mandatory signs
also significantly reduce delays and thus enhance and stop bars should be installed on the perimeter
capacity. During planning and designing of perimeter taxiways.
taxiways, aerodrome operators should take account
of obstacle limitation surfaces.
Controllable stop bars, as in Chapter 2.5, can be sion, especially where runway incursion hot spots
another measure useful in preventing runway incur- have been identified.
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2014 Runway Safety Handbook
A simple and logical method for designating the both side of the runway (FAA recommendation);
taxiways should be developed. The following gen- and
eral guidelines should be followed: • Number and letter combinations should not result
in confusion with runway designations. E.g., if an
• N
aming of the taxiways begins on one side of the airport has a runway “4L,” a taxiway designation
aerodrome and carries on to the other extremity of “L4” should not be used.
(e.g. from east to west or from north to south);
• T
he letters I, O and Z are not used, in order to ACI recommends that a taxiway accessing a run-
avoid confusion with the numbers 1, 0 and 2. way should be identified by a code consisting of a
Neither is the letter X used, because it is used to letter followed by a figure (e.g. A1, A2, A3 ... A12),
indicate closure of portions of taxiway or runway; beginning with 1 but not 0, from the extremity of the
• T
here can be no duplication of the use of a taxiway runway and continuing without missing a number.
name; As far as practicable, this type of identification is not
used for other, less critical parts of the aerodrome:
• A
taxiway crossing a runway should be named only one letter is used. The goal of this practice is
differently on the two sides of the runway. However, to warn a pilot or a vehicle driver of proximity with
some aerodromes designate crossing taxiways a runway.
with high traffic volume using the same name on
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2014 Runway Safety Handbook
Based on the concept “Never cross RED”, stop Stop bars operating 24 hours per day in all weather
bars are among the most valuable measures conditions can provide significant safety benefits to
for preventing runway incursions by aircraft and pilots and drivers operating aircraft and vehicles on
vehicles. Even though ICAO only requires stop the manoeuvring area, as part of effective runway
bars for low-visibility operations, ACI recommends incursion prevention measures. The installation of
that stop bars should be provided at every runway stop bars and the development of procedures for
holding position for newly constructed runways their operation should be coordinated with the
where justified by traffic levels and prevailing airport’s air traffic service provider to ensure the
visibility conditions. stop bars can be operated safely and effectively,
without imposing significant additional workload on
Stop bars consist of a row of red, unidirectional, in- controllers. A safety assessment of the installation
pavement lights installed across the entire taxiway should be conducted prior to implementation
at the runway holding position, and elevated red particularly at airports with complex runway/
lights on each side. A controlled stop bar is operated taxiway geometries, to permit the choice of the
in conjunction with the taxiway centreline lead-on most appropriate aids and procedures to prevent
lights, which extend from the stop bar toward the inadvertent incursions.
runway. Following the ATC clearance to proceed,
the stop bar is turned off and the lead-on lights are The stop-bar control HMI (human-machine inter-
turned on. The stop bar and lead-on lights should face) should allow visual monitoring of the stop
be automatically reset by a sensor or backup bars’ ON/OFF status, as well as control of the stop
timer. It is recommended that Stop bars should be bar using a touchpad screen or mouse control. It is
installed with Runway Guard Lights, configuration A recommended that the HMI should give controllers
type which is to warn pilots, and drivers of vehicles, acoustic and visual alarms when an aircraft or a
when they are operating on taxiways, that they are vehicle overruns a red-lit stop bar.
about to enter a runway.
Stop bar lights on Stop bar lights off Stop bar lights on
Lead-on lights off Lead-on lights on Lead-on lights off
Aircraft stops and holds Aircraft proceeds Next aircraft stops and holds
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2014 Runway Safety Handbook
2.6.1 Markings
One of the best and easiest ways to prevent or ding position markings at all runway entrances.
mitigate runway incursion is to enhance runway hol-
Pattern A Runway Holding Position Marking: Enhanced Taxiway Centreline Marking: This is
Painted yellow on the taxiway pavement and co- a dashed line painted on each side of the existing
located with the holding position sign, this consists taxiway centreline extending up to 45m from the
of two solid yellow lines with two dashed lines. Prior holding position marking. This is to alert aircraft and
to reaching the solid lines, it is imperative to STOP vehicles that they are approaching a runway.
and not to cross the line until clearance is received
from ATC. When the tower is closed or at a non- Mandatory Instruction Marking (runway desig-
towered airport, crossing is permitted only when the nator): These markings indicate the runway desig-
runway is clear of aircraft, and then with extreme nator in white letters on a red background. They are
caution. placed prior to the taxiway runway intersection on
both sides of the taxiway centreline if sufficient space
Pattern B Runway Holding Position Marking: is available. This should increase the conspicuity
These holding position markings for ILS critical of the actual holding position markings, convey
areas appear on the pavement as yellow horizontal directionality (i.e. when turning off the runway, the
ladders and extend across the width of the taxiway. text would be upside-down), and provide both sides
A sign with white characters on a red background of the cockpit of an approaching aircraft with visible
(as shown) is typically situated adjacent to these ILS cues.
holding position markings. Aircraft must hold short
of this area when instructed to by ATC.
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2014 Runway Safety Handbook
2.6.2 Signs
All signs conform to a colour code that clearly meanings. It was also influenced by the need to
indicates the function of each sign. Mandatory signs use pairs of colours which, in combination, provide
use red and white, and information signs use yellow signs that are legible in the widest possible range
and black. The choice of colours was influenced of conditions. Contrast ratios between the elements
by colour conventions in other modes of transport of the sign are a major factor in determining the
where colours have specific and well-understood legibility of a sign. There are four types of signs:
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2014 Runway Safety Handbook
All lighting concerning runway operation must be New technologies such as REL (Runway Entrance
in compliance with ICAO SARPs. An aerodrome Lights), THL (Takeoff Hold Lights) and RWSL
operator planning and designing runway lighting (Runway Status Lights) are being discussed and
should bear in mind that too many lighting colours implemented in some States. These are totally inde-
at the runway holding position may create confusion pendent, automatic systems, separate from existing
for pilots. airfield lighting systems.
REL
Airport Surface
Radar (ASDE)
REL
REL
THL
ACI recommends that aerodrome operators focus As mentioned in the preceding section “Stop bar”,
on Advanced Surface Movement Guidance & Con- installation and 24-hour operation of stop bars
trol Systems (A-SMGCS), rather than new systems, based on A-SMGCS may be a more economical
for enhancing the prevention of runway incursions. and efficient measure for the airport operator.
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2014 Runway Safety Handbook
2.7 RESAs
Figure 16. Depicted Runway End Safety Area showing recommended dimensions for a
code 3 and 4 runway
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2014 Runway Safety Handbook
3 Operations
Runway inspection should be regular and as outside the protected area of the runway or the
frequent as possible. Each inspection should be runway strip while awaiting re-entry instructions;
performed using vehicles and performed at slow • C
learance must be obtained before crossing any
speed. Inspection results should be recorded and runways;
kept in the Airside daily report management system.
Please note the following: • R
unway inspections should normally be carried
out in the direction opposite to that being used for
• Four inspections are required daily, as described: landing or taking off for safety reasons. In the case
of the first-light runway inspection involving two
– D
awn inspection: A detailed surface inspection
runs in the same direction, the “back-tracking”
covering the full width of all runways should be
must be done outside the protected area of the
undertaken. This should take approximately 15
runway or the runway strip and can be used to
minutes for each runway (two runs, generally 3m
from the centreline); inspect the runway from a distance or inspect the
taxiways adjacent to the runway in question;
– M
orning inspection: On all runways, normally
carried out on an ON/OFF basis and concentra- • O
n final completion of a runway inspection the
ting on the area between the runway edge lights; team should advise ATC of the fact and report the
state of the runway; and
– A
fternoon inspection: Using the same procedure
as the morning inspection; and • T
he time of commencement and completion of
the inspection must be noted and included in the
– D
usk inspection: This should cover all runways.
Record of Inspection Log.
It is designed to bridge the gap in runway
inspections when the lighting inspection is not •A
uthorized vehicles should be painted in contras-
required until late in the evening, and should ting and conspicuous colors, display a company
cover the whole runway surface; logo or identification number, and carry a flashing
yellow beacon.
• B
efore commencing any runway inspection,
clearance must be obtained from ATC. On
entering the runway a positive entry call must Paved area inspection should pay attention to the
be made. On leaving the runway, ATC must be following points:
advised when the inspection vehicle is clear of
the runway strip; • E
xistence of foreign objects that can cause
damage to engines; accumulation of rubber;
• A
ll inspections are carried out an ON/OFF basis
(i.e. the inspection vehicle may be required to enter • Cracks in or damage to the paved surfaces;
or leave the runway at short notice). The runway- • S
urface drainage; areas which are submerged
entry call to ATC should be made on each occasion after rain;
that the inspection vehicle enters the runway;
• Damage to lighting facilities;
• It is essential to maintain a listening watch on the
• Condition of markings and signs;
appropriate R/T channel during any runway inspection;
• Condition of in-pavement lights;
• The concept of “one runway, one frequency, one
language” is recommended; • E
xistence of damage to the approach lighting
• If, during an ON/OFF inspection, ATC requires the system and threshold lights, caused by aircraft
inspection team to clear the runway, the vehicle jet blast; and
should move outside the protected area of the • C
leanliness/existence of unauthorized obstacles
runway or the runway strip. It must then remain at the end of the runway.
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2014 Runway Safety Handbook
Unpaved area inspection should look for the • DRY SNOW; • WET SNOW; • COMPACTED
following points: SNOW; • WET COMPACTED SNOW; • SLUSH;
• ICE; • WET ICE; • FROST; • DRY SNOW
• T
he general state of ground cover vegetation, ON ICE; • WET SNOW ON ICE; • CHEMICALLY
particularly to ensure that excessive vegetation TREATED; • SANDED.
length is not obscuring lights, signs and markers;
Measurement of runway surface friction: ICAO
• Any developing sinkage or settlement; Annex 14 states that a paved runway shall be
• Unreported aircraft wheel tracks; maintained in a condition so as to provide surface
• Condition of signs and markings; friction characteristics at or above the minimum
friction level specified by the State. Maintenance
• S
trength of grass areas adjacent to paved area friction testing of uncontaminated runways must be
(especially, the condition of the portions close carried out at regular intervals.
to paved surfaces used for aircraft movement
should be checked and recorded); ICAO Circular 329 - Assessment, Measurement and
Reporting of Runway Surface Conditions states that
• A
ny submerged grassed area (a priority action for
friction measurement devices have two distinct and
frequently submerged areas); and
different uses at an aerodrome:
• A
ny noticeable difference between the heights of
the unpaved area and the paved area. • for maintenance of runway pavement, as a tool for
measuring friction related to the: i) maintenance
Reporting: If a dangerous unserviceability is dis- planning level; and ii) minimum friction level
covered during a runway inspection (e.g. damaged pit • for operational use as a tool to aid in assessing
covers or broken lights) the fact should be immediately estimated surface friction when compacted snow
reported by R/T, so that appropriate and prompt ATC and ice are present on the runway.
action can be taken. In addition, airport operations
When a runway is not in normal dry condition, as a result
should be informed. If the runway is closed as a
of a meteorological or other reason, the surface friction
result of such damage the inspection team should
of the runway must be assessed and this information
continue its inspection whilst awaiting the arrival of
provided to ATC. If the runway is considered slippery,
airport maintenance support. The team should also be
a surface friction test should be performed.
prepared to inspect any subsidiary runway if required.
For operational purposes, surface friction should be
Whenever water is present on a runway, a description of the assessed in the following conditions:
runway surface conditions on the centre half of the runway
should be made available, using the following terms: • Whenever the runway is affected by snow or ice;
• When pilots and airlines request ; and
• D
AMP: The surface shows a change of colour
• When requested by ATC.
due to moisture;
• W
ET: The surface is soaked but there is no Runway friction should be measured as follows,
standing water; and subject to state requirements:
• S
TANDING WATER: For aircraft performance purposes, • T
he friction should be measured continuously
this term applies to a runway where more than 25 per along the whole length of the runway;
cent of the runway surface area (whether in isolated • T
he measurement location should be within about
areas or not) within the required length and width being 5m of the runway centreline; and
used is covered by water more than 3mm deep.
• F
riction calibration results should be kept for at
Whenever an operational runway is contaminated least 5 years.
by snow, slush, ice or frost, the runway surface Runway friction should be reported according to the
condition must be assessed and reported. The categories set out in ICAO Annex 14, Attachment A,
description of the runway surface condition should section 6: Assessing the surface friction characte-
use the following terms: and should include, where ristics of snow-, slush-, ice- and frost-covered
applicable, an assessment of contaminant depth: paved surfaces.
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DATE : ________________
2. Cracks or damage
1. Wheel tracks
Visual Aids
2. Runway markings
3. Taxiway markings
4. Runway/taxiway signs
5. Runway lights
6. Taxiway lights
8. Markers
Others
1. Others
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Conical
Transitional
A A
Approach Approach Take-off climb
Inner horizontal
Conical
Approach Transitional
Inner horizontal
Conical
Inner approach
Section B-B
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• Conical Surface; • H
eight of the obstacle in relation to the aerodrome
• Inner Horizontal Surface; elevation; and
• Approach Surface; • T
he period for which it will remain an obstacle (if
it is a temporary obstacle).
• Transitional Surface; and
• Take-off Climb Surface. Temporary obstacles and transient (mobile) ob-
stacles, such as road vehicles, rail carriages or
The following OLS should be established for a pre- ships, in close proximity to the aerodrome and
cision instrument runway: which penetrate the OLS for a short duration should
be referred to the CAA to determine whether they
• Outer Horizontal Surface (as may be defined by will be a hazard to aircraft operation.
the State);
• Conical Surface; Fences and levee banks that penetrate the OLS
• Inner Horizontal Surface; should be treated as obstacles.
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Vehicle drivers and other personnel operating on the – Operational stress due to:
Manoeuvring Areas need to be trained according to a 3 Changed tasking or planning
well-defined, robust training curriculum. The following
areas should be part of initial and recurrent training: 3 Adverse weather
3 Aircraft emergency situations; and
• A
irport layout, identification of a given point on
the standard chart used at the airport including - Multitasking;
designation of runways, taxiways , etc.; • Other information:
• A
pplicable airport vehicle traffic rules, holding – Various aircraft navigation aids;
position and stop bar regulations, and procedures –
Location and understanding of critical areas
pertaining to vehicle operations; associated with instrument landing system
• D
efinitions of runway protected areas, NAVAID (ILS) and very high frequency omni-directional
sensitive and critical areas, runway strips, runway range (VOR) navigational aids;
end safety areas; – Traffic patterns associated with each runway
• Interpretation and color-coding of airfield signs, (left or right) and location of downwind, base,
pavement markings, and lighting; final, and crosswind legs; and
• P
roper terminology (including phonetic alpha-bet) – Traffic patterns and runway usage for instrument
and standard procedures for radio communi- approaches and reduced visibility.
cations with airport traffic control (ATC):
– Radio Telephony Frequencies;
3.7 Incident reporting/Investigation/Statistics
– Vehicle call signs; A safety reporting system requires collection of
– ATC call signs applicable per area of respon- information on actual or potential safety deficiencies
sibility; and the filing of reports.
– Procedures for contacting ATC, check-in via air
“Safety Occurrence” is the term used to embrace
band and position-reporting;
all events which have or could have significance in
–R
unway crossing requests; the context of airport safety, ranging from accidents
–R
adio communication failure procedures; and serious incidents through incidents or events
which must be reported, to occurrences of lesser
– Position lost procedures; and severity which, in the opinion of the reporter, could
– Vehicle breakdown procedures. have safety significance.
• E
stablished routes for runway inspections, wildlife
control activities, emergency response; The objective of a safety occurrence reporting sys-
tem is to improve the safety of airport and aircraft
• H
azards associated with jet blast, prop wash, operation by timely detection of operational hazards
FOD, maintenance and construction works; and system deficiencies. It plays an essential role
• Situational awareness: in accident prevention, enabling the identification of
appropriate remedial actions by prompt analysis of
– Be well prepared before commencing a task:
safety data collected and by the exchange of safety
3 ATIS; information.
3 NOTAMS;
As laid down in Annex 19, ICAO requires that airport
3 Maintenance and construction work sche-
operators (and other aviation service providers)
dules; and
must implement (i.e. develop and maintain) a safety
3 Pre-operational vehicle and radio communi- management system (SMS). This must include a
cation equipment checks; formal process of collecting recording, acting on and
• Human Factors: generating feedback about hazards in operations.
– Fatigue;
– Sterile vehicle cockpit;
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2014 Runway Safety Handbook
The process is based on a combination of reactive, take-offs and taxiing, low visibility procedures (LVPs)
proactive and predictive methods of safety data should apply in the movement area.
collection. Guidance on safety occurrence reporting
is contained in Doc 9859 – Safety Management LVPs have been devised to allow aircraft to operate
Manual and ICAO Annex 13 – Aircraft Accident and safely from and into aerodromes when the weather
Incident Investigation. conditions do not permit normal operations. They
should cover comprehensively all relevant issues
Effective safety reporting of hazards and incidents by relating to surface movement other than by aircraft
operational personnel is an important cornerstone of within the designated aircraft manoeuvring area.
the management of safety. Therefore an operational
environment in which operational personnel have On aerodromes where the ground marking and
been trained and are constantly encouraged to report lighting is adequate (i.e., complying with ICAO
hazards is a prerequisite of effective safety reporting. standards), aircraft ground traffic can often be
sustained safely at reasonable flow rates in reduced
The incident reporting system should be non- visibility. However, an aircraft is at its most vulnerable
punitive, with limited immunity provided through law during the landing and the take-off phases of flight,
and regulatory guidance. when the option for avoiding action if an obstruction
is encountered may be very limited and the aircraft is
Aerodrome operators receive, processes and analyse likely to be badly damaged or destroyed if it collides
mandatory and voluntarily submitted incident reports at high speed with any sizable object. Making the
from airport personnel, air traffic controllers, pilots, necessary transition to visual reference during the
dispatchers, flight maintenance technicians and others. final stage of approach to land in low visibility is
critical and certain requirements must be met to
Reports submitted to the aerodrome operators may reduce the risk of runway excursion.
describe both unsafe occurrences and hazardous
situations. Of particular concern to the RST is A low visibility take-off also requires careful attention
the quality of human performance in the airport to correct runway alignment before the take-off is
manoeuvring system. commenced. If a rejected take off (RTO) is carried
out, the pilots must maintain awareness of runway
The purpose of the reporting system is to identify length remaining using whatever external visual
deficiencies and discrepancies in the airport runway cues are available and relevant, including runway
and taxiway system in order to improve the current lighting, signage or other markings available.
airport system. The aerodrome operators should
provide data collected from the reporting system As visibility deteriorates, the possibility of runway
to plan and improve the airport manoeuvring area incursions by aircraft, vehicles and personnel
system. increases. The risk of inadvertent runway incursion
by taxiing aircraft is greatest at aerodromes with
The aerodrome operators should identify system complex layouts and multiple runway access points.
deficiencies and issue alerting messages to persons This risk can only be managed adequately by the
who are in positions to correct them. It should keep application of procedures that provide pilots with
a database of all incidents at the airport to serve the clear, unambiguous guidance on routing and holding
needs of all those who are engaged in the promotion points when performing ground-traffic patterns.
of safe operation at the airport.
The safe operation of airside vehicles depends upon
After analysis by the aerodrome operator, incident drivers being adequately trained, thoroughly familiar
summary should be made available to LRST. with the aerodrome layout in all visibility conditions
and complying with procedures, signs, signals and
3.8 Adverse Weather ATC instructions. In low-visibility conditions special
awareness is required and special procedures,
In order to ensure safe operation of aircraft at airports including restrictions on normal access, may be
during lower-than-standard visibility CAT I, CAT invoked. All these measures are an essential part of
II and CAT III approaches and during low-visibility the airport operator’s SMS.
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3.10 AIS/AIP
AIP
Permanent or long-term
information on facilities
and services
NOTAM
Information of a temporary nature
and of short duration
Operationally significant permanent
changes of long duration
made at short notice
CHECKLISTS PIB
AND LISTS OF VALID NOTAM
VALID NOTAM
Valid NOTAM Up-to-date
Latest AIP Amendments information
and Supplements on facilities and services
AIC issued
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2014 Runway Safety Handbook
3.10.1 AIRAC
For safety and efficiency, it is essential, that pilots, buted by the AIS unit at least 42 days in advance
air traffic controllers, air traffic flow managers, flight of the effective date, with the objective of reaching
management systems and aviation charts all have recipients at least 28 days in advance of the effective
the same data set. This can only be achieved by date. Whenever major changes are planned and
following the Aeronautical Information Regulation where additional notice is desirable and practicable,
And Control (AIRAC) cycle. a publication date of at least 56 days in advance of
the effective date should be used. The two weeks
In short, AIRAC defines that in all instances, infor- between the Publication Date and Reception Date
mation provided under the AIRAC system shall be are basically to allow for postal distribution of the
published in paper copy form and shall be distri- (mostly) paper publications.
The AIRAC cycle was adopted in 1964 and has effective dates with 28-day intervals as below:
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2014 Runway Safety Handbook
An aeronautical chart is a map designed to assist Detailed information on aeronautical charts can be
in the navigation of aircraft. It is published in a found in ICAO Annex 4 ‘Aeronautical Charts’ and
relevant part of the AIP. Aeronautical charts include: Doc 8697 ‘Aeronautical Chart Manual’.
• Aerodrome chart;
3.10.3 H
ot Spots Depiction in Aerodrome
• Aircraft Parking/Docking Chart; Chart
• Aerodrome Ground Movement Chart;
Aerodrome operators should generate AIP charts to
• Aerodrome Obstacle Chart — ICAO Type A;
show runway hotspots. Once issued, these charts
• A
erodrome Terrain and Obstacle Chart — ICAO must be kept up to date and revised as necessary.
Type B; All identified hot spots should be examined for
• Precision Approach Terrain Chart; short or long term opportunities for mitigation of
or removal of the hazard identified. These actions
• Area Chart;
include:
• ATC Surveillance Minimum Altitude Chart;
• Awareness campaigns;
• Visual Approach Chart;
• Enhanced visual aids (signs, markings and lights);
• Precision Approach Terrain Chart;
• Use of alternative routings;
• Standard Arrival Chart — Instrument (STAR);
• C
hanges to the movement area infrastructure,
• Standard Departure Chart — Instrument (SID);
such as construction of new taxiways, and
• Instrument Approach Chart; and decommissioning of taxiways; and
• Bird Concentration Chart. • C
losed-circuit television (CCTV) for mitigating
blind spots in the aerodrome control tower.
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Where the friction characteristics of the runway can help to restore the required surface quality.
surface have been found to be below the level Where the deficiencies are found to be more severe,
specified by the State, remedial action will have to major corrective action, such as the construction of
be taken. Repair measures may range from cleaning an overlay, may become necessary.
contaminants off the surface to major repair. From
experience, the following three surface friction- As the accompanying diagram illustrates, the rate
enhancing techniques are recommended: of deterioration of the pavement sharply increases
at a certain point in time, resulting in an accelerated
• Surface dressing; decline in pavement condition. This pavement life-
• Grooving; and cycle curve demonstrates that $1 spent for pre-
• Scoring or milling. ventative maintenance early in the pavement’s life
is equivalent to $4 to $5 spent later in its life. A
With time a surface may become uneven without life cycle cost (LCC) maintenance program should
generating cracks. Where the unevenness occurs in be considered when planning surface condition
spots and is moderate, scoring or milling the surface maintenance.
GOOD
SATISFACTORY
$1.00 for
FAIR rehabilitation
here
POOR
Significant drop
in condition
VERY POOR
Will cost
$4.00 to $5.00
here
SERIOUS
Small % of
pavement life
FAILED
TIME
4.1.3 Visual Aids and Non-Visual Aids the worker should ask the controller to repeat the
message. All vehicles operated within the aircraft
Performing maintenance on several kinds of visual operations area should be properly marked and lit.
aids and NAVAIDs requires workers to traverse Preventive Maintenance Program: Reliable func-
the active manoeuvring area, so all workers must tioning of visual aids and NAVAIDs is critical to
have full knowledge of air traffic control and radio airport safety, capacity, and operation, especially
communication procedures. Workers should be for low visibility operations. So it is essential that
fully familiar with the airport runway and taxiway a preventive maintenance program is established
layout to avoid any possibility of runway incursions. to ensure reliable service and proper equipment
All air traffic control instructions should be read operation. Each visual aid should have an established
back to the controller and if the worker has any PMI (Preventive Maintenance Inspection) schedule,
question regarding the instructions of the controller, such as:
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D M Q S A U
W
A T T M N N
K
Maintenance Requirement I L H R A N S
L L L N L C
Y
Y Y Y Y Y H
Runway lighting minimum serviceable rates: serviceable rates complying with operational
The aerodrome operator should maintain minimum conditions, for instance:
Maintenance standards
Facility description
(CAT II / III)
Runway centreline lights, Runway edge lights, Runway threshold
95%
lights, Approach lighting systems (up to 450m in length)
Runway touchdown zone lights 90%
Approach lighting systems (when exceeding 450m in length) 85%
Runway end lights 75%
Runway centreline lights, Runway edge lights, Runway threshold Two consecutive faulty lights are not allowed (installation
lights, Approach lighting systems, Runway touchdown zone lights, interval defined by Airport Operations Standards and Standards
Runway end lights, Stop bar lights, Taxiway centreline lights for Aeronautical Lighting)
Maintenance of markings: The aerodrome opera- colors should be provided at all times at on-site work
tor should establish a repainting plan for markings control centres. The repainting schedule depends
in the paved area. To facilitate prompt dispatch for on the status of the change or fading in color of the
repainting, full sets of tools and paints of appropriate markings.
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2014 Runway Safety Handbook
Paved surfaces on runways can be contaminated by It is recommended, based on the number of landings
snow, slush, ice, standing water, mud, dust, sand, on the runway, that the annual plan for removal of
oil, marking paint or rubber, etc. Contaminants rubber deposits should be established in advance
may cause slipperiness and may cover surface at the beginning of the year.
markings. In addition to reducing surface friction,
foreign materials and objects may cause damage to Removal of Snow and Ice: Snow clearing should
aircraft fuselages or engines, or hazardously affect start as soon as possible after the beginning of a
the operation of aircraft systems. They should be snowfall, since vehicles can work very fast as long
removed immediately when they are found. as the snow cover is still thin. When the wind is
calm or in the absence of strong side winds, snow
Rubber Removal: The aim of rubber removal is to removal is performed strip-wise from the center to
restore the original macro roughness of the pavement the edge of the paved surface. With strong side
surface. Such restoration is important to provide winds the removal starts from the windward side of
good drainage under the wheel in wet conditions. If the surface and moves to the lee side.
possible, the removal should take place during off-
peak hours. Several different methods are available: The number of service trucks and special equipment
vehicles required to restore conditions to as near to
• H
igh Pressure Water Blast Method: Rubber re- normal as possible depends on:
moval is accomplished by high pressure water
jets directed at oblique angles to the pavement • Climatic conditions;
surface; • T
he extent of the area which has to be cleared,
• M
echanical Blasting Method (Grit Blasting): and
Replacing high pressure water with solid material • Time needed for clearing.
such as metal spheres or peach stones;
• C
hemical Method: The area of pavement to be It is recommended, if necessary, that a snow plan
treated is sprayed with a liquid chemical from a should be established before the beginning of the
tank vehicle having a spray bar, or by hand with winter season and a snow removal control office
hose and nozzle. The chemical’s reaction time should be operated during the winter season. The
ranges from 8 to 15 minutes, depending on the snow plan contains information on:
depth of the rubber film. Due to the chemical • Responsibilities for winter services;
agents’ volatility and toxicity, it is imperative that
extreme care is exercised when employing them. • Rules on air traffic interruptions for snow and ice
If the chemical remains on the surface for too long, removal operations;
painted markings or even the surface itself may • Rules on communication and information on the
be damaged. Also, the influence of the chemical performance of winter services;
solvent on the drainage system, the surrounding • Priorities for snow and ice clearing of aircraft
vegetation, the wildlife and nearby streams must movement areas;
be considered;
• Availability of vehicles and equipment for snow
• C
hemical and High Pressure Water Blasting and ice removal;
Method: A combination of dissolving the rubber
deposit with chemical agents followed by a • Performance of winter service; and
through flushing with high-pressure water is • Method of friction measurement on aircraft move-
considered a more modern practice; and ment areas.
• H
ot Compressed Air Method: Using hot air to
burn away the rubber deposits may have the
advantage of reducing the mechanical strain
imposed on the runway. Residual carbon deposits
may be removed with a brush-machine.
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4.1.5 Drainage
Drainage facilities should be managed to facilitate Any mowing or cutting work within the runway safety
water run-off during the rainy season, to maintain area or close to the protection surfaces should be
sufficient bearing strength in the soil for the operation carried out when the runway is not in use. Mowed
of vehicles or aircraft, and to minimize the attraction or cut grass should be removed from the movement
of birds and other animals representing a potential area promptly so as not to provoke foreign object
hazard to aircraft by: damage.
TODA
Landing and Take-off
in this direction ASDA
TORA
LDA
ASDA
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For take-off runway scenarios, the following pos- For calculation of the declared distances focusing
sibilities exist: on the take-off process, the following parameters
need to be identified and considered during the
• If the runway is provided with a stopway, the recalculation in respect of the remaining runway
ASDA includes the length of the stopway; length available and the presence of obstacles:
• If the runway is provided with a clearway, the
TODA will include the length of the clearway; • Take-off climb surface;
• If the runway is not provided with either a stopway • Runway strip;
or a clearway and the threshold of the runway • Runway end safety area; and
is defined as being on the extreme end of the • R
unway end (this might be a newly defined
runway planes, all four declared distances should temporary runway end).
equal the total length of the runway; and
• F
or the landing runway, where a displaced threshold As a result of the recalculation, the declared TORA,
is in place, the Landing Distance Available will be TODA and ASDA may be subject to change.
the total runway length reduced by the distance of Changed (temporary) declared distances or tem-
the displacement. porary reduced declared distances need to be
communicated well in advance to aircraft operators
When planned airside maintenance or construction and by all means possible, but at the very least
work is taking place or when other circumstances in compliance with ICAO Annex 15 ‘Aeronautical
would have an influence on the total length of the Information Services’.
available runway surface, the declared distances
need to be recalculated.
For calculation of the declared distances focusing approach, inner transitional and balked-landing
on the landing-process, the remaining landing dis- surfaces;
tances available need to be recalculated taking into
• O
bstacles in the approach surface that require
account the following parameters:
the threshold to be displaced; and
• O
bstacles that may be present in the approach • A
lthough landing lengths are less critical, aircraft
and transitional surfaces, which include the performance charts should be consulted to
Obstacle Free Zone, which consists of the inner check that runway length requirements for take-
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2014 Runway Safety Handbook
off provide adequate runway length for landing. A this may be of greater operational significance than
landing length is determined that provides for an penetration of the approach surface by marked
aircraft to clear all obstacles in the approach path and lighted obstacles. Any decision to displace a
by a safe margin and to make it possible for an threshold should therefore consider an optimal
aircraft to stop safely. balance between the considerations of clear
approach surfaces and adequate landing distance
If declared take-off-related distances are reduced, available.
aerodrome operators should consider if intersection
take-offs are still feasible and safe. When such take- Account should be taken of the types of aircraft
offs are considered safe and operationally feasible which the runway is intended to serve; the limiting
for aircraft operators, aerodrome operators are visibility and cloud base conditions under which
recommended temporarily to install TORA signage the runway will be used; the position of obstacles
indicating the reduced available take-off run avail- in relation to the threshold and extended centreline;
able to aircraft operators. Aerodrome operators and, specifically in the case of precision approach
may consult carriers’ performance calculations runways, the significance of obstacles to the
to cross-check the performances of those aircraft determination of obstacle clearance limitations.
types which the runway will serve.
An obstacle-free surface to the threshold should
4.2.2 Displaced Threshold not be steeper than 3.3 per cent where the code
number is 4, or steeper than 5 per cent where the
A threshold is normally located at the beginning of a code number is 3.
runway, if there are no obstacles penetrating above
the approach surface or other applicable obstacle 4.2.3 Dissemination of Information
limitation surfaces. Because of temporary changes,
for instance due to maintenance or construction When aerodrome maintenance or construction
works, it may be desirable to displace the threshold works would temporarily affect runway parameters,
temporarily or even permanently. When studying declared distances, obstacle limitation surfaces,
the location of thresholds at precision approach approach and take-off climb surface or NAVAID
instrument runways, consideration should be protected sensitive and critical areas, the aerodrome
given to the ILS reference height data and the operator needs to disseminate all amended infor-
determination of the obstacle clearance limits. mation by as many means as practicably possible
and available. In preparing the works it is important
In determining that no obstacle penetrates above to discuss the possible impact on runway availability,
the approach surface, account should be taken of
declared distances, temporary fixed and mobile
mobile objects at least within that portion of the
objects, availability of NAVAIDs and taxiway routing
approach area within 1200m longitudinally from the
to and from runways.
threshold and of an overall width of not less than
150m, 75m each side of the runway centreline.
Aerodrome operators should discuss proposed
airside works with the Local Runway Safety Team
During scheduled temporary maintenance or con-
(see chapter 1) These meetings may review work
struction works, consideration should be given
schedules, the impact of works on aircraft and
to displacing the threshold to prevent equipment
ground servicing operations, the outcome of hazard
or other obstacles from penetrating the obstacle
identification and risk assessments, and change
limitation surfaces and the approach surface. If the
cases. This is all information which needs to be
objects cannot be removed, the threshold should be
amended and disseminated. Terms of reference for
relocated permanently. The threshold should ideally
this kind of platform may include:
be displaced down the runway for the distance
necessary to ensure that the approach surface is • Legal basis and scope;
clear of obstacles.
• Goal:
Displacement of the threshold will inevitably have –
Have all aerodrome operations and safety
an influence on the landing distance available and stakeholders, infrastructural services and pro-
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2014 Runway Safety Handbook
ject managers and aeronautical service pro- 3 Pre- and post-flight preparation information/
viders work together to establish: data;
3 High level coordination between works and 3
Automatic terminal information service
between works and aircraft and ground (ATIS) – D-ATIS and or Voice-ATIS; and
operations; 3
Aeronautical charts, including aerodrome
3 E
valuation of work schedules; base maps and terrain and obstacle charts.
3 Evaluation of hazard identification and risk
assessments including adaptation of miti- Temporary changes to infrastructure, procedures
gating measures; and equipment or changes having a permanent effect
on operations and safety may be communicated to
3 Dissemination to all impacted or affected the airport community via airport safety information
parties of information relating to temporary bulletins, safety campaigns, Local Runway Safety
construction and maintenance works with Teams, apron operations and safety meetings, or
an impact on aircraft operations and ground any other relevant meeting platforms.
servicing activities; and
3
Dissemination of information related to 4.2.4 Reduced RFF
permanent changes to aerodrome infra-
structure and operations; When, because of reduced Rescue Fire Fighting
• Tasks: (RFF) capacity at the airport, the operator cannot
–
Collect all intended changes or planned support the declared ICAO RFF category, appro-
changes to infrastructure and operations; priate measures need to be taken to reduce the
capacity of that aerodrome. Aircraft operators
–
Discuss the impact of temporary changes need to be informed of the temporary reduced
or changes with a permanent character and RFF category by means of NOTAM. When the
accompanying construction phases on: reduced RFF category would last longer or become
3 A
ircraft operations; permanent, an AIP supplement or amendment must
3 A
ir traffic control services and NAVAIDs; be published.
3 G
round servicing processes; When there would be a potential conflict in relation
3 E
mergency response; to emergency response times of the airport RFF
3 A
dverse weather operations; because of construction or maintenance works,
alternative routings for RFF need to be studied; or,
3 W
ildlife management; at least, clearly communicated drive-through action
3
Inspection and control of the aerodrome; needs to be foreseen. It is recommended that
and emergency response time tests simulating the works
3
Runway conditions including friction and be performed before final decisions on the work
obstacles; planning and schedules are taken. If drive-through
routes would not be feasible, airport operators
–
Prepare, evaluate and validate information might consider temporarily installing sufficient RFF
and data related to the works and permanent capacity at a satellite position, to be able to cover
changes, as required per ICAO Annex 15, by the affected movement or runway area.
means of:
3
Aeronautical Information Publication (AIP) 4.2.5 Temporary Obstacles
amendment;
3
Aeronautical Information Publication (AIP) A temporary obstacle, e.g. a crane in the take-off
supplement; climb or approach or transitional area, is an obstacle
that will be removed within a defined timeframe. It
3
Aeronautical information regulation and should also be considered as a temporary hazard.
control (AIRAC); The term “temporary hazard” also refers to work in
3 N
otice to airmen (NOTAM); progress at the sides or ends of a runway related
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2014 Runway Safety Handbook
to airport construction or maintenance works. It obstacles and fixed or mobile objects on adequate
may include, e.g., the construction site, cranes, functioning of the ILS equipment. When investigation
machinery and equipment, building materials, proves there is an impact on correct readings of the
vehicles or even immobilized aircraft near runways. ILS equipment, aerodrome operators may degrade
the ILS category accordingly. When circumstances
The effect of a temporary obstacle on aerodrome such as (for example) adverse weather conditions or
operational safety and the possible need for addi- reduced visibility operations would require higher-
tional obstacle marking and lighting should be level category precision approach guidance it is
assessed by the competent authority. In determining possible to introduce a “prior permission required
the degree of hazard and the extent of any tolerable – PPR” in order to clear the affected sensitive areas
obstacle, the following factors should be taken into of obstacles and objects and upgrade the category
account: of the ILS for that runway. Aerodrome operators
need to consider the period of time in which run-
• Runway width; way construction and maintenance works may take
place, in respect of ILS equipment functionalities and
• T
ypes of aircraft using the runway and distribution
the required runway capacity for that period of time.
of traffic;
• Alternative runways; 4.2.7 Runway Closure
• C
rosswind components or any other prevailing
wind information, such as seasonal wind When the outcome of hazard identification and risk
variations; assessments or aeronautical safety cases would
• P
revailing weather conditions such as precipitation be unsatisfactory and when residual risk cannot be
and visibility when significant, as these adversely mitigated effectively, runway closure during a defined
affect the braking action of aircraft; and period of time could be taken into consideration.
• T
he possibility of compromise between a reduc- When closing a runway, relevant information needs
tion in declared distances and some degree of to be provided to all aerodrome stakeholders via
approach surface infringement. appropriate channels: NOTAM, AIP and AMDT of
AIP SUPP when applicable.
All information about such temporary obstacles
and hazards to safe aircraft operations should Closing a runway does not automatically imply
be disseminated by means that are available, as an end to the risk of hazards and risks for runway
described in ICAO Annex 15 (e.g. NOTAM and/or AIP incursions and excursions on that runway. Aircraft
SUPP), and marked and lighted in accordance with operators may still accidentally take off from a closed
ICAO Annex 14. When unforeseeable circumstances runway or land on it when insufficient preventive
would require, pilots must be informed by all means measures are applied or when disseminated infor-
available and ATC must notify aircrew about the mation in relation to the closure of the runway
position of the hazard and the nature of it. is incorrect, inconsistent or even unavailable. To
avoid aircraft landing on or taking off from a closed
When restrictions would be required due to the runway, the following mitigating measures could
nature and the position of the hazard, distinction be considered in addition to dissemination of
has to be made regarding the type of runway which information (discussion about which can be found
is affected. More specific guidance for restric- in Chapter 3.2 and Chapter 4.2.3):
tions applicable to non-instrument, non-precision
approach and precision approach runways is • D
uring closure of a runway as a consequence
available in ICAO Doc 9173 Aerodrome Services of construction or maintenance works, infor-
Manual Part 6 – Control of Obstacles. mation about the closure and the temporary
work areas should be adequately disseminated
4.2.6 ILS and temporary signs and markings should be
clearly visible, adequate and unambiguous in all
Aerodrome operators should, together with their operating conditions, in compliance with Annex
ANSPs, thoroughly investigate the impact of 14 provisions;
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2014 Runway Safety Handbook
• W
hen practicable, entry taxiways to the closed • T
ake required measures to revise operations.
runway should be physically closed by means of Once the level and type of aircraft operations
unambiguous, clearly visible, marked and lighted to be maintained are identified, the aerodrome
fencing, to prevent aircraft operators and vehicle operator should determine the measures required
drivers from taking a wrong entry to a closed runway; to conduct the planned operations safely during
• N
AVAIDs in relation to the closed runway should the construction and
be disabled to prevent aircraft from landing on • M
anage the safety risk. The aerodrome operator
the closed runway by wrongly or accidentally should coordinate the safety-risk management
intercepting directional guidance; activities with appropriate stakeholders to the
construction.
• A
ll obstacles, mobile or fixed, which may be
present on the closed runway should be clearly
Construction Safety Plan Requirements should
marked and lighted; and
be included in the plan. These include:
• S
afety information bulletins should be dissem-
inated to aircraft operators by all means available, • C
oordination: Detail the proposed safety meetings
e.g. via Operational Control Centres, airport safety between airport operator and contractor;
websites, aircraft operators’ safety meetings, • P
hasing: Construction schedule elements, including:
Local Runway Safety Teams, Apron Safety Com-
3 The duration of each phase;
mittees, posters and awareness campaigns (as
well as other channels: this is a non-inclusive list). 3 T
imes of daily start and finish of construction,
including ‘night only’ construction;
4.3 Construction Safety • T
he area and operations affected by the con-
struction activity;
4.3.1 Planning Construction • Protection of NAVAIDs;
• Contractor access: Provide the following:
Careful planning, scheduling, and coordination of
construction activities can minimize disruption of 3 D
etails on how the contractor will maintain
normal aircraft operations and avoid situations that the integrity of the airport security fence
compromise the airport’s operational safety. The (gate guards, daily log of construction
airport operator must understand how construction personnel, and other measures);
activities and aircraft operations affect one another 3 Listing of individuals requiring driver training;
to be able to develop an effective plan to complete
3 D
etails on how the contractor will escort
the project. The aerodrome operator should develop
material delivery vehicles;
a Construction Safety Plan (CSP) that integrates
and consolidates all of the planning efforts for the • Radio communications:
construction. Development of the CSP involves the 3 Types of radios and backup capabilities used;
following five steps:
3 Who will be monitoring radio;
• Identify the affected area. The aerodrome operator 3 W
ho to contact if the ATC cannot reach the
should determine the geographic areas on the contractor’s designated person by radio;
airport affected by the construction project; • Wildlife management. Provide the following:
• D
escribe current operations. Identify the normal 3 M
ethods and procedures to prevent attrac-
airport operations in each affected area for each ting wildlife;
phase of the project;
3 Wildlife reporting procedures;
• A
llow for temporary changes to operations. To the
extent practical, current airport operations should • F
oreign Object Debris (FOD) management. Prov-
be maintained during the construction. When the ide equipment and methods for control of FOD,
construction activities cannot be adjusted to including construction debris and dust;
safely maintain current operations, regardless of • H
azardous material management. Provide equip-
their importance, then the operations should be ment and methods for responding to hazardous
revised accordingly; spills;
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2014 Runway Safety Handbook
• N
otification of construction activities. Provide the 4.3.2 P
reventive Activities for Construction
following: Area (Restricted Area)
3 Contractor points of contact;
As far as is practicable, working areas should be
3 Contractor emergency contact;
blocked off from the active movement areas by
3 L
isting of tall or other requested equipment physical barriers. These barriers serve to warn
proposed for use on the airport and the pilots and to preclude work vehicles inadvertently
timeframe and batch plant details; straying on to each other’s active movement
• Inspection requirements. Daily (or more frequent) areas. The barriers should be marked for day use
inspections and special inspection procedures; and adequately lit for night use. The lighting on
movement areas (such as taxiways, for instance)
• U
nderground utilities. Detail proposed methods of
leading into working areas should be turned off
identifying and protecting underground utilities;
during the work period. Multiple temporary gates
• P
enalties. Penalties should be identified in the with guards and flaggers should be prepared.
CSP;
• S
pecial conditions. Detail proposed actions for Lighting, markings and signs give pilots information
each special condition identified in the CSP; on position at the aerodrome, directional information
for taxiing to and from a runway and holding, the
• R
unway and taxiway visual aids, including
position of the threshold, declared distances, runway
marking, lighting, signs, and visual NAVAIDs.
identification and designation and hazardous or
Detail proposed visual aids, including the
NAVAID sensitive and critical areas. Maintenance
following:
or construction works should ensure integrity and
3 E
quipment and methods for covering perfect legibility of the information provided by
signage and airfield lights; the signs. Any change to runway lighting, taxiway
3 E
quipment and methods for temporary system lighting, markings and signs should at a
closure markings (paint, fabric, other); minimum comply with ICAO Annex 14 regulations
and any change or deviation should be studied by
• M
arking and signs for access routes. Detail
means of hazard identification and risk assessment
proposed methods of demarcating access routes
prior to the change or construction works. Take
for vehicle drivers;
these relevant actions:
• H
azard marking and lighting. Detail proposed
equipment and methods for identifying excavation • T
erminate or shut off electrical power to lightings
areas; and leading to the construction site;
• P
rotection of runway and taxiway safety areas, • U
ninstall lightings leading to and in the construction
including object free areas, obstacle free zones, site, or cover or mask with duct tape;
and approach/departure surfaces. Discuss pro- • R
econnect lighting circuits to maintain aircraft
posed methods of identifying, demarcating, and operations;
protecting airport surfaces, including:
• R
emove paint markings and uninstall or cover
3 E
quipment and methods for maintaining signs leading to the construction site;
Taxiway Safety Area standards; and
• Install new markings and signs for prevention of
3 E
quipment and methods for separation incursion to the construction site; and
of construction operations from aircraft
operations, including details of barricades. • Deactivate related NAVAIDs.
Dissemination of information: Aerodrome opera- A checklist indicating what lighting, markings and
tors should publish AIP AMDT/SUPP or issue a signs are required and implemented on what areas
NOTAM. Detailed information can be found in of the aerodrome should be made available. Before
Chapter 3.10.2 and Annex E. bringing affected surfaces or infrastructure back into
operation, a thorough inspection should be made to
check the compliancy, consistency and operational
ability of each lighting system, marking and sign.
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2014 Runway Safety Handbook
At all times, specific attention and extreme care Construction area protection planning and measures
should be given when changing lighting, markings should include:
and signs for the purpose of prevention of runway
incursions or excursions. Consistent and accurate • Regular safety inspections;
information for aircraft operators and vehicle • C
oordination of fence changes and aircraft access
drivers is of primary importance in establishing and with ATC;
maintaining situational awareness. • Escort by a qualified vehicle operator;
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2014 Runway Safety Handbook
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2014 Runway Safety Handbook
ANNEXES
• A
IP Supplement. Contains temporary changes Obstacle. All fixed (temporary or permanent) and
to the information contained in the AIP, which are mobile objects or parts thereof which are located
published by means of special pages. on an area intended for the surface movement of
aircraft, or which extend above a defined surface
AIRAC. An acronym for Aeronautical Information intended to protect aircraft in flight.
Regulation And Control, which is a system aimed
at advance notification, based on common effective Runway confusion. An error when an aircraft makes
dates, of circumstances that necessitate significant “unintentional use of a wrong runway or taxiway for
changes in operating practices. landing or take-off”.
ATIS. The automatic provision of current, routine Runway End Safety Area (RESA). An area sym-
information to arriving and departing aircraft metrical about the extended runway centreline and
throughout a 24 hour-period or a specified portion adjacent to the end of the runway strip. It is primarily
thereof. ATIS information is broadcast via: intended to reduce the risk of damage to an aircraft
undershooting or overrunning the runway.
• D
ata link-Automatic Terminal Information Service
(D-ATIS). The provision of ATIS via data link; or Runway excursion. An event in which an aircraft
• V
oice-Automatic Terminal Information Service veers off or overruns the runway surface during
(Voice-ATIS). The provision of ATIS by means of either take-off or landing.
continuous and repetitive voice broadcasts.
Runway incursion. Any occurrence at an aero-
Hot spot. A location on an aerodrome movement drome involving the incorrect presence of an aircraft,
area with a history or potential risk of collision or vehicle or person on the protected area of a surface
runway incursion, and where heightened attention designated for the landing and take-off of aircraft.
by pilots/drivers is necessary.
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2014 Runway Safety Handbook
Annex B Acronyms
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2014 Runway Safety Handbook
Annex C References
UK CAA Safety Notice, RESA and Runway Excursion Guidance for Aerodromes
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2014 Runway Safety Handbook
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2014 Runway Safety Handbook
Permanent changes to the Aeronautical Information Publication (AIP) are published as AIP Amendments.
When an AIP Amendment cannot be published at the established interval or publication date, a NOTAM
should be issued promptly.
Is the information
operationally NO Publish an AIP AMDT
significant?
YES
Issue
a Trigger NOTAM
46
2014 Runway Safety Handbook
Temporary changes of long duration (three months or longer) are published as AIP Supplements.
Is the information
operationally NO Publish an AIP SUPP
significant?
YES
Issue
a Trigger NOTAM
47
2013 Runway Safety Handbook
Temporary changes of short duration which contain extensive text and/or graphics are published as AIP
Supplements.
Extensive graphic or
Issue a NOTAM
text changes NO
promptly
to AIP?
YES
Is the information
operationally NO Publish an AIP SUPP
significant?
YES
Issue
a Trigger NOTAM
48
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