AIRPORT OF INTERNATIONAL STANDARD

A. Des. 7

Submitted by:

John Andrei Bonina

B.S Architecture

Submitted to:

Ar./EnP/RMP Demie M. Verde UAP, PEIP, NAMPAP, Green ADP+AA

Instructor

La Consolacion College – Bacolod

September 06, 2023

 CHAPTER 1

INTRODUCTION

1.1 Background of the Study

According to the International Civil Aviation Organization an airport is a particular

area of land or water (including any buildings, installations and equipment) intended in whole

or in part for the arrival, departure and movement of aircraft.As the intermediary between

land and air commotion, the quality of airport directly affect the continuity and level of

aviation service as a whole.Airport is a point of connectivity in the transportation system

(Planning, 2020). It has evolved and fulfill diverse roles in the transportation system (Federal

Aviation Administration (FAA), 2022).. Airports worldwide have played a significant role in

the tourism and air transport industries by connecting cities, countries and continents.

Furthermore, the airport is considered by tourists as the first and last image of a destination

(Campiranon, 2022). Airport infrastructure is a vital component of society’s transportation

network. There are more than 40 000 airports worldwide. Around 2500 airports processed

over 4 billion passengers in 2018 (Greer, Rakas, Horvath, 2020).The air transport industry

does not have an impact on the economy of the country alone. It contributes to the social

wellbeing and an improved quality of life in various ways its impact on the sustainable

development of a country (Abdullahi, 2019).

Airport experience pain points significantly affect passenger perceptions of service

quality, such as terminal congestion, long immigration queues, disorganized security

checkpoints, uninformative ground staff, and inconsistent service delivered by different

providers. Consequently, passengers demand a better experience with less waiting time, more

control of the processes (via technology) and regularly updated information about their

flights. It should be pointed out that recent crises have influenced airports around the world

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(Campiranon, 2022). An airport’s role is not necessarily limited by its size, location, or

facilities. Airports move people and cargo; serve agricultural needs; provide critical access to

remote communities by providing emergency medical access; support private transportation

using small piston aircraft or sophisticated jets; and provide aeronautical access to

manufacturers, assemblers, and repair stations that support airlines and operators of all sizes

in a global aerospace marketplace (Federal Aviation Administration (FAA), 2022).

The onset of COVID-19 has drastically decreased air traffic levels (IATA 2020). It is

likely that air travel will recover over the next couple ofyears and continue to rise. In the

United States, massive investment is required (ASCE 2017, ACC 2020) to modernize and

retrofit aged, inadequate airport infrastructure (e.g., terminals, airfields, service equipment).

Similar expansion projects and necessary reconfiguration projects for post COVID-19

processing of passengers are occurring worldwide (Greer et al., 2020).

Before 2020, increasing passenger demand propelled development plans. As a result

of the pandemic, airports reconsidered how to move forward against a backdrop of

challenging new realities. Some of the projects include asset management to support

longterm growth, intermodal and environmental studies, plans to use sustainable aviation

fuel, and optimization of processes and designs to support sustainability objectives

(AIRPORTS AROUND, 2021) and the determination of the capacity of the airport relative to

the demand (Planning, 2020).

Agility will be a critical factor in shaping innovative pathways that advance the

passenger experience and support the evolving needs of airlines. With so much uncertainty,

building flexibility into long-term plans is key to accommodating and maximizing

developments (AIRPORTS AROUND, 2021). Most design aspects of the airport must reflect

the composite understanding of several interrelated factors. Factors include aircraft

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performance and size, air traffic management, demand for safe and effective operation, the

effects of noise on communities, and obstacles on the airways. Various disciplines of

engineering are called into use in airport planning and design (Planning, 2020) as being a

sustainable airport has become a priority (AIRPORTS AROUND, 2021).

The Philippines has 85 airports nationwide, twelve (12) of which are classified as

international airports under the new system of classification instituted by the Civil Aviation

Authority of the Philippines (CAAP). Only airports owned by the national government are

classified by the CAAP; the vast majority of minor aerodromes around the country are not

owned by the national government and remain unclassified under the new scheme. Under the

scheme, all domestic airports in the country are under the operational and supervisory control

of CAAP pursuant to Republic Act No. 9497, while the international airports are governed by

specific authorities and/or corporation created by law for the purpose (Porter, 2021).

The Philippines is considered to have some of the busiest airports in Asia (Francisco

& Lim, 2022). With the Philippines’ archipelagic geography, air transport is the most efficient

way to connect its islands and boost economic activities (Yu & Rapada, 2019). The country’s

air transport infrastructure, however, suffers from capacity and technical capability

constraints. While the government recognizes the need to improve the country’s air transport

infrastructure through the provision of new airports, and improving existing facilities and

technical capabilities, time is crucial and huge investments are needed to catch up with the

burgeoning demand for air travel (Francisco & Lim, 2022).The Ninoy Aquino International

Airport (NAIA) serves as the main gateway to the Philippines from the rest of the world. It

can accommodate a total of 35 million passengers on an annual basis. However, in 2016,

according to the Civil Aviation Authority of the Philippines (2018), it accommodated 39.6

million passengers. This number continues to grow annually (Yu & Rapada, 2019).

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 While the aviation sector showed substantial growth, the world was struck by an

unforeseen phenomenon One of the industries that are directly hit is the travel and tourism

industry when the pandemic hit (Rose, 2022). Airlines are highly tuned for efficient

operations and their main income is derived from operating aircraft. Accordingly, most

airlines face tremendous difficulties during the COVID-19 pandemic (Prasetyo,

Fuente,Chuenyindee, Nadlifatin, Persada, 2202). For the airline industry to attain back its

competitiveness, an effective virus dispersion management must be implemented by the

airports (Rose, 2022) and to look into the green practices related to the area of energy

conservation (Ii, 2019).

The Western Visayas region (designated as Region VI of the Philippines) is located in

the central part of the country (DOTC & CAAP, 2014). Bacolod Airport also known as

Bacolod-Silay Airport commenced operations in 2008 and is one of the recently completed

airports in the Philippines with modern facilities. The Airport is located in Silay City, Negros

Occidental (Western Visayas region) and generally caters to traffic for Negros Island -

including Bacolod city - which is one of the most populous cities in the Western Visayas

region. Bacolod Airport presently provides direct connectivity to four (4) domestic

destinations. The airport does not currently operate any international flights, but is soon

expected to commence international operations (DOTC & CAAP, 2017).

International Airport despite conforming to international planning standard, still, must

consider ever changing condition for both human and the environment to provide an efficient

and safe built environment for public interest.

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1.2 Statement of the Problem

The main purpose of this study is to come up with an architectural design solution of an

airport of international standard.

To come up with functional solutions, the following questions would be answered.

I. Site Analysis.

1. In what land use classification is an international airport belonging?

2. What are the needed accessibility conditions for an international airport in

terms of transporation, security and safety?

3. What are the conditions in selecting a site or location for an international

airport?

II. Site Development

1. What are the types of planning of an international airport?

2. What are the requirements in developing the site.?

3. What orientation are best suited in planning an international airport?

III. Building Function

1. What are the facilities needed for an international airport?

2. What are the required sizes for the spaces?

3. What are the spatial organization on the required spaces of the facility?

IV. Building Aesthetic

1. What would be the general design concept that is applicable to use in an

international airport?

2. What is philisopy in designing?

3. What will be the character of the building?

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 V. Building Strength and Durability

1. What are kind of construction methods used in building an international

airport?

2. What are the materials used in in building an international airport?

VI. Building Utility System

1. What are the important utility systems needed for an international airport?

1.3 Theoritical Framework

The planning and programming of the international airport will be base on different

internal standards of airports. Furthermore, it’s design will be based on research-based

frameworks, buidlings concepts, philosophies, architectural designs and inspirations, and

various manuals of international airport standards.

Stated below are various theoiries proposed and applied to different international

airport around the world which aims to create a safe, flexible, and unique airports designs.

The architecture according to various design theories is the art that embodies the

knowledge of space and form to create functional building designs. It is also defined as the

theoretical framework that is used to support the design of a piece of architecture or building.

There are various design theories and concepts that are currently in use to explain the

meaning of architecture in the construction world and also the meaning of architectural styles

and movements. The theories that are commonly used to explain architectural designs include

modernist design theories, postmodernism design theories, and contemporary theories of

architecture (IvyPanda, 2022).

Knowledge is the perception of something as an object of one’s information or

understanding. Attitudes are mental attitudes, feelings, or emotions associated with and
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towards a fact or situation. Behavior is the way an organism acts, including anything an

organism does in response to a stimulus and an individual’s, group’s, or species’ response to

its environment. In general, sustainable knowledge will affect the general attitude toward

sustainability. Consequently, attitude significantly influences the individual’s behavior, which

means how a person behaves. In other words, attitude is an essential factor influencing

behavior in achieving sustainable airport practices (Eid, Sala, Barakat, Obrecht, 2022).

To French architect Paul Andreu, airport authorities should recognize the importance

of a kind of ‘open-ended planning’ which, in the manner of living organisms ‘recognizes the

continual possibility of adaptation and development’. Such open-ended planning is based

upon Andreu’s notion of ‘unity’ where there is a coherent whole rather than a kit of parts.

This requires a masterplan based upon the logic of geometric ordering with space for

expansion (Edwards, 2004)

Everything that was presented will help this study to select the most appropriate idea

for the airport. Through this, all ideas can result to what an international airport shoud be.

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1.4 Conceptual Framework

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1.5 Scope of the Study

Due to growing demand and trends, airports nowadays are facing challenges on how

to cater and adopt to the changes. Hence, the scope of the study will focus on knowing and

studying international standards of airports. In addition, this study will also include various

consideration in planning and designing airport of international standard. It will also include

aspects of creating an experience to the user, develop an iconic airport, and to be able to come

up with a sustainable, flexible and safe airport.

To complete this study, the researcher will include the following aspect: functional

requirement for the site, types of airport plans, legal and safety requirements of airports,

runway standards, facilities, and general design aesthetic and concept of the necessary

facilities.

This study is a future guide for the researcher to plan and guide an airport of

international standard.

1.6 Significance of the Study

Considering that airports is having trouble in adjusting to the rapid changes, facilities

and planning must be updated and are needed to be flexible to be able to account the growing

demands. This study aims to provide informations, approaches, and solutions to design an

airport of international standard for both short- and long-term use.

Hence, the study will be most significant to the following:

To the Achiteture Community

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Since this aims to inform and provide international standards of airport, the community can

use it as their reference and guide.

Future developer of the airport

This study will be of use to the future developer of airport as this study will provide

additional information that may be needed.

To the locality of the Airport

This facility if build can boost the economy the place both in terms of economy and

tourism.it will also provide oppurtunities and access to various interest of the locality.

To the user of the airport

This airport will be significant to user since it they will be considered in planning the airport.

To Archiecture Student and Future Researchers

This study will help researchers who are having similar or related studies since it can serve as

the guidelines. Architecture student, can also use this study as their references for their future

plates, research, assignments and other projects, especially on their architectural design thesis

regarding airport and the like.

1.7 Definition of Terms

The following terms used in the study are defined conceptually. Conceptual

definitions are definitions from the dictionary.

Aerodromes - An aerodrome is a location from which aircraft flight operations take place,

regardless of whether they involve air cargo, passengers, or neither. Aerodromes include

small general aviation airfields, large commercial airports, and military airbases.

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Airfield - An airfield is an area of ground where aircraft take off and land. It is smaller than

an airport.

Airport - Airport is a particular area of land or water (including any buildings, installations

and equipment) intended in whole or in part for the arrival, departure and movement of

aircraft.

Awareness of Sustainability - Airport sustainability is related to protecting the environment

and preserving natural resources while simultaneously considering the needs of airport

officials and the public and obtaining the goal of a knowledge economy and employment

growth rates; sustainability consists of three dimensions: social, economic, and

environmental.

Contemporary Design - The contemporary theory of architecture involved the use of

conceptual thought processes and insights to create architectural designs that were both

contemporary and modern.

Domestic Airport - A domestic airport is an airport that handles only domestic flights—

flights within the same country.

International Airport - An international airport is an airport with customs and border

control facilities enabling passengers to travel between countries.

Modernist Design - The architectural design of modernist designs was mostly based on

designing buildings that were spacious and had structures such as floors, walls, windows that

incorporated the use of space.

Post Modernist Design - The postmodernist theory of architecture integrated the heavy use

of ornamental, sculptural and decorative elements into the buildings.

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Sustainability Knowledge - Knowledge of airport sustainability means any complete

understanding of sustainability when the authority is affected by the airport and its various

practices.

Sustainable Attitude - Knowing people’s motivation to behave sustainably is necessary to

make the societalchanges needed to avoid environmental, social, and economic catastrophes

associated with natural resource depletion and climate change.

Sustainable Behavior and Practices - Sustainable behavior means that stakeholders (airport

staff, passengers, civil aviation authorities, etc.) within the airport reflect their knowledge,

attitudes, and awareness of the importance of sustainability by implementing sustainable

practices.

Terminal - a building in an airport or in a place near an airport where aircraft passengers go

before their flight leaves or from which they leave after their flight has arrived.

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 CHAPTER 2

THEME

2.1 History

Literature about airports is not rare. The airport is the subject of many articles, books

and book chapters. In general, the perspective of these existing publications is architectural,

which means that there is a lot of information about the infrastructural organization of the

terminal and its constructive elements. In the early days of flying, the excitement about

travelling through the air was immense. The question of how to translate this exciting new

experience into an architectural language was not solved at once (Scroll & For, 2011).

The earliest aircraft takeoff and landing sites were grassy fields. A slight improvement

was the dirt-only field, which eliminated the drag from grass. However, these functioned well

only in dry conditions. Later, concrete surfaces would allow landings regardless of weather

conditions. College Park Airport in Maryland, established in 1909 by Wilbur Wright, is

generally agreed to be the world's oldest continuously operating airfield, although it serves

only general aviation traffic. Hamburg Airport opened in January 1911, making it the oldest

commercial airport in the world which is still in operation (FT & Mhaisen, 2018). Now a

days, more and more airports are being built across the world due to the increasing

significance of air transportation (Facade & Paul, 2006).

As stated by the Civil Aviation Authority of the Philippines (CAAP) on November 20,

1931, the Philippine Legislature passed Act No. 39091 providing that the Secretary of the

Department of Commerce and Communications has the duty, among others, to foster air

commerce, encourage the establishment of airports, civil airways and other navigation

facilities and investigate causes of air mishaps. As such, said Secretary has the power to

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administer and enforce air traffic rules, issue or revoke licenses and issue regulations

necessary; to execute his vested functions.

According to Manila International Airport Authority in their article “History of

MIAA”, the country's premiere airport was originally a US Air Force base until 1948, when it

was turned over to the Philippine government's National Airport Corporation. The fledgling

civil aviation airport's facilities were nothing more than the current domestic runway and a

small building as its only passenger terminal. The first thirteen years of the airport were

marked by the building of infrastructure dedicated to international flights. The international

runway and associated taxiway were built in 1953, and 1961 saw the completion of a control

tower and a terminal building for the exclusive use of international passengers at the

southwest intersection of the runways. This system came to be officially known as the Manila

International Airport (MIA).

There are 86 airports in the Philippines, 12 of which are classified as International, 32

are Principal (Domestic), and 42 are Community (FT & Mhaisen, 2018b). In addition to the

previous statement, from the journal “Angewandte Chemie International Edition, 6(11), 951–

952.”, as of 2019, out of the 12 International Airports, there are only 4 International Airports

in Visayas which includes Mactan-Cebu International Airport (Cebu), Iloilo International

Airport (Iloilo), Kalibo International Airport (Kalibo), and Bohol-Panglao International

Airport (Bohol) while Bacolod-Silay Airport is only considered as a domestic airport.

Philippine Airlines has been considered as the first commercial airline in Asia, and

still evolving to continue the legacy it has started in the improvement of the air transportation

in the country (Ii, 2019). The state of travel – and the way people move around the world –

will change dramatically in the coming decades as global priorities shift. Airports will be core

drivers of industrywide change, while themselves being transformed in the process

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(Corporate Traveler, 2018). Currently, there is a need to upgrade existing international and

domestic airports, and air navigation facilities in the country to comply with international

standards of airport accommodation and services, and to meet the present and future air

traffic and aviation services demands in the country (Porter, 2021).

2.2 Airport Functional Requirements

 Passenger Terminal Building

o Public Lobby

 Information W/ Flight Schedule Board

 Waiting Area

 Well-Wishers Area

 Greeters Area

 Airline Ticketing Office

 Consesssions

 Atm Booths

 Payphones

 Restrooms

 Circulations Paths

o Departure Area

 Baggage Trolley Parking

 Curbside Queuing

 Terminal Entrance

 Passenger & Baggage Screening

 Passenger Lobby

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  Self-Service Check-In

 Check-In Counters

 Outbound Baggage Room

 Terminal Fee Booth

 Circulations

 Payphones

 Restrooms

 Pre-Departure Screening

 Departing Lounge

 Smoking Lounge

 VIP/CIP Room

 Contingency Lounge

 Concessions

 Enplanning Gates

o Arrival Area

 Deplaning Gates

 Restrooms

 Circulations

 Inbound Bagge Unloading Dock

 Baggage Claim

 Payphones

 Claim Stub Checking

 Arrival Exit

 Car Rental/Shuttle Service

 Travel Agency Booths

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  Wating Area

o Offices & Related Facilities

 Airline Support Facilities

 Airline Offices Reception

 Airport Director’s Offices

 Legal Counsel Offices

 Business Development Offices

 Finance Department Offices

 Administrative Office

 Conference Room

 Operations Department Office

 Airfield Officer

 Terminal Operations Administrator

 Office of the Building Administrator

 Electronics & Communications Office

 Chief of Airport Security

 Personnel Lounge & Pantry

 CAAP Office

o Clinic

 Waiting Area

 Attending Physician

 Nurse Station

 Examination & Recuperation Area

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o Sidewalks

 Drop-Off

 Pick-Up

o Airport Buildings

 Passenger Terminal Building

 Cargo Terminal Building

 Air Traffice Control Tower

 Site Mainternance and Aircraft Servicing

 Emergency Response Facility

 Area for Future Expansions

o Curbside Area

 Parking

 Access & Circulation

 Open Grounds

 Setbacks

 Area For Future Expansion

o Airside Area

 Runway

 Backoff/Manuevering

 Apron

 Ground Support Circulation

 Open Grounds

 Setbacks

 Area For Future Expansion

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2.3 Types of Planning

Finger Piers

A finger pier is a relatively narrow extension to a central passenger facility. In plan

view as seen from the air, finger piers resemble fingers attached to the palm of a hand-hence

the name. This design places aircraft gates on both sides of the building extending away from

the central core. A finger pier has the advantage of placing some aircraft gates close to the

central facility, thus making them more convenient for the passengers than the gates at the

end.

An alternative arrangement, known as a "hammerhead," widens the end of the finger

pier so that it looks like a Tin plan view. The end of this pier serves a number of aircraft

around a small central core (located in the crosspiece of the T). This concentration of

passengers in a single space enables shared use of facilities and decreases the space required

for lounges by 30 percent or more.

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Satellites

Satellites are the logical extensions of T-shaped finger piers. They eliminate gates

along the fingers and concentrate them at the end. Generally, the connection between the

satellite and the central checkin area is above ground. Some designs place the finger

underground so it is invisible. The satellite is sometimes connected to the central passenger

building by a people mover, sometimes not. They allow aircraft to maneuver freely around

the satellite.

Midfield Conccurses

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 Midfield concourses are major independent passenger buildings, often located far

from the central passenger building that passengers access from the groundside. They may

have around 50 gates and be about 1 km long. Midfield concourses are typically between

parallel runways and separated from the other passenger buildings by major taxiways. They

can also be located on the edge of the runways as part of a complex of passenger buildings.

Midfield concourses differ from satellites in their size and distance from the groundside, but

this distinction is not firm.

Midfield concourses come in two basic shapes: linear and X-shaped. Linear

concourses are long buildings with aircraft gates on both sides. They are frequently wider in

the middle, to accommodate the people mover station, provide a central shopping area, and

serve larger aircraft and their numerous passengers. They are typically flanked by dual

parallel taxiways that allow aircraft to move between their gates and the runways with a

minimum of turns and delays.

Linear Buildings

Linear buildings are long structures with one side devoted to aircraft and the other

faced by roads and parking lots. This design was a response to the great walking distances

associated with finger piers. Designers originally called it the "gate arrival" concept. The idea

was that people could arrive at the airport right at their departure gate and walk to their flight

through a thin building.

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Transporter

Transporters comprise the broad category of rubber-tired vehicles that move

passengers between buildings and aircraft. Typically, these are specially designed buses with

low platforms and wide aisles for easy access for passengers with bags. Bus systems require

passengers to negotiate the stairs between the airport apron and the aircraft door.

Transporters also present difficulties for the airlines and their passengers. The use of

transporters adds 10 to 15 minutes to a flight, because of the time it takes to load and unload

these vehicles. These delays are particularly inconvenient on short-haul flights and in transfer

operations. Additionally, the airside airport busses offer inferior levels of service because they

force passengers to go out into the weather, cope with stairs, and stand while in motion.

Centralized and Dispersed

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 Designers can centralize or decentralize any configuration. A centralized version

provides a single point of access to the ailport and is convenient for rail and other forms of

public transport. A dispersed or decentralized concept substitutes smaller buildil1gs for the

single massive structure. This arrangement is sometin1es called the "unit terminal" concept.

The decentralized configuration can work well for airlines or airline alliances that have

distinct operations.

2.4 Airport Legal & Safety Requirements

Application of standards to aerodromes

Section 2.1 General

2.1.4 Legislative background and applicability

2.1.4.1. Civil Aviation Regulations relating to aeroplanes conducting air transport

operations stipulate that they shall conduct operations from aerodromes

meeting the requirements of CAR-Aerodromes.

2.1.4.2. CAR-Aerodromes 2.1.020 requires aerodrome operators to comply with

standards and procedures for aerodromes used in air transport operations. The

standards and procedures are set out in this document and are applicable to the

extent appropriate for aerodrome operators.

2.1.4.3. Operators of aeroplanes with less than 10 passenger seats may conduct air

transport operations to aerodromes that are not certified, provided specified

aerodrome facilities and reporting arrangements meet appropriate standards.

The aerodrome facilities standards and procedures required are specified in

this document.

2.1.4 Changes to standards

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2.1.4.1. Standards are subject to change from time to time. In general, unless

specifically directed by CAAP or subject to 2.1.2.3, existing aerodrome

facilities do not need to be immediately modified in accordance with new

standards until the facility is replaced or upgraded.

2.1.4.2. Unless otherwise directed by CAAP, an existing facility that does not meet the

standard specified in this manual must continue to comply with the standard

that was applicable to it.

2.1.4.3. At a certified or registered aerodrome, an existing aerodrome facility that does

not comply with this MOS must be identified and recorded, in the Aerodrome

Manual where applicable. The data identified must include the date or period

when that facility was first introduced or last upgraded and an indication from

the aerodrome operator of a plan or timescale to bring the facility in

compliance with the MOS. As part of a CAAP audit, evidence to demonstrate

efforts to implement a plan or timescale may be required.

2.1.4.4. This MOS applies to a new facility that is brought into operation, and to an

existing facility that is being replaced or improved. Subject to agreement with

the CAAP, changes to an existing facility of a minor or partial nature may be

exempted.

2.1.4 Exemptions to standards

2.1.4.1. When an aerodrome operator is unable to establish compliance with any

standard or practice specified in this MOS, the aerodrome operator may apply

for exemption from the relevant standard or practice.

2.1.4.2. Application for an exemption must be supported, in writing, by cogent reasons

including any aeronautical study conducted and the associated results, and an

indication of when compliance with the current standards can be expected.

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 2.1.4.3. Those standards which include phrases such as “if practicable”, “where

physically practicable”, etc., still require an exemption to standards if an

aerodrome operator considers full compliance is not practicable.

2.1.4.4. CAAP may exempt by notice in writing, after taking into account all

safetyrelated aspects and operating circumstances, any aerodrome operator

from compliance with any standard or practice prescribed in this MOS.

2.1.4.5. Any exemption granted by CAAP shall be subject to any condition or

procedurespecified in the exemption instrument as being necessary in the

interest of safety.

2.1.4.6. Exemptions to standards granted to an aerodrome operator must be recorded in

the Aerodrome Manual unless CAAP approves an alternative recording

process. The manual must contain details of the exemption, reason for the

request, any resultant limitations imposed, and similar relevant information.

2.1.4.7. . An exemption granted to an existing facility continues to apply until its

expiry date.

2.1.4.8. If an aerodrome manual is not required, a formal exemption instrument issued

by CAAP must be retained by the aerodrome operator and produced on

request.

Framework for Aerodrome Safety Management System

A. An aerodrome operator shall implement a SMS frame work which commensurate

with the size of the airport and the complexity of the services provided. The SMS

framework shall include, as a minimum, the following twelve elements:

a. Safety policy and objectives

1. Management commitment and responsibility

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I. An aerodrome operator shall define its safety policy. The safety

policy shall:

i. reflect organizational commitment regarding safety,

including the promotion of a positive safety culture;

ii. include a clear statement about the provision of the

necessary resources for the implementation of the safety

policy;

iii. include safety reporting procedures;

iv. clearly indicate which types of behaviors are

unacceptable related to the aerodrome operator’s

activities and include the circumstances under which

disciplinary action would not apply;

v. be signed by the accountable executive;

vi. be communicated, with visible endorsement, throughout

the organization; and

vii. be periodically reviewed to ensure it remains relevant

and appropriate to the aerodrome operator.

II. Taking due account of its safety policy, an aerodrome operator

shall define its safety objectives. The safety objectives shall:

i. form the basis for safety performance monitoring and

measurement;

ii. reflect the aerodrome operator’s commitment to

continuously improve the effectiveness of the SMS;

iii. be communicated and promoted throughout the

organization; and

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 iv. be periodically reviewed to ensure the objectives remain

relevant and appropriate to the operator.

2. Appointment of key safety personnel

An aerodrome operator shall appoint a safety manager who is

responsible for the implementation and maintenance of an effective

SMS.

Note: - Depending on the size of the aerodrome and the complexity of

its operations or services, responsibility for implementation and

maintenance of the SMS may be assigned to one or more persons. The

role of safety manager could be a sole function, or a function combined

with other duties provided the other duties did not result in a conflict of

interest or adversely

affect the performance of safety duties.

3. Coordination of emergency response planning

The aerodrome operator shall develop, coordinate and maintain an

emergency response plan that addresses accidents and incidents in

aircraft operations and other aviation emergencies.

An aerodrome operator shall ensure that the emergency response plan

is properly coordinated with the emergency response plans of those

organizations it must interface with during the provision of its services

4. SMS documentation

An aerodrome operator shall develop an SMS implementation plan,

formally endorsed by senior management of the airport that defines the

airport’s approach to the management of safety in a manner that meets

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 the airport’s safety objectives. An aerodrome operator shall develop

and maintain SMS manual that describes the following:

I. safety policy and objectives;

II. SMS requirements;

III. SMS processes and procedures;

IV. accountabilities, responsibilities and authorities for SMS;

V. processes and procedures; and

VI. the minimum skills and knowledge required for the primary

person responsible for the SMS.

An aerodrome operator shall develop and maintain SMS operational

records as part of its SMS documentation.

Note 1: - Depending on the size of the aerodrome and the complexity

of its aviation services, the SMS manual may be a stand-alone

document or may be integrated with aerodrome manual.

Note 2: - Relevant SMS operational records would include records,

reviews, reports, assessments, analyses, verifications, investigations,

training and communication programs, risk and hazard registers, safety

cases, and details of persons who are or have been the primary persons

responsible for the SMS.

b. Safety risk management

1. Hazard identification

I. An aerodrome operator shall develop and maintain a process

for effectively collecting, recording, acting on and generating

feedback about hazards associated with aerodrome operations;

and

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 II. Hazard identification shall be based on a combination of

reactive, proactive and predictive methods of safety data

collection.

2. Safety risk assessment and mitigation

I. An aerodrome operator shall develop and maintain a process

that ensures analysis, assessment and control of the safety risks

associated with identified hazards.

c. Safety assurance

1. Safety risk assessment and mitigation

An aerodrome operator shall develop procedures to:

I. verify the safety performance of the airport compared to the

safety policy and objectives, and to validate the effectiveness of

safety risk controls.

II. ensure that aerodrome operator’s safety performance is verified

in reference to the safety performance indicators and safety

performance targets of the SMS

The SMS must include the aerodrome operator’s procedures for

internal audits conducted by persons or departments independent of the

functions being audited, including procedures to:

I. to assess the effectiveness of the SMS and identify areas for

potential improvement;

II. to ensure compliance with the state regulations;

III. to ensure that any safety risk controls are effectively

implemented and monitored; and

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 IV. The causes and contributing factors have been investigated and

analyzed where non-conformances and other issues are

identified.

2. The management of change

An aerodrome operator shall develop and maintain a formal process to:

I. identify changes within the organization which may affect

established processes and services;

II. to describe the arrangements to ensure safety performance

before implementing changes; and to eliminate or modify

safety risk controls that are no longer needed or effective due to

changes in the operational environment.

3. Continuous improvement of the SMS

An aerodrome operator shall develop and maintain a process to

identify the causes of sub-standard performance of the SMS determine

the implications of sub-standard performance in operations, and

eliminate such causes.

d. Safety promotions

1. Training and education

An aerodrome operator shall develop, maintain and deliver a safety

training programme to ensures that:

I. the personnel are trained and competent to perform their SMS

duties; and

II. the scope of the safety training programme is appropriate to

each individual’s involvement in the SMS.

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 2. Safety communication

An aerodrome operator shall develop and maintain a formal means for

safety communication that:

I. ensures personnel are aware of the SMS to a degree

commensurate with their positions;

II. conveys safety-critical information;

III. communicates safety accountabilities, responsibilities and

authorities throughout the operator’s organization

IV. explains why particular safety actions are taken; and

V. explains why safety procedures are introduced or changed.

2.5 Runway

Section 6.2 Runways

Note: - 1. Many factors affect the determination of the orientation, siting and number

of runways.

Note: - 2. One important factor is the usability factor, as determined by the wind

distribution, which is specified hereunder. Another important factor is the alignment

of the runway to facilitate the provision of approaches conforming to the approach

surface specifications of MOS 7. In MOS Attachment A, Section 18, information is

given concerning these and other factors.

Note: - 3. When a new instrument runway is being located, particular attention needs

to be given to areas over which aeroplanes will be required to fly when following

instrument approach and missed approach procedures, so as to ensure that obstacles in

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 these areas or other factors will not restrict the operation of the aeroplanes for which

the runway is intended.

6.2.1 Number and orientation of runways

6.2.1.1. The number and orientation of runways at an aerodrome shall be such that the

usability factor of the aerodrome is not less than 95% for the aeroplanes that

the aerodrome is intended to serve.

6.2.1.2. The siting and orientation of runways at an aerodrome shall, where possible,

be such that the arrival and departure tracks minimize interference with areas

approved for residential use and other noise-sensitive areas close to the

aerodrome in order to avoid future noise problems.

6.2.1.3. In the application of 6.2.1.2, it shall be assumed that landing or take-off of

aeroplanes is, in normal circumstances, precluded when the crosswind

component exceeds:

(a) 37 km/h (20 kt) in the case of aeroplanes whose reference field length

is 1500 m or over, except that when poor runway braking action owing

to an insufficient longitudinal coefficient of friction is experienced

with some frequency, a crosswind component not exceeding 24 km/h

(13 kt) shall be assumed;

(b) 4 km/h (13 kt) in the case of aeroplanes whose reference field length is

1200 m or up to but not including 1500 m; and

(c) 19 km/h (10 kt) in the case of aeroplanes whose reference field length

is less than 1200 m.

6.2.1.4. The selection of data to be used for the calculation of the usability factor shall

be based on reliable wind distribution statistics that extend over as long a

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 period as possible, preferably of not less than five years. The observations

used shall be made at least eight times daily and spaced at equal intervals of

time.

6.2.2 Location of Runway Threshold

6.2.2.1. The threshold of a runway must be located:

(a) if the runway’s code number is 1, not less than 30 meters after; or

(b) in any other case, not less than 60 meters after the point at which the

approach surface meets the extended runway centerline.

6.2.2.2. A threshold is generally to be located at the extremity of a runway, but it may

be displaced permanently or temporarily to take account of factors which have

a bearing on the location of the threshold. Where displacement is due to an

unserviceable runway condition, a cleared and graded area of at least 60

meters in length is to be provided between the end of the unserviceable area

and the displaced threshold. In such cases the requisite runway end safety area

is to be provided.

6.2.3 Length of Runway

6.2.3.1. Except as provided in 6.2.3.3, the actual runway length of a primary runway

must be adequate to meet the operational requirements of the aeroplanes for

which the runway is intended and shall not be less than the longest length

determined by applying the corrections for local conditions to the operations

and performance characteristics for the relevant aeroplanes.

6.2.3.2. The length of a secondary runway shall be determined similarly to primary

runways except that it needs only to be adequate for those aeroplanes which

require to use that secondary runway in addition to the other runway or

runways in order to obtain a usability factor of at least 95%.

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6.2.3.3. Where a runway is associated with a stopway or clearway, an actual runway

length less than that resulting from application of 6.2.3.1 or 6.2.3.2, as

appropriate, may be considered satisfactory, but in such a case any

combination of runway, stopway and clearway provided shall permit

compliance with the operational requirements for take-off and landing of the

aeroplanes the runway is intended to serve.

6.2.4 Runway Width

6.2.4.1. The width of a runway must not be less than that determined using the table

6.2.5 Runway Turn pads

6.2.5.1. Where the runway end is not served by a taxiway or taxiway turnaround and

the runway code letter is D, E or F, a runway turn pad shall be provided to

facilitate 180-degree turns by aircraft, unless otherwise directed by CAAP.

6.2.5.2. Where the end of a runway is not served by a taxiway or a taxiway turnaround

and where the code letter is A, B or C, a runway turn pad shall be provided to

facilitate a 180-degree turn of aeroplanes.

34
 Note: - 1. Such areas may also be useful if provided along a runway to reduce

taxiing time and distance for aeroplanes which may not require the full length

of the runway.

Note: - 2. Guidance on the design of the runway turn pads is available in the

Aerodrome Design Manual (Doc 9157), Part 1. Guidance on taxiway

turnaround as an alternate facility is available in the Aerodrome Design

Manual (Doc 9157), Part 2.

6.2.5.3. The runway turn pad must be located on either the left or right side of the

runway and adjoining the runway pavement at both ends of the runway and at

some intermediate locations where deemed necessary.

Note: - The initiation of the turn will be facilitated by locating the turn pad on

the left side of the runway, since the left seat is the normal position of the

pilotin-command.

6.2.5.4. The intersection angle of the runway turn pad with the runway shall not

exceed 30°, and the nose wheel steering angle used in the design of the turn

pad taxi guidance markings shall not exceed 45°.

6.2.5.5. The design of a runway turn pad shall be such that, when the cockpit of the

aeroplane for which the turn pad is intended remains over the turn pad taxi

guidance marking, the clearance distance between any wheel of the aeroplane

landing gear and the edge of the turn pad is not less than the distance

determined using MOS Table 6.2-2.

35
6.2.5.6. The longitudinal and transverse slopes on runway turn pads shall be sufficient

to prevent the accumulation of water on the surface and facilitate rapid

drainage of surface water. The slopes shall be the same as those on the

adjacent runway pavement surface.

6.2.5.7. The strength of a runway turn pad shall be at least equal to that of the

adjoining runway which it serves, due consideration being given to the fact

that the turn pad will be subjected to slow-moving traffic making hard turns

and consequent higher stresses on the pavement. Note: - Where a runway turn

pad is provided with flexible pavement, the surface will need to be capable of

withstanding the horizontal shear forces exerted by the main landing gear tires

during turning maneuvers.

6.2.5.8. The surface of a runway turn pad shall not have surface irregularities that may

cause damage to an aeroplane using the turn pad.

6.2.5.9. The surface of a runway turn pad shall be so constructed or resurfaced as to

provide surface friction characteristics at least equal to that of the adjoining

runway.

6.2.5.10. The runway turn pads shall be provided with shoulders of such width as is

necessary to prevent surface erosion by the jet blast of the most demanding

36
 aeroplane for which the turn pad is intended, and any possible foreign object

damage to the aeroplane engines.

Note: - As a minimum, the width of the shoulders will need to cover the outer

engine of the most demanding aeroplane and thus must be wider than the

associated runway shoulders.

6.2.5.11. The strength of runway turn pad shoulders shall be capable of withstanding the

occasional passage of the aeroplane it is designed to serve without inducing

structural damage to the aeroplane and to the supporting ground vehicles that

may operate on the shoulder

2.6 Synthesis for each Theme

The above collection of both local and international data provides fulfillment to this

study. The data suggests that throughout the course of avaition, airports have significantly

advanced and have undergone a series of trial and errors for airports to become how it is

today along with its standards.

As stated in the previous pages, Philippines is considered to have some of the busiest

airports in Asia. With that being the case, architectural significance will be important together

with grand visions of sustainability and flexibility.

The studies suggests that there are ways to efficiently plan an airport and that there is

a plethora of functional spaces that must be considered to offer a better service to all users.

The latest studies also shows that there is an effort for local airports to commence

international operations. Therefore, in order for airports to go about international operations,

as previously stated, must conform to international planning standard while considering both

human and environmental factors for public interest.

37
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