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(a) Wind direction indicators (windsock) must be located adjacent to each paved runway threshold.
(b) If a paved runway is intended to be used at night, the wind direction indicators required by paragraph (a) must be illuminated.
(a) Runway markings must be white.
(b) Taxiway markings, runway turn pad markings and aircraft stand markings must be yellow.
(c) Apron safety lines must be of a conspicuous colour which must contrast with that used for aircraft stand markings.
A runway designation marking, centre line marking and threshold marking must be provided on all paved runways.
(a) At an intersection of 2 or more runways the markings of the more important runway, except for the runway side stripe marking, must be displayed and the markings of the other runway(s) must be interrupted. The runway side stripe marking of the more important runway may be either continued across the intersection or interrupted.
(b) At an intersection of a runway and taxiway the markings of the runway must be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted.
Where a runway threshold is displaced from the extremity of a paved runway or where the extremity of a paved runway is not square with the runway centre line, a transverse stripe must be added to the threshold marking.
Where a paved runway threshold is permanently displaced, arrows must be provided on the portion of the runway before the displaced threshold.
An aiming point marking must be provided at each approach end of a paved instrument runway where the aerodrome reference code number is 2, 3 or 4 as determined in accordance with Appendix B.
A touchdown zone marking must be provided in the touchdown zone of a paved precision approach runway where the aerodrome reference code number is 2, 3 or 4 as determined in accordance with Appendix B.
A runway side stripe marking must be provided between the thresholds of a paved runway where there is a lack of contrast between the runway edges and the shoulders or the surrounding terrain.
(a) Taxiway centre line marking must be provided on a paved taxiway, de/anti-icing facility and apron where the aerodrome reference code number is 3 or 4, as determined in accordance with Appendix B, in such a way as to provide continuous guidance between the runway centre line and aircraft stands.
(b) Taxiway centre line marking must be provided on a paved runway when the runway is part of a standard taxi-route and—
(1) there is no runway centre line marking; or
(2) where the taxiway centre line is not coincident with the runway centre line.
(c) Where provided, enhanced taxiway centre line marking must be installed at each taxiway and runway intersection.
Where a paved runway turn pad is provided, a runway turn pad marking must be provided for continuous guidance to enable the aeroplane to complete a 180 degree turn and align with the runway centre line.
On a paved runway or taxiway a runway-holding position marking must be displayed along a runway-holding position.
When a VOR aerodrome check-point is established, it must be indicated by a VOR aerodrome check-point marking.
A road-holding position marking must be provided at all paved road entrances to a runway.
Where it is impracticable to install a mandatory instruction sign, a mandatory marking must be provided on the surface of the pavement.
Where an information sign would normally be installed and it is impracticable to install, an information marking must be displayed on the surface of the pavement.
(a) Elevated approach lights and their supporting structures must be frangible except that, in that portion of the approach lighting system beyond 300 m from the threshold —
(1) where the height of a supporting structure exceeds 12 m, the frangibility requirement must apply to the top 12 m only; and
(2) where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects must be frangible.
(b) When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it must be suitably marked.
Elevated runway, stopway and taxiway lights must be frangible. Their height must be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.
Light fixtures inset in the surface of runways, stopways, taxiways, and aprons must be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves.
(a) The intensity of runway lighting must be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided.
(b) A suitable intensity control must be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods must be provided to ensure that the following systems, when installed, can be operated at compatible intensities:
(1) approach lighting system:
(2) runway edge lights:
(3) runway threshold lights:
(4) runway end lights:
(5) runway centre line lights:
(6) runway touchdown zone lights:
(7) taxiway centre line lights.
An aerodrome beacon must be provided at an aerodrome intended for use at night if 1 or more of the following conditions exist:
(1) aircraft navigate predominantly by visual means:
(2) reduced visibilities are frequent:
(3) it is difficult to locate the aerodrome from the air due to surrounding lights or terrain.
(a) Where physically practicable, a simple approach lighting system must be provided to serve a non-precision approach runway, except when the runway is used only in conditions of good visibility or sufficient guidance is provided by other visual aids.
(b) Where physically practicable, a precision approach category I lighting system must be provided to serve a precision approach runway category I.
(c) A precision approach category II and III lighting system must be provided to serve a precision approach runway category II or III.
(a) A visual approach slope indicator system must be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where 1 or more of the following conditions exist:
(1) the runway is used by turbojet, turbofan, or other aeroplanes with similar approach guidance requirements:
(2) the pilot of any type of aeroplane may have difficulty in judging the approach due to—
(i) inadequate visual guidance such as is experienced during an approach over water or featureless terrain by day or in the absence of sufficient extraneous lights in the approach area by night; or
(ii) misleading information such as is produced by deceptive surrounding terrain or runway slopes:
(3) the presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects:
(4) physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway:
(5) terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach.
(b) PAPI, T-VASIS or AT-VASIS must be provided where the aerodrome reference code number is 3 or 4 as determined in accordance with Appendix B, when 1 or more of the conditions specified in paragraphs (a)(1) to (5) exist.
(c) PAPI or APAPI must be provided where the aerodrome reference code number is 1 or 2 as determined in accordance with Appendix B when 1 or more of the conditions specified in paragraphs (a) (1) to (5) exist.
(a) An obstacle protection surface must be established when it is intended to provide a visual approach slope indicator system.
(b) New objects or extensions of existing objects must not be permitted above an obstacle protection surface except when the new object or extension would be shielded by an existing immovable object.
(c) Existing objects above an obstacle protection surface must be removed except when the object is shielded by an existing immovable object, or an aeronautical study determines that the object would not adversely affect the safety of operations of aeroplanes.
(d) Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aeroplanes 1 or more of the following measures must be taken:
(1) suitably raise the approach slope of the visual approach slope indicator system:
(2) reduce the azimuth spread of the visual approach slope indicator system so that the object is outside the confines of the beam:
(3) displace the axis of the visual approach slope indicator system and its associated obstacle protection surface by no more than 5 degrees:
(4) suitably displace the runway threshold:
(5) where paragraph (4) is found to be impracticable, suitably displace the visual approach slope indicator system upwind of the runway threshold to provide an increase in threshold crossing height equal to the height of the object penetration.
Runway edge lights and runway end lights must be provided for a runway intended for use at night or for a precision approach runway intended for use by day or night.
(a) Runway threshold lights must be provided for a runway equipped with runway edge lights, except on a non-instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided.
(b) Wing bar lights must be provided on a non- instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but are not provided.
(a) Runway centre line lights must be provided on a precision approach runway category II or III.
(b) Runway centre line lights must be provided on a runway intended to be used for take-off with an operating minimum below a runway visual range of 400 m.
Touchdown zone lights must be provided in the touchdown zone of a precision approach runway category II or III.
Stopway lights must be provided for a stopway intended for use at night.
(a) Taxiway centre line lights must be provided on an exit taxiway, taxiway, de/anti-icing facility and apron intended for use in runway visual range conditions of less than 350 m in such a manner as to provide continuous guidance between the runway centre line and aircraft stands, except that these lights need not be provided where the traffic density is light and centre line marking provides adequate guidance.
(b) Taxiway centre line lights must be provided on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions of less than 350 m, except that these lights need not be provided where the traffic density is light and centre line marking provides adequate guidance.
(a) Taxiway edge lights must be provided at the edges of a holding bay, de/anti-icing facility, apron and other similar areas intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night except that taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means.
(b) Taxiway edge lights must be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centre line lights.
Runway turn pad lights must be provided for continuous guidance on a runway turn pad intended for use in runway visual range conditions of less than 350 m, to enable an aeroplane to complete a 180 degree turn and align with the runway centre line.
(a) A stop bar must be provided at every runway-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions of less than 550 m, except where—
(1) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the runway; or
(2) operational procedures exist to limit, in runway visual range conditions of less than 550 m, the number of—
(i) aircraft on the manoeuvring area to 1 at a time; and
(ii) vehicles on the manoeuvring area to the essential minimum.
(b) Where there is more than 1 stop bar associated with a taxiway or runway intersection, only one must be illuminated at any given time.
Except where a stop bar has been installed, intermediate holding position lights must be provided at an intermediate holding position intended for use in runway visual range conditions of less than 350 m.
Runway guard lights must be provided at each intersection of a taxiway with a runway intended for use in—
(1) runway visual range conditions of less than 550 m where a stop bar is not installed; and
(2) runway visual range conditions between 550 m and 1200 m where the traffic density is heavy.
A visual docking guidance system must be provided when it is intended to indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand and other alternative means, such as marshallers, are not practicable.
A road-holding position light must be provided at each road-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions of less than 350 m.
Signs must be provided to convey a mandatory instruction, information on a specific location or destination on a movement area or to provide other information to meet the requirements of a surface movement guidance and control system.
Signs must be illuminated when intended for use—
(1) in runway visual range conditions of less than 800 m; or
(2) at night in association with an instrument runway; or
(3) at night in association with a non-instrument runway where the code number is 3 or 4.
(a) A mandatory instruction sign must be provided at a controlled aerodrome to identify a location beyond which an aircraft taxiing or vehicle must not proceed unless authorised by the aerodrome control tower.
(b) Mandatory instruction signs must include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and ‘NO ENTRY’ signs.
(c) A runway holding position established in accordance with Appendix C.8(a) for a non-instrument, non-precision approach or take-off runway must be supplemented at a taxiway/runway or runway/runway intersection with a runway designation sign.
(d) Where a single runway holding position has been established in accordance with rule C.8(a) of Appendix C for a precision approach runway, the runway holding position marking must be supplemented with a runway designation sign.
(e) Where 2 or 3 runway holding positions have been established in accordance with rule C.8(a) of Appendix C for a precision approach runway, the runway holding position closest to the runway must be supplemented with a runway designation sign, and those runway holding positions furthest from the runway must be supplemented with a category I, II or III holding position sign.
(f) A runway-holding position established in accordance with rule C.8(b) of Appendix C must be supplemented with a runway-holding position sign.
(g) A ‘NO ENTRY’ sign must be provided when entry into an area is prohibited.
(a) An information sign must be provided where there is an operational need to identify by a sign, a specific location, or routing (direction or destination) information.
(b) Information signs include direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs.
(c) A runway exit sign must be provided where there is an operational need to identify a runway exit.
(d) A runway vacated sign must be provided where the exit taxiway is not provided with taxiway centre line lights and there is a need to indicate to a pilot leaving a runway the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farther from the runway centre line.
(e) A combined location and direction sign must be provided when it is intended to indicate routing information prior to a taxiway intersection.
(f) A direction sign must be provided when there is an operational need to identify the designation and direction of taxiways at an intersection.
(g) A location sign must be provided in conjunction with a runway designation sign except at a runway or runway intersection.
(h) A location sign must be provided in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not required.
When a VOR aerodrome check-point is established, it must be indicated by a VOR aerodrome check-point sign.
A road-holding position sign must be provided at all road entrances to a runway.
Markers must be frangible. Those located near a runway or taxiway must be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.
