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High-intensity obstacle light Type A > 50 cdlrn2and /
Medium-intensity obstacle light Type B < 50 cdlrn2 /
b
........................ Low-intensity obstacle light
Type I3 < 50 cdlrn2
Antenna light appurtenance exceeding
12 rn above structure
/
3 4 /115// 116-
Figure A6-7. High-/medium-intensity dual obstacle lighting system, Type AIType B
. 4 -
APP 6-7
118 - "" .......... 1HO --*........-.1112-
Annex 14 -Aerodromes Volume I
Height of structure in metres above ground level
630 rn
600 rn
550 rn
500 rn
450 rn
400 rn
350 rn
300 rn
250 rn
200 rn
150 rn
100 rn
50 rn
n .
Figure A6-8. High-/medium-intensity dual obstacle lighting system, Type A/Type C
- - - - - Medium-intensity obstacle light Type C < 50 cdlrn2
TY pe A > 50 cdlrn
High-intensity obstacle light Type A > 50 cdlrn and
Medium-intensity obstacle light Type C < 50cdlrn2
. . . . . . . . . . . . Medium-intensity obstacle light
Type C < 50 cdlrn2
Antenna light appurtenance exceeding
12 rn above structure
A' I /
,114- /115-) 116/
..,.,11 6 "-", . . . . ' 1 1 8 ' - *'...-• 1110'- - ' m . * . m 1 1 1 2 - - ' ' '
APP 6-8
ATTACHMENT A. GUIDANCE MATERIAL
SUPPLEMENTARY TO ANNEX 14, VOLUME I
1. Number, siting and orientation of runways
Siting and orientation of runways
1.1 Many factors should be taken into account in the
determination of the siting and orientation of runways. Without
attempting to provide an exhaustive list of these factors nor
an analysis of their effects, it appears useful to indicate those
which most frequently require study. These factors may be
classified under four headings:
1 .I .1 Type of operation. Attention should be paid in
particular to whether the aerodrome is to be used in all
meteorological conditions or only in visual meteorological
conditions, and whether it is intended for use by day and night,
or only by day.
1.1.2 Climatological conditions. A study of the wind
distribution should be made to determine the usability factor.
In this regard, the following comments should be taken into
account:
a) Wind statistics used for the calculation of the usability
factor are normally available in ranges of speed and
direction, and the accuracy of the results obtained
depends, to a large extent, on the assumed distribution
of observations within these ranges. In the absence of
any sure information as to the true distribution, it is
usual to assume a uniform distribution since, in relation
to the most favourable runway orientations, this
generally results in a slightly conservative for the usability
factor.
b) The maximum mean cross-wind components given in
Chapter 3, 3.1.2 refer to normal circumstances. There
are some factors which may require that a reduction of
those maximum values be taken into account at a particular
aerodrome. These include:
1) the wide variations which may exist, in handling
characteristics and maximum permissible cross-wind
components, among diverse types of aeroplanes
(including future types) within each of the three
groups given in 3.1.2;
2) prevalence and nature of gusts;
3) prevalence and nature of turbulence;
4) the availability of a secondary runway;
5) the width of runways;
6) the runway surface conditions - water, snow and ice
on the runway materially reduce the allowable crosswind
component; and
7) the strength of the wind associated with the limiting
cross-wind component.
A study should also be made of the occurrence of poor
visibility and/or low cloud base. Account should be taken of
their frequency as well as the accompanying wind direction
and speed.
1.1.3 Topography of the aerodrome site, its approaches,
and surroundings, particularly:
a) compliance with the obstacle limitation surfaces;
b) current and future land use. The orientation and layout
should be selected so as to protect as far as possible the
particularly sensitive areas such as residential, school
and hospital zones from the discomfort caused by aircraft
noise;
c) current and future runway lengths to be provided;
d) construction costs; and
e) possibility of installing suitable non-visual and visual
aids for approach-to-land.
1 .I .4 Air trafic in the vicinity of the aerodrome,
particularly:
a) proximity of other aerodromes or ATS routes;
b) traffic density; and
c) air traffic control and missed approach procedures.
Number of runways in each direction
　
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