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to provide the required bearing strength or to prevent the
presence of stones or debris, difficulties hay arise because of
a lack of visual contrast between the runway suiface and that
of the adjacent strip. This difficulty can be overcome either by
providing a good visual contrast in the surfacing of the runway
or strip, or by providing a runway side stripe marking.
other objects mounted in the strip or at the intersection with
a taxiway or another runway. In the case of construction, such
as runways or taxiways, where the surface must also be flush
with the strip surface, a vertical face can be eliminated by
chamfering from the top of the construction to not less than
30 cm below the strip surface level. Other objects, the
functions of which do not require them to be at surface level,
should be buried to a depth of not less than 30 cm.
8.3 Grading of a strip for precision
approach runways
Chapter 3, 3.4.8 recommends that the portion of a strip of an
instrument runway within at least 75 m fiom the centre line
should be graded where the code number is 3 or 4. For a
precision approach runway, it may be .desirable to adopt a
greater width where the code number is 3 or 4. Figure A-3
shows the shape and dimensions of a wider strip that may be
considered for such a runway. This strip has been designed
using information on aircraft running off runways. The portion
to be graded extends to a distance of 105 m from the centre
line, except that the distance is gradually reduced to 75 m from
the centre line at both ends of the strip, for a length of 150 m
fiom the runway end.
9. Runway end safety areas
9.1 Where a runway end safety area is provided in
accordance with Chapter 3, consideration should be given to
providing an area long enough to contain ovenuns and undershoots
resulting from a reasonably probable combination of
adverse operational factors. On a precision approach runway,
the ILS localizer is normally the first upstanding obstacle, and
the runway end safety area should extend up to this facility. In
other circumstances and on a non-precision approach or noninstrument
runway, the first upstanding obstacle may be a
road, a railroad or other constructed or natural feature. In such
circumstances, the runway end safety area should extend as far
as the obstacle.
9.2 Where provision of a runway end safety area may
involve encroachment in areas where it would be particularly
prohibitive to implement, and the appropriate authority
considers a runway end safety area essential, consideration
may have to be given to reducing some of the declared
distances.
10. Location of threshold
8.2 Objects on strips
Within the general area of the strip adjacent to the runway,
measures should be taken to prevent an aeroplane's wheel,
when sinking into the ground, from striking a hard vertical
face. Special problems may arise for runway light fittings or
10.1 General
10.1.1 The threshold is normally located at the extremity
of a runway, if there are no obstacles penetrating above the
25/11/04 ATT A-8
At&zchment A Annex I4 - Aerodromes
Figure A-3. Graded portion of a strip including a precision approach runway
where the code number is 3 or 4
approach surface. In some cases, however, due to local conditions
it may be desirable to displace the threshold
permanently (see below). When studying the location of a
threshold, consideration should also be given to the height of
the ILS reference datum andlor MLS approach reference
datum and the determination of the obstacle clearance limits.
(Specifications concerning the height of the ILS reference
datum and MLS approach reference datum are given in
Annex 10, Volume I.)
10.1.2 In determining that no obstacle penetrate above the
approach surface, account should be taken of mobile objects
(vehicles on roads, trains, etc.) at least within that portion of
the approach area within 1 200 m longitudinally from the
threshold and of an overall width of not less than 150 m.
relation to the threshold and extended centre line and, in the
case of a precision approach runway, the significance of the
obstacles to the determination of the obstacle clearance limit.
10.2.4 Notwithstanding the consideration of landing
distance available, the selected position for the threshold
should not be such that the obstacle-free surface to the
threshold is steeper than 3.3 per cent where the code number
is 4 or steeper than 5 per cent where the code number is 3.
10.2.5 In the event of a threshold being located according
to the criteria for obstacle-free surfaces in the preceding paragraph,
　
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