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previous overlay course, shall be:
a) 0.5 to 1.0 per cent for overlays up to and including
5 cm in thickness; and
b) not mare than 0.5 per cent for overlays more than
5 cm in thickness.
10.3.2 Recommendation.- Overlaying should pmceed
fiDm one end of the runway toward the other end so that based
on runway utilization most aircraft operations will experience
a down ramp.
10.4.4 Recommendation.- In-jield memumment of
intensity, beam spmad and orientation of lights included in
approach and runway lighting systems for a pwcision
approach runway category 11 or 111 should be undertaken by
measuring all lights, as far as practicable, to ensum
conformance with the applicable spec$cation of Appendix 2.
10.4.5 Recommendation.-- Measurement of intensity,
beam spmad and orientation of lights included in approach
and runway lighting systems for a pmcision appmach runway
ATTACHMENT A. GU%P)mCEM ATEN&
SUPPLEMENTmY TO mNEX 14, VOLUME %
1. Number, siting and orientation of runways
Siting and orientah'on of run ways
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:
' 1.1.1 ljlpe 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 sllould 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 dishbution
of observations within these ranges. In the absence of
any sure information as to the true distribution, it is
usual to assume a uniform dishbution since, in relatioil
to the most favourable runway orientations, this
generally results in a slightly consavative for the usability
factor.
b) The maximum mean cross-wind components given in
Chapter 3, 3.1.3 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'
characteridcs and maximum permissible cross-wind
components, among diverse types of aeroplanes
(including future twes) within each of the three
groups given in 3.1.3;
2) prevalence and nature of gusts;
3) prevalence and nature of turbulence;
4) the availability of a secondary runway;
5) the width of mnways;
ANNEX 14 - VOLUm I
6) the runway surface conditions - water, snow and ice
on the runway materially reduce the allowable mosswind
component; and
7) the strenglh 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, particular1 y:
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. Detailed infomation on this topic is provided
in the Airport Planning Manual, Part 2, and in
Guidance on the Balanced Approach to Aircrafr Noise
Management {Doc 9829);
c) current and future runway lengths to be provided;
d) construction costs; and
e) possibility of installing suitable non-visual and visual
aids for appoach-to-land.
1.1.4 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 direch'on
1.2 The number of runways to be provided in each direction
depends on the number of aircraft movements to be
catered to.
2. Clearways and stopways
2.1 The decision to provide a stopway and/or a cleanvay
　
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