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slope changes is to be detmined (see Figure A-2): channels, the finished surface of the wearing course is to be
of such regularity that, when tested with a 3 m straight-
D for a runway where the code number is 3 should be at edge placed anywhere in any direction on the surface, there
least: is no deviation greater than 3 mm between the bottom of
the straight-edge and the surface of the pavement anywhere
15 000 (Ix- yl + ly -zl) m
along the straight edge.
Ix - yl being the absolute numerical value of x - y . .
(y - z( being the absolute numerical value of y - z
5.2 Caution should also be exercised when inserting
Assuming x = + 0.01
y = -0.005
runway lights or drainage grilles in runway surfaces to ensure
that adequate smoothness of the surface is maintained.
z = +0.005
then fx- yl = 0.015 5.3 The operation of aircraft and differential settlement of
\y - zl = 0.01 surface foundations will eventually lead to increases in surface
irregularities. Small deviations in the above tolerances will not
To comply with the specifications, D should be not less seriously hamper aircraft operations. In general, isolated irreguthan:
larities of the order of 2.5 crn to 3 crn over a 45 rn distance are
tolerable. Exact information of the maximum acceptable
15 000 (0.015 + 0.01) m, deviation cannot be given, as it varies with the type and speed
that is, 15 000 x 0.025 = 375 m of an airme.
ATT A-3 24111105
No. 7
Annex 14 - Aerodromes Volume l
I CWY
TODA >
wySWY CW]
Figure A-1 . Illustration of declared distances
ATT A-4
D 3 = I
I- I_ LLDA~
ASDA TORA
LDA TODA
ASDA
B E
C I SWY
ASDA --+
Note.- All declared drstances are rllustrated for operations from left to right
- - s s
e, e,
-2 5 5%
g f Ir! rnr: Z!
5% va, Ea*E rVo:) rra, 0 05 e,
Z! Z!
0 0
r: r:
V) V) E E r:
t-
RUNWAY
F
Attachment A Annex 14 - Aerodromes
Figure A-2. Profile on centre line of runway
5.4 Deformation of the runway with time may also
increase the possibility of the formation of water pools. Pools
as shallow as approximately 3 mm in depth, parlicularly if
they are located where they are likely to be encountered at
high speed by landing aeroplanes, can induce aquaplaning,
which can then be sustained on a wet runway by a much
shallower depth of water. Improved guidance regarding the
significant length and depth of pools relative to aquaplaning is
the subject of further research. It is, of course, especially
necessary to prevent pools from foming whenever there is a
possibility that they might become frozen.
6. Determining and expressing the friction characteristics
of snow- and ice-covered paved surfaces
6.1 There is an operational need for reliable and uniform
information concerning the friction characteristics of ice- and
snow-covered runways. Accurate and reliable indications of
surface friction characteristics can be obtained by friction
measuring devices; however, furlher experience is required to
correlate the results obtained by such equipment with aircraft
performance, owing to the many variables involved, such as:
aircraft mass, speed, braking mechanism, tire and undercarriage
characteristics.
6.2 The friction coefficient should be measured if a
runway is covered wholly or partly by snow or ice and
repeated as conditions change. Friction measurements and/or
braking action assessments on surfaces other than mnways
should be made when an unsatisfactory friction condition can
be expected on such surfaces.
measuring of the maximum friction along the entire runway.
Measuring techniques and information on limitations of the
various friction measuring devices and precautions to be
observed are given in the Airport Services Manual, Part 2.
6.4 A. chart, based on results of tests conducted on
selected ice- or snow-covered surfaces, showing the correlation
between certain friction measuring devices on ice- or
snow-covered surfaces is presented in the Airport Services
Manual, Part 2.
6.5 The friction conditions of a runway should be
expressed as "braking action information" in terms of the
measured friction coefficient p or estimated braking action.
Specific numerical p values are necessarily related 'to the
design and construction of each friction measuring device as
well as to the surface being measured and the speed employed.
6.6 The table below with associated descriptive terms was
developed 6om friction data collected only in compacted snow
and ice and should not therefore be taken to be absolute values
　
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