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is given concerning these and other factors.
When a new instrument runway is being located, particular
attention nee& to be given to areas over which aeroplanes
will be required to fly when following instrument approach
and missed approach procedures, so as to ensure that
obstacles in these areas or other factors will not restrict the
operation of the aeroplanes for which the runway is intended.
3.1.1 Recommendation.- The number and orientation
of runways at an aerodrome should be such that the usability
factor of the aerodrome is not less than 95 per cent for the
aeroplanes that the aerodrome is intended to serve.
3.1.2 Recommendation.- The siting and orientation of
runways at an aerodrome should, where possible, be such that
the arrival and departure tracks minimize interference with
areas approved for residential use and other noBe sensitive
areas close to the aerodrome in order to avoid firture noise
problems.
Note.- Guidance on how to address noise problems is provided
in the Airport Planning Manual, Part 2, and in Guidance
on the Balanced Approach to Aircraft Noise Management
(Doc 9829).
3.1.3 Choice of maximum permissible
cross-wind components
Recommendation.- In the application of 3.1.1 it should
be assumed that landing or take-off of aeroplanes is, in normal
circumstances, precluded when the cross-wind component
exceeds:
longitudinal coefficient of friction is experienced with
some frequency, a cross-wind component not exceeding
24 km/h (13 kt) should be assumed;
- 24 km/h (13 kt) in the case of aeroplanes whme reference
field length is 1 200 m or up to but not including
1 500 m; and
- 19 krnh (10 kt) in the case of aeroplanes whme refrence
field length is less than I 200 m.
Note.- In Attachment A, Section I, guidance is gben on
factors affecting the calculation of the estimate of the usability
factor and allowances which may have t~ be made to take
account of the effect of unusual circumstances.
3.1.4 Data to be used
Recommendation.- The selection of data to be used for
the calculation of the usability factor should be bmed on
reliable wind distribution statistics that extend over as long a
period as possible, preferab[y of not less than jive years. The
observations used should be made at least eight times daily
and spaced at equal intervals of time.
Note.- Zhese winds are mean win&. Reference to the need
for some allowance fir gurty conditions is made in Attachment A.
Section I.
Location of threshold
3.1.5 Recommendation.- A threshold should nonnalb
be located at the extremity of a runway unless operational
considerations just@ the choice of another location.
Note.- Guidance on the siting of the threshold is given in
Attachment A, Section 10.
3.1.6 Recommendation.- When it is necessary to
displace a threshold, either permanently or temporarily, from
its normal location, account should be taken of the various
factors which may have a bearing on the location of rhe
threshold. Where this displacement is due to an unserviceable
runway condition, a cleared and graded area of at least 60 rn
in length should be available between the unserviceable area
and the displaced threshold. Additional distance should also
be provided to meet the requirements of the runway end safety
area as appropriate.
- 37 M (20 kt) in the case of aeroplanes whose refer- Note.- Guidance on factors which may be considered in
encefield length is 1 500 m or over, except that when the determination of the location of a displaced threshold is
wor runway braking action owing to an insufficient given in Attachment A, Section 10.
24/11/05
No. 7
Annex 14 -Aerodromes
Actual length of runways
Volume I
Width of runways
3.1.7 Primary runway
Recommendation.- Except as provided in 3.1.9, the
actual runway length to be provided for a primary runway
should be adequate to meet the operational requirements of
the aeroplanes for which the runway is intended and should be
not less than the longest length determined by applying the
corrections for local conditions to the operations and
pe$ormaan characteristics of the relevant aeroplanes.
Note 1.- This specifcation does not necessarily mean
providing for operations by the critical aeroplane at i&
maximum maw.
Note 2.- Both take-off and landing requirements need to
be considered when determining the length of runway to be
provided and the need for operations to be conducted in both
directions of the runway.
Note 3.- Local conditions that may need to be considered
include elevation, temperature, runway slope, humidity and
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