AIRPORT DESIGN AND ITS CODE REQUIREMENT.docx

​AIRPORTS ARE VITAL INFRASTRUCTURES THAT CONNECT REGIONS, FOSTER ECONOMIC GROWTH, AND FACILITATE GLOBAL INTEGRATION. THE METICULOUS DESIGN OF THESE FACILITIES IS PARAMOUNT TO ENSURE SAFETY, EFFICIENCY, AND COMPLIANCE WITH ESTABLISHED STANDARDS. IN THE PHILIPPINES, THE CIVIL AVIATION AUTHORITY OF THE PHILIPPINES (CAAP) PLAYS A PIVOTAL ROLE IN REGULATING AND OVERSEEING AIRPORT DESIGN AND OPERATIONS. THE MANUAL OF STANDARDS (MOS) FOR AERODROMES, SPECIFICALLY THE 2ND EDITION AMENDMENT NO. 8, SERVES AS THE DEFINITIVE GUIDE FOR AIRPORT DESIGN AND OPERATIONAL CRITERIA WITHIN THE COUNTRY.

1. AIRPORT DESIGN AND ITS CODE REQUIREMENT
AIRPORTS ARE VITAL INFRASTRUCTURES THAT CONNECT REGIONS, FOSTER ECONOMIC GROWTH, AND FACILITATE GLOBAL
INTEGRATION. THE METICULOUS DESIGN OF THESE FACILITIES IS PARAMOUNT TO ENSURE SAFETY, EFFICIENCY, AND COMPLIANCE
WITH ESTABLISHED STANDARDS. IN THE PHILIPPINES, THE CIVIL AVIATION AUTHORITY OF THE PHILIPPINES (CAAP) PLAYS A
PIVOTAL ROLE IN REGULATING AND OVERSEEING AIRPORT DESIGN AND OPERATIONS. THE MANUAL OF STANDARDS (MOS) FOR
AERODROMES , SPECIFICALLY THE 2ND EDITION AMENDMENT NO. 8 , SERVES AS THE DEFINITIVE GUIDE FOR AIRPORT DESIGN
AND OPERATIONAL CRITERIA WITHIN THE COUNTRY.
CHAPTER 1
SECTION 1.3 AIRPORT DESIGN AND MASTER PLAN
SECTION 1.3.1 AIRPORT DESIGN (APPLICABLE UNTIL 02 NOVEMBER 2022)
1. THE ARCHITECTURAL AND INFRASTRUCTURE FEATURES OF AIRPORT FACILITIES MUST INCORPORATE SECURITY MEASURES
ALIGNED WITH INTERNATIONAL CIVIL AVIATION STANDARDS, ENSURING EFFECTIVE IMPLEMENTATION DURING BOTH NEW
CONSTRUCTIONS AND MODIFICATIONS OF EXISTING STRUCTURES.
2. THE PLANNING AND DEVELOPMENT OF AIRPORTS MUST CONSIDER LAND-USE POLICIES AND ENVIRONMENTAL MANAGEMENT
STRATEGIES. - GUIDANCE ON ALL ASPECTS OF THE PLANNING OF AERODROMES INCLUDING SECURITY CONSIDERATIONS IS
CONTAINED IN ICAO DOCUMENT 9184 AIRPORT PLANNING MANUAL, PART 1 IS FOCUSED ON MASTER PLANNING AT AN AIRPORT.
THE AIRPORT PLANNING MANUAL PART 1 (APM PART 1) IS PRIMARILY FOCUSED ON OPERATIONAL SAFETY AND EFFICIENCY.
3. FOR AERODROMES OPEN TO PUBLIC USE , MUST COLLABORATE WITH THE OFFICE OF TRANSPORTATION SECURITY (OTS) UNDER
THE DEPARTMENT OF TRANSPORTATION (DOTR) TO ENSURE INTERNATIONAL CIVIL AVIATION SECURITY REQUIREMENTS ARE
INCORPORATED INTO THE DESIGN AND CONSTRUCTION OF NEW FACILITIES AND ALTERATIONS TO EXISTING FACILITIES.
4. THE ESTABLISHMENT OF NEW AIRPORTS IS RESTRICTED WITHIN 24 KILOMETERS OF AN OPERATIONAL AERODROME USED BY
TURBOJET AIRCRAFT AND WITHIN 10 KILOMETERS OF ANY OTHER OPERATIONAL AIRPORT.
SECTION 1.3.2 AIRPORT DESIGN AND MASTER PLAN (APPLICABLE AS OF 03 NOVEMBER 2022)
A MASTER PLAN FOR THE LONG-TERM DEVELOPMENT OF AN AERODROME DISPLAYS THE ULTIMATE DEVELOPMENT IN A PHASED
MANNER AND REPORTS THE DATA AND LOGIC UPON WHICH THE PLAN IS BASED. MASTER PLANS ARE PREPARED TO SUPPORT
MODERNIZATION OF EXISTING AERODROMES AND CREATION OF NEW AERODROMES, REGARDLESS OF SIZE, COMPLEXITY, AND
ROLE. IT IS IMPORTANT TO NOTE THAT A MASTER PLAN DOES NOT CONSTITUTE A CONFIRMED IMPLEMENTATION PROGRAMME. IT
PROVIDES INFORMATION ON THE TYPES OF IMPROVEMENTS TO BE UNDERTAKEN IN A PHASED MANNER. GUIDANCE ON ALL
ASPECTS OF THE PLANNING OF AERODROMES IS CONTAINED IN THE AIRPORT PLANNING MANUAL (DOC 9184), PART 1.
1. A MASTER PLAN CONTAINING DETAILED PLANS FOR THE DEVELOPMENT OF AERODROME INFRASTRUCTURE SHOULD BE
ESTABLISHED FOR AERODROMES DEEMED BY CAAP.
IT REPRESENTS THE STRATEGIC GROWTH PLAN FOR AN AIRPORT, FORMULATED BY ITS OPERATOR BASED ON ECONOMIC
FEASIBILITY, AIR TRAFFIC PROJECTIONS, AND INPUT FROM STAKEHOLDERS SUCH AS AIRLINE OPERATORS.
A MASTER PLAN MAY BE REQUIRED WHEN THE LACK OF CAPACITY AT AN AIRPORT, DUE TO CONDITIONS SUCH AS, BUT
NOT LIMITED TO EXPECTED TRAFFIC GROWTH, CHANGING WEATHER AND CLIMATIC CONDITIONS OR MAJOR WORKS TO
ADDRESS SAFETY OR ENVIRONMENTAL CONCERNS, WOULD PUT THE CONNECTIVITY OF A GEOGRAPHICAL AREA AT RISK
OR CAUSE SEVERE DISRUPTION TO THE AIR TRANSPORT NETWORK.
2. THE MASTER PLAN SHOULD:
CONTAIN A SCHEDULE OF PRIORITIES INCLUDING A PHASED IMPLEMENTATION PLAN; AND
BE REVIEWED PERIODICALLY TO TAKE INTO ACCOUNT CURRENT AND FUTURE AERODROME TRAFFIC.
3. AIRPORT STAKEHOLDERS, PARTICULARLY AIRCRAFT OPERATORS, SHOULD BE CONSULTED IN ORDER TO FACILITATE THE
MASTER PLANNING PROCESS USING A CONSULTATIVE AND COLLABORATIVE APPROACH.
PROVISION OF ADVANCED PLANNING DATA TO FACILITATE THE PLANNING PROCESS INCLUDE FUTURE AIRCRAFT TYPES,
CHARACTERISTICS AND NUMBERS OF AIRCRAFT EXPECTED TO BE USED, THE ANTICIPATED GROWTH OF AIRCRAFT
MOVEMENTS, NUMBER OF PASSENGERS AND AMOUNT OF CARGO PROJECTED TO BE HANDLED.
THE NEED FOR AIRCRAFT OPERATORS TO INFORM AERODROME OPERATORS CONCERNING THE FORMER’S SERVICE,
SCHEDULE AND FLEET PLANS TO ENABLE RATIONAL PLANNING OF FACILITIES AND SERVICES IN RELATION TO THE
TRAFFIC ANTICIPATED.
ICAO'S POLICIES ON CHARGES FOR AIRPORTS AND AIR NAVIGATION SERVICES DOC 9082), SECTION 1, EMPHASIZE
CONSULTATION WITH USERS CONCERNING PROVISION OF ADVANCE PLANNING DATA AND PROTECTION OF
COMMERCIALLY SENSITIVE DATA.

2. 4. ARCHITECTURAL AND INFRASTRUCTURE-RELATED REQUIREMENTS FOR THE OPTIMUM IMPLEMENTATION OF INTERNATIONAL
CIVIL AVIATION SECURITY MEASURES SHALL BE INTEGRATED INTO THE DESIGN AND CONSTRUCTION OF NEW FACILITIES AND
ALTERATIONS TO EXISTING FACILITIES AT AN AERODROME.
5. THE DESIGN OF AERODROMES SHALL TAKE INTO ACCOUNT LAND-USE AND ENVIRONMENTAL CONTROL MEASURES. DESCRIBED
IN THE ICAO DOC 9184 AIRPORT PLANNING MANUAL, PART 2– LAND USE AND ENVIRONMENTAL MANAGEMENT (APM, PART 2) IS
FOCUSED ON LAND USE AND ENVIRONMENTAL MANAGEMENT ON AND AROUND AN AIRPORT. THE PURPOSE OF APM, PART 2 IS TO
PROVIDE EFFECTIVE PRACTICES AT AN AIRPORT TO REDUCE THE POTENTIAL ENVIRONMENTAL EFFECTS CAUSED BY THE AIRPORT
AND ITS OPERATIONS. THE SCOPE OF APM, PART 2 DOES INCLUDE INFORMATION ON IMPACTS FROM GROUND SOURCES, BUT DOES
NOT FOCUS ON REDUCING THE IMPACTS OF AIRCRAFT IN-FLIGHT.
6. PUBLIC USE AIPORT OPERATOR, SHALL COORDINATE WITH THE OFFICE OF TRANSPORTATION SECURITY (OTS), DEPARTMENT OF
TRANSPORTATION (DOTR), FOR ALL MATTERS TO ENSURE INTERNATIONAL CIVIL AVIATION SECURITY REQUIREMENTS ARE
7. THE ESTABLISHMENT OF NEW AIRPORTS IS RESTRICTED WITHIN 24 KILOMETERS OF AN OPERATIONAL AERODROME USED BY
TURBOJET AIRCRAFT AND WITHIN 10 KILOMETERS OF ANY OTHER OPERATIONAL AIRPORT.
CHAPTER 2
2.1.6 AERODROME REFERENCE CODE
THE AERODROME REFERENCE CODE SERVES AS A STANDARDIZED SYSTEM TO CORRELATE VARIOUS AERODROME SPECIFICATIONS
WITH THE TYPES OF AIRCRAFT EXPECTED TO USE THE FACILITY. IT IS NOT INTENDED FOR DETERMINING RUNWAY LENGTH OR
PAVEMENT STRENGTH BUT RATHER TO ENSURE THAT AIRPORT INFRASTRUCTURE ALIGNS WITH THE OPERATIONAL NEEDS OF
SPECIFIC AIRCRAFT. THE CODE CONSISTS OF TWO ELEMENTS:
ELEMENT 1: A NUMERICAL VALUE REPRESENTING THE AEROPLANE REFERENCE FIELD LENGTH.
ELEMENT 2: A LETTER INDICATING THE AIRCRAFT’S WINGSPAN.
WHEN DESIGNING AERODROMES UNDER THE CAAP MANUAL OF STANDARDS (MOS), PLANNERS SHOULD FIRST IDENTIFY THE
AIRCRAFT THE FACILITY WILL SERVE AND THEN ASSIGN THE APPROPRIATE REFERENCE CODE BASED ON THESE TWO ELEMENTS.
AN AERODROME REFERENCE CODE — CODE NUMBER AND LETTER — WHICH IS SELECTED FOR AERODROME PLANNING PURPOSES
SHALL BE DETERMINED IN ACCORDANCE WITH THE CHARACTERISTICS OF THE AEROPLANE FOR WHICH AN AERODROME FACILITY
IS INTENDED.
1. SELECTION PROCESS
THE AERODROME REFERENCE CODE SHOULD BE DETERMINED ACCORDING TO THE CHARACTERISTICS OF THE INTENDED
AIRCRAFT.
THE CORRESPONDING NUMBERS AND LETTERS FOR EACH ELEMENT ARE OUTLINED IN TABLE 2.1-1.
2. CODE NUMBER (ELEMENT 1 - REFERENCE FIELD LENGTH)
THIS IS ASSIGNED BASED ON THE LONGEST AEROPLANE REFERENCE FIELD LENGTH FOR WHICH THE RUNWAY IS
DESIGNED.
THE CLASSIFICATION IS SOLELY FOR SELECTING A CODE NUMBER AND DOES NOT DICTATE ACTUAL RUNWAY LENGTH.
ADDITIONAL GUIDANCE ON DETERMINING PROPER RUNWAY LENGTH CAN BE FOUND IN THE AERODROME DESIGN MANUAL
(DOC 9157, PART 1).
3. CODE LETTER (ELEMENT 2 - WINGSPAN)
THE LETTER IS CHOSEN BASED ON THE LARGEST WINGSPAN OF THE AIRCRAFT THAT WILL USE THE FACILITY.
CODE ELEMENT 1
CODE NUMBER AEROPLANE REFERENCE FIELD LENGTH
1 LESS THAN 800 m
2 800 m UP TO BUT NOT INCLUDING 1200 m
3 1200 m UP TO BUT NOT INCLUDING 1800 m
4 1800 m AND OVER
CODE ELEMENT 2
CODE NUMBER WINGSPAN
A UP TO BUT NOT ONCLUDING 15 m
B 15 m UP TO BUT NOT INCLUDING 24 m
C 24 m UP TO BUT NOT INCLUDING 36 m
D 36 m UP TO BUT NOT INCLUDING 52 m
E 52 m UP TO BUT NOT INCLUDING 65 m
F 65 m UP TO BUT NOT INCLUDING 80 m
TABLE 2.1-1: AERODROME REFERENCE CODE

3. SECTION 2.1.8 PROVIDING FOR FUTURE LARGER AEROPLANES
THE STANDARDS OUTLINED IN THIS MOS DO NOT RESTRICT AERODROME PLANNING FOR LARGER AIRCRAFT THAT MAY BE
INTRODUCED LATER. IF AN AERODROME PLANS TO BUILD FACILITIES FOR FUTURE AIRCRAFT, THE OPERATOR MUST COORDINATE
WITH THE CIVIL AVIATION AUTHORITY OF THE PHILIPPINES (CAAP) TO ESTABLISH INTERIM REFERENCE CODE ASSIGNMENTS AND
MAINTENANCE PROTOCOLS.
FOR LONG-TERM AERODROME DEVELOPMENT, SUITABLE AIRCRAFT AND THEIR SPECIFICATIONS SHOULD BE CONSIDERED. THE
MOS INCLUDES ICAO CODE F REQUIREMENTS FOR AERODROMES EXPECTED TO ACCOMMODATE AIRCRAFT LARGER THAN THE
BOEING 747 WIDE-BODY.
RUNWAY CLASSIFICATION
2.1.9 NON-INSTRUMENT AND INSTRUMENT RUNWAYS
RUNWAYS ARE CATEGORIZED INTO NON-INSTRUMENT (VISUAL OR CIRCLING APPROACH) AND INSTRUMENT RUNWAYS , WITH
THE LATTER FURTHER CLASSIFIED AS:
NON-PRECISION APPROACH
PRECISION APPROACH: CATEGORY I, II, IIIA, IIIB, AND IIIC
BEFORE MAKING ANY CHANGES TO A RUNWAY’S CLASSIFICATION OR INSTRUMENT CATEGORY, AERODROME OPERATORS MUST
CONSULT WITH CAAP, AS MODIFICATIONS MAY AFFECT COMPLIANCE WITH OTHER AERODROME FACILITY STANDARDS.
THE MOS SPECIFIES PRECISION APPROACH REQUIREMENTS FOR CATEGORY II AND III RUNWAYS, APPLICABLE ONLY TO REFERENCE
CODE NUMBERS 3 AND 4 AIRCRAFT. NO SPECIFICATIONS ARE SET FOR CODE 1 OR 2 PRECISION APPROACH RUNWAYS SINCE THEIR
DEMAND IS MINIMAL. IF AN AERODROME OPERATOR CONSIDERS INSTALLING AN ILS CATEGORY II OR III FOR A CODE 1 OR 2
RUNWAY, CAAP CONSULTATION IS REQUIRED.
SECTION 2.1.9 NON-PRECISION APPROACH (NPA) RUNWAYS
A NON-PRECISION APPROACH (NPA) RUNWAY IS DEFINED IN MOS 1. CAAP IS RESPONSIBLE FOR DESIGNING NPA PROCEDURES,
WHICH ARE PUBLISHED IN THE AERONAUTICAL INFORMATION PUBLICATION (AIP).
TYPES OF NPA PROCEDURES:
STRAIGHT-IN (ALIGNED WITH THE RUNWAY): LABELED WITH THE RUNWAY NUMBER, E.G., RWY 18 GPS OR RWY 08
VOR/DME.
NON-ALIGNED PROCEDURES: DO NOT INCLUDE A RUNWAY NUMBER IN THEIR TITLE, E.G., GPS-S, GPS-N, OR NDB.
STUDIES ON AVIATION ACCIDENTS HAVE SHOWN THAT STRAIGHT-IN APPROACHES ARE SIGNIFICANTLY SAFER THAN CIRCLING
APPROACHES, PARTICULARLY AT NIGHT. WITH GPS TECHNOLOGY, NPAS CAN BE IMPLEMENTED WITHOUT REQUIRING GROUND-
BASED NAVIGATION AIDS. WHERE FEASIBLE, AERODROME OPERATORS MAY UPGRADE NON-INSTRUMENT RUNWAYS TO NPAS.
TO QUALIFY AS AN NPA RUNWAY, THE FOLLOWING CRITERIA MUST BE MET:
1.EXPANDED RUNWAY STRIP WIDTH
2.INCREASED SURVEY REQUIREMENTS FOR OBSTACLE LIMITATION SURFACES (INNER HORIZONTAL, CONICAL, AND
APPROACH)
3.PROPER SPACING OF RUNWAY EDGE LIGHTS
4.WIND DIRECTION INDICATOR AVAILABILITY NEAR THE THRESHOLD OR AN ALTERNATIVE METHOD FOR OBTAINING
WIND INFORMATION, SUCH AS AN AUTOMATED WEATHER INFORMATION SYSTEM
CHAPTER 5 AERODROME INFORMATION FOR AIP
5.1 GENERAL
5.1.3 AERODROME INFORMATION TO BE PROVIDED FOR PUBLICATION IN AIP
IF AN AERODROME MANUAL IS NOT NECESSARY, ESSENTIAL DETAILS MUST BE SUBMITTED IN WRITING, COVERING THE ASPECTS
OUTLINED BELOW. MEASUREMENTS OR DESCRIPTIONS SHOULD BE PROVIDED AS APPLICABLE FOR EACH FACILITY WITHIN THE
AERODROME.
AERODROME DIAGRAM - A VISUAL REPRESENTATION OF THE AERODROME MUST BE INCLUDED, ILLUSTRATING:
THE LAYOUT OF RUNWAYS, TAXIWAYS, AND APRONS.
SURFACE TYPES OF RUNWAYS.
RUNWAY DESIGNATIONS AND THEIR CORRESPONDING LENGTHS.
DESIGNATIONS OF TAXIWAYS, IF APPLICABLE.
LOCATIONS OF BOTH ILLUMINATED AND NON-ILLUMINATED WIND DIRECTION INDICATORS.
THE POSITION OF THE AERODROME REFERENCE POINT.
DISTANCE AND DIRECTION TO THE NEAREST TOWN.
LOCATIONS OF TERMINAL BUILDINGS.

4. PLACEMENT OF HELIPADS.
AERODROME OPERATIONS - THIS SECTION MUST PROVIDE:
THE NAME, ADDRESS, TELEPHONE, AND FAX NUMBERS OF THE AERODROME OPERATOR, INCLUDING EMERGENCY
CONTACT DETAILS FOR AFTER-HOURS.
THE TYPE OF AERODROME OPERATION, WHETHER PUBLIC OR PRIVATE.
DETAILS OF ANY APPLICABLE AERODROME FEES, IF DISCLOSURE IS DESIRED.
AERODROME LOCATION - INFORMATION REGARDING THE AERODROME’S LOCATION SHOULD INCLUDE:
THE OFFICIAL AERODROME NAME.
WORLD AERONAUTICAL CHART (WAC) NUMBER, IF AVAILABLE.
LATITUDE AND LONGITUDE BASED ON THE AERODROME REFERENCE POINT.
MAGNETIC VARIATION.
TIME ZONE DIFFERENCE RELATIVE TO COORDINATED UNIVERSAL TIME (UTC).
AERONAUTICAL LOCATION CODE INDICATOR, IF KNOWN.
AERODROME ELEVATION.
STATUS AND VALIDITY OF TYPE A CHARTS, IF AVAILABLE.
MOVEMENT AREA - FOR EACH DESIGNATED RUNWAY, DETAILS MUST INCLUDE:
AERODROME REFERENCE CODE NUMBER.
MAGNETIC BEARINGS OF THE RUNWAY.
LENGTH AND SURFACE TYPE OF THE RUNWAY.
RUNWAY PAVEMENT STRENGTH RATING.
WIDTH OF THE RUNWAY AND RUNWAY STRIP.
RUNWAY SLOPE.
DECLARED DISTANCES FOR THE RUNWAY.
ELEVATION OF THE MIDPOINT OF RUNWAY THRESHOLDS FOR INSTRUMENT RUNWAYS.
RUNWAY STRIP, RUNWAY END SAFETY AREA (RESA), STOPWAYS, AND CLEARWAYS.
CLEARWAY - THE CLEARWAY LENGTH MUST BE PROVIDED IN METERS OR FEET, ALONG WITH GROUND PROFILE DETAILS.
LIGHTING SYSTEMS - INFORMATION SHOULD SPECIFY:
RUNWAY LIGHTING SYSTEMS.
APPROACH LIGHTING SYSTEMS.
VISUAL APPROACH SLOPE INDICATORS.
PRESENCE OF AN AERODROME BEACON.
TAXIWAY LIGHTING SYSTEMS.
ANY ADDITIONAL LIGHTING FEATURES.
VISUAL AIDS FOR NAVIGATION.
NAVIGATION AIDS - DETAILS REGARDING ANY NAVIGATIONAL AIDS MAINTAINED BY THE AERODROME OPERATOR MUST BE
INCLUDED.
RESCUE AND FIREFIGHTING SERVICES - THE CATEGORY OF AERODROME-BASED RESCUE AND FIREFIGHTING SERVICES
PROVIDED BY EITHER CAAP OR THE AERODROME OPERATOR MUST BE SPECIFIED.
GROUND SERVICES - THIS SECTION SHOULD OUTLINE:
FUEL SUPPLIERS AND THEIR CONTACT INFORMATION, INCLUDING EMERGENCY CONTACT DETAILS.
AVAILABILITY OF AUTOMATIC WEATHER INFORMATION BROADCASTS, IF PROVIDED BY THE AERODROME OPERATOR.
ADDITIONAL SERVICES AVAILABLE TO PILOTS.
AIR TRAFFIC CONTROL SERVICE BOUNDARIES - THE BOUNDARIES DEFINING THE AIR TRAFFIC CONTROL SERVICES FOR THE
AERODROME SHOULD BE SPECIFIED.
5.1.4 STANDARDS FOR DETERMINING AERODROME INFORMATION
5.1.4.1 RUNWAY SURFACE TYPE - THE TYPE OF RUNWAY SURFACE MUST BE SPECIFIED AS ONE OF THE FOLLOWING:
(A) BITUMEN SEAL
(B) ASPHALT
(C) CONCRETE
(D) GRAVEL
(E) GRASS
(F) NATURAL SURFACE
IF ONLY THE CENTRAL PART OF THE RUNWAY IS SEALED, THIS MUST BE EXPLICITLY STATED.

5. 5.1.4.2 RUNWAY ORIENTATION AND DESIGNATION - THE ORIENTATION OF RUNWAYS MUST BE IDENTIFIED IN MAGNETIC
DEGREES. RUNWAY DESIGNATIONS ARE BASED ON THEIR MAGNETIC HEADING, ROUNDED TO THE NEAREST 10 DEGREES AND
EXPRESSED AS A TWO-DIGIT NUMBER (E.G., RWY 06, RWY 24). TO PREVENT MISIDENTIFICATION, THE NUMBERS 13/31 REQUIRE
PRIOR APPROVAL FROM THE CIVIL AVIATION AUTHORITY OF THE PHILIPPINES (CAAP).
5.1.4.3 RUNWAY LENGTH - AERODROME OPERATORS MUST PROVIDE THE TOTAL RUNWAY LENGTH IN WHOLE METERS AND FEET,
WITH THE LATTER ENCLOSED IN PARENTHESES.
5.1.4.4 TAXIWAY IDENTIFICATION, WIDTH, AND SURFACE - EACH MAIN TAXIWAY SHOULD BE LABELED WITH A SINGLE LETTER.
ALPHA-NUMERIC IDENTIFIERS CAN BE USED FOR SHORTER TAXIWAYS. GUIDELINES FOR TAXIWAY WIDTH AND SURFACE TYPE CAN
BE FOUND IN MOS 6.7.
5.1.4.5 STANDARD TAXI-ROUTE DESIGNATION AND LOCATION - THE STANDARD TAXI-ROUTES WITHIN THE AERODROME MUST BE
IDENTIFIED AND DESIGNATED ACCORDINGLY.
5.1.4.6 AERODROME REFERENCE POINT (ARP) - EACH AERODROME MUST HAVE A REFERENCE POINT (ARP), IDEALLY LOCATED
NEAR THE GEOMETRIC CENTER OF THE FACILITY. ONCE ESTABLISHED, ITS POSITION SHOULD REMAIN FIXED. THE COORDINATES
MUST BE MEASURED AND REPORTED IN DEGREES, MINUTES, AND SECONDS TO AIS-CAAP.
5.1.4.7 AERODROME ELEVATION - ELEVATION MUST BE MEASURED AT THE HIGHEST POINT OF THE LANDING AREA ABOVE MEAN
SEA LEVEL. IT SHOULD BE REPORTED IN FEET, BASED ON THE PHILIPPINE MEAN SEA LEVEL DATUM, WITH AN ACCURACY OF ONE
FOOT.
5.1.4.10 PAVEMENT STRENGTH (APPLICABLE UNTIL NOVEMBER 27, 2024)
(A) FOR AIRCRAFT WITH A MAXIMUM TAKE-OFF WEIGHT OF LESS THAN 5,700 KG, PAVEMENT STRENGTH MUST BE PROVIDED BY
REPORTING:
MAXIMUM ALLOWABLE AIRCRAFT WEIGHT
MAXIMUM ALLOWABLE TIRE PRESSURE
(B) FOR AIRCRAFT EXCEEDING 5,700 KG, PAVEMENT STRENGTH SHOULD BE REPORTED USING THE ACN/PCN SYSTEM, INCLUDING:
PAVEMENT CLASSIFICATION NUMBER (PCN)
PAVEMENT TYPE USED FOR ACN-PCN EVALUATION
SUBGRADE STRENGTH CATEGORY
MAXIMUM TIRE PRESSURE CATEGORY
EVALUATION METHOD
IF NECESSARY, PCNS MAY BE REPORTED WITH A PRECISION OF ONE-TENTH OF A WHOLE NUMBER.
(C) THE REPORTED PCN INDICATES THAT AIRCRAFT WITH AN ACN EQUAL TO OR LOWER THAN THE PCN CAN USE THE PAVEMENT
UNDER THE SPECIFIED LIMITATIONS. SEASONAL VARIATIONS MAY REQUIRE REPORTING DIFFERENT PCNS.
(D) ADDITIONAL PAVEMENT CHARACTERISTICS MUST BE REPORTED USING SPECIFIC CODES, INCLUDING:
PAVEMENT TYPE FOR ACN-PCN DETERMINATION
SUBGRADE STRENGTH CATEGORY
5.1.4.11 RUNWAY WIDTH - THE TOTAL WIDTH OF EACH RUNWAY MUST BE PROVIDED IN WHOLE METERS.
5.1.4.12 RUNWAY STRIP WIDTH - FOR NON-INSTRUMENT RUNWAYS, THE FULL WIDTH OF THE GRADED STRIP MUST BE REPORTED.
FOR INSTRUMENT RUNWAYS, THE ENTIRE WIDTH OF THE RUNWAY STRIP, INCLUDING BOTH GRADED AND FLYOVER PORTIONS,
SHOULD BE DOCUMENTED IN METERS.
5.1.4.13 RUNWAY SLOPE - THE SLOPE IS DETERMINED BY CALCULATING THE DIFFERENCE BETWEEN THE HIGHEST AND LOWEST
ELEVATIONS ALONG THE CENTERLINE AND DIVIDING THIS BY THE TOTAL RUNWAY LENGTH. THE SLOPE SHOULD BE EXPRESSED
AS A PERCENTAGE (TO THE NEAREST 0.1%) WITH THE DIRECTION OF DESCENT SPECIFIED. IF THE RUNWAY HAS MULTIPLE SLOPES,
EACH SEGMENT MUST BE REPORTED SEPARATELY.
5.1.4.14 RUNWAY STRIP, RESA, STOPWAY - FOR EACH RUNWAY, REPORT THE LENGTH AND WIDTH TO THE NEAREST METER OR
FOOT, SURFACE TYPE, AND THE LOCATION AND DESCRIPTION OF ANY ARRESTING SYSTEM AT RUNWAY ENDS.
5.1.4.15 DECLARED DISTANCES
(A) DECLARED DISTANCES SPECIFY THE OPERATIONAL LIMITS FOR TAKE-OFF, LANDING, AND ABORTED TAKE-OFFS, ENSURING
RUNWAYS ARE ADEQUATE FOR AIRCRAFT OPERATIONS.
(B) THE FOLLOWING RUNWAY DISTANCES MUST BE PROVIDED IN METERS, WITH FEET IN PARENTHESES:
TORA (TAKE-OFF RUN AVAILABLE): THE USABLE LENGTH FOR GROUND ACCELERATION DURING TAKE-OFF.
TODA (TAKE-OFF DISTANCE AVAILABLE): TORA PLUS ANY CLEARWAY (CWY) LENGTH.
ASDA (ACCELERATE-STOP DISTANCE AVAILABLE): TORA PLUS ANY STOPWAY (SWY) LENGTH.

6. LDA (LANDING DISTANCE AVAILABLE): THE USABLE RUNWAY LENGTH FOR LANDING, STARTING AT THE THRESHOLD
(EXCLUDING SWY OR CWY).
5.1.4.19 INTERSECTION DEPARTURE TAKE-OFF DISTANCES - AERODROMES PERMITTING INTERSECTION DEPARTURES MUST
DETERMINE AND DECLARE THE AVAILABLE TAKE-OFF DISTANCES FROM EACH RELEVANT TAXIWAY INTERSECTION. THESE
DISTANCES SHOULD BE MEASURED USING THE SAME METHOD APPLIED TO FULL-LENGTH RUNWAY TAKE-OFFS TO ENSURE
CONSISTENCY.
SECTION 5.2 ILLUSTRATION OF DECLARED DISTANCES
DECLARED DISTANCES ARE THE AVAILABLE OPERATIONAL DISTANCES NOTIFIED TO A PILOT FOR TAKE-OFF, LANDING OR
SAFELY ABORTING A TAKE-OFF. THESE DISTANCES ARE USED TO DETERMINE WHETHER THE RUNWAY IS ADEQUATE FOR
THE PROPOSED LANDING OR TAKE-OFF OR TO DETERMINE THE MAXIMUM PAYLOAD PERMISSIBLE FOR A LANDING OR
TAKE-OFF.
DECLARED DISTANCES ARE A COMBINATION OF THE RUNWAY (I.E. FULL STRENGTH PAVEMENT) WITH ANY PROVIDED
STOPWAY AND/OR CLEARWAY. THE CALCULATIONS DISCUSSED BELOW ASSUME THAT THE RUNWAY STRIP AND RUNWAY
END SAFETY AREA REQUIREMENTS ARE FULLY COMPLIANT WITH THE RELEVANT STANDARDS.
5.2.2 CALCULATION OF DECLARED DISTANCES
5.2.2.1 THE DECLARED DISTANCES TO BE CALCULATED FOR EACH RUNWAY DIRECTION ARE:
(A) TAKE-OFF RUN AVAILABLE (TORA) DEFINED AS THE LENGTH OF RUNWAY AVAILABLE FOR THE GROUND RUN OF AN
AEROPLANE TAKING OFF. IT WILL NORMALLY BE THE FULL LENGTH OF THE RUNWAY. NEITHER STOPWAY NOR CLEARWAY ARE
INVOLVED.
(B) TAKE-OFF DISTANCE AVAILABLE (TODA) DEFINED AS THE DISTANCE AVAILABLE TO AN AEROPLANE FOR COMPLETION OF ITS
GROUND RUN, LIFT-OFF AND INITIAL CLIMB TO 35 FT. IT WILL NORMALLY BE THE FULL LENGTH OF THE RUNWAY PLUS THE
LENGTH OF ANY CLEARWAY. WHERE THERE IS NO DESIGNATED CLEARWAY, THE PART OF THE RUNWAY STRIP BETWEEN THE END
OF THE RUNWAY AND THE RUNWAY STRIP END IS INCLUDED AS PART OF THE TODA. THIS PRACTICE HAS BEEN NOTIFIED TO ICAO
AND DETAILS PUBLISHED IN AIP. ANY STOPWAY IS NOT INVOLVED.
(C) ACCELERATE-STOP DISTANCE AVAILABLE (ASDA) DEFINED AS THE LENGTH OF THE TAKE-OFF RUN AVAILABLE PLUS THE
LENGTH OF ANY STOPWAY. ANY CLEARWAY IS NOT INVOLVED.
(D) LANDING DISTANCE AVAILABLE (LDA) DEFINED AS THE LENGTH OF RUNWAY AVAILABLE FOR THE GROUND RUN OF A
LANDING AEROPLANE. THE LDA COMMENCES AT THE RUNWAY THRESHOLD. NEITHER STOPWAY NOR CLEARWAY ARE INVOLVED.

5.2.5 DECLARED DISTANCES FOR INTERSECTION
DEPARTURES
5.2.5.1 THE FOLLOWING DIAGRAMS ILLUSTRATE THE
METHOD OF CALCULATING THE TAKE-OFF DISTANCE
AVAILABLE OR TAKE-OFF RUN AVAILABLE WHERE
DEPARTURES ARE ALLOWED FROM TAXIWAY
INTERSECTIONS (INTERSECTION DEPARTURES):

7. CHAPTER 8 AERODROME VISUAL AIDS: MARKERS, MARKINGS, SIGNALS AND SIGNS.
THIS CHAPTER SPECIFIES THE STANDARDS FOR MARKERS, MARKINGS, SIGNALS AND SIGNS. VISUAL AIDS NOT CONFORMING TO
THESE STANDARDS MUST NOT BE USED UNLESS APPROVED IN WRITING BY CAAP.
8.1.2 PERMANENTLY CLOSED AERODROME - ALL MARKERS, MARKINGS AND SIGNS ON A PERMANENTLY CLOSED AERODROME
MUST BE OBSCURED OR REMOVED, EXCEPT FOR UNSERVICEABILITY MARKERS OR MARKINGS, WHERE REQUIRED.
8.1.3 COLORS - COLORS USED FOR GROUND MARKINGS, SIGNS AND PANELS SHALL CONFORM TO MOS 9.2 SPECIFICATIONS, OR
ALTERNATIVELY THE AUSTRALIAN STANDARD AS 2700-1996, ENTITLED “COLOR STANDARDS FOR GENERAL PURPOSES“ IN
ACCORDANCE WITH THE FOLLOWING:
COLOUR AS COLOUR CODE AS COLOUR NAME
BLUE B41 BLUE BELL
GREEN G35 LIME GREEN
ORANGE X15 ORANGE
RED R13 SIGNAL RED
YELLOW Y14 GOLDEN YELLOW
WHITE N14 WHITE
BLACK N61 BLACK
TABLE 8.1-1: STANDARD COLORS
8.1.4 VISIBILITY
1. MARKINGS MUST BE CLEARLY VISIBLE AGAINST THE BACKGROUND UPON WHICH THEY ARE PLACED. WHERE REQUIRED, ON A
SURFACE OF LIGHT COLOR, A CONTRASTING BLACK SURROUND MUST BE PROVIDED.
2. WHERE PROVIDED, THE WIDTH OF SURROUND COLOR MUST ENSURE AN ADEQUATE VISIBILITY CONTRAST. IN THE CASE OF LINE
MARKINGS, THE WIDTH OF SURROUND ON EITHER SIDE OF THE MARKING MUST NOT BE LESS THAN HALF THE LINE WIDTH. IN THE
CASE OF BLOCK MARKINGS, (E.G. THRESHOLD MARKINGS, RUNWAY MARKINGS OR SIMILAR) THE WIDTH OF THE SURROUNDING
CONTRAST COLOR MUST BE AT LEAST 10 CENTIMETERS.
3. AT AERODROMES WHERE OPERATIONS TAKE PLACE AT NIGHT, PAVEMENT MARKINGS SHALL BE MADE WITH REFLECTIVE
MATERIALS DESIGNED TO ENHANCE THE VISIBILITY OF THE MARKINGS.
8.1.5 NON-LOAD-BEARING
1. SHOULDERS FOR TAXIWAYS, RUNWAY TURN PADS, HOLDING BAYS AND APRONS AND OTHER NONLOAD-BEARING SURFACES
WHICH CANNOT READILY BE DISTINGUISHED FROM LOAD- BEARING SURFACES AND WHICH, IF USED BY AIRCRAFT, MIGHT RESULT
IN DAMAGE TO THE AIRCRAFT SHALL HAVE THE BOUNDARY BETWEEN SUCH AREAS AND THE LOAD-BEARING SURFACE MARKED
BY A TAXI SIDE STRIPE MARKING.
2. A TAXI SIDE STRIPE MARKING SHALL BE PLACED ALONG THE EDGE OF THE LOAD-BEARING PAVEMENT, WITH THE OUTER EDGE
OF THE MARKING APPROXIMATELY ON THE EDGE OF THE LOADBEARING PAVEMENT. 8.1.5.3 A TAXI SIDE STRIPE MARKING SHALL
CONSIST OF A PAIR OF SOLID LINES, EACH 15 CM WIDE AND SPACED 15 CM APART AND THE SAME COLOR AS THE TAXIWAY CENTER
LINE MARKING.
SECTION 8.2 MARKERS
1. MARKERS MUST BE LIGHTWEIGHT AND FRANGIBLE AND MAY BE EITHER CONES OR GABLES. OTHER FORMS OF MARKERS TO
IDENTIFY EXTENSIVE WORK AREAS MAY BE USED, SUBJECT TO CAAP AGREEMENT. WHEN DISPLAYED, THEY MUST BE SECURED
AGAINST MOVEMENT BY WIND, PROPELLER BLAST AND JET ENGINE EFFLUX IN A MANNER THAT DOES NOT CAUSE DAMAGE TO AN
AIRCRAFT.
2. CONES USED AS RUNWAY MARKERS MUST HAVE A HEIGHT OF 0.3 M AND A BASE DIAMETER OF 0.4 M. ALL OTHER CONE
MARKERS MUST BE 0.5 M IN HEIGHT, WITH A BASE DIAMETER OF 0.75 M. CONE MARKERS MUST BE PAINTED IN THE FOLLOWING
COLORS:
MARKER COLOUR
RUNWAY MARKER WHITE
TAXIWAY MARKER YELLOW
APRON EDGE MARKER YELLOW
RUNWAY STRIP MARKER WHITE
HELICOPTER APRON EDGE MARKER BLUE
UNSERVICEABILITY MARKER WHITE, WITH THE CENTRAL25 CM RED BAND
RUNWAY STRIP MARKER (DISPLACED THRESHOLD) SPLIT WHILE AND SUITABLE BACKGROUN D COLOUR
TABLE 8.2-1 MARKER COLOR
3. BOUNDARY / GABLE MARKERS MUST BE 3 M LONG, 1.0 M WIDE, AND 0.5 M HIGH. GABLE MARKERS ARE TO BE WHITE.
4 BOUNDARY MARKERS SHALL BE PROVIDED AT AN AERODROME WHERE THE LANDING AREA HAS NO RUNWAY.

8. 5. BOUNDARY MARKERS SHALL BE SPACED ALONG THE BOUNDARY OF THE LANDING AREA AT INTERVALS OF NOT MORE THAN 200
M, IF THE TYPE SHOWN IN MOS FIGURE 8.2-2 IS USED, OR APPROXIMATELY 90 M, IF THE CONICAL TYPE IS USED WITH A MARKER AT
ANY CORNER.
6. BOUNDARY MARKERS SHALL BE OF A FORM SIMILAR TO THAT SHOWN OR IN THE FORM OF A CONE NOT LESS THAN 50 CM HIGH
AND NOT LESS THAN 75 CM IN DIAMETER AT THE BASE. THE MARKERS SHALL BE COLORED TO CONTRAST WITH THE BACKGROUND
AGAINST WHICH THEY WILL BE SEEN. A SINGLE COLOR, ORANGE OR RED, OR TWO CONTRASTING COLORS, ORANGE AND WHITE OR
ALTERNATIVELY RED AND WHITE, SHALL BE USED, EXCEPT WHERE SUCH COLORS MERGE WITH THE BACKGROUND.
7. FLUORESCENT ORANGE PVC CONES OR ‘WITCHES’ HATS’ APPROXIMATELY 0.5 M HIGH, MAY BE USED TO CONVEY VISUAL
INFORMATION ABOUT AERODROME WORKS TO THE WORKS ORGANIZATION.
SECTION 8. RUNWAY MARKINGS
GENERAL GUIDELINES
RUNWAY MARKINGS MUST ALWAYS BE WHITE ON CONCRETE, ASPHALT, OR SEALED SURFACES. HOWEVER, PRE-RUNWAY-
END MARKINGS MUST BE YELLOW.
ON LIGHT-COLORED SURFACES, WHITE MARKINGS CAN BE OUTLINED IN BLACK FOR BETTER VISIBILITY.
TO MINIMIZE UNEVEN FRICTION, SUITABLE PAINT SHOULD BE USED.
MARKINGS CAN BE SOLID OR COMPOSED OF LONGITUDINAL STRIPES THAT CREATE A SIMILAR EFFECT.
AT INTERSECTIONS, MARKINGS OF THE MORE SIGNIFICANT RUNWAY TAKE PRIORITY OVER OTHERS, EITHER OVERRIDING OR
INTERRUPTING THEM. WHEN A RUNWAY INTERSECTS WITH A TAXIWAY, RUNWAY MARKINGS (EXCEPT FOR SIDE STRIPES) MUST
BREAK THE TAXIWAY MARKINGS. RUNWAY MARKINGS MUST ALSO MAINTAIN A NON-SKID SURFACE WITH A FRICTION LEVEL
SIMILAR TO THE SURROUNDING PAVEMENT TO PREVENT UNEVEN BRAKING.
ORDER OF IMPORTANCE FOR RUNWAY MARKINGS
1.PRECISION APPROACH RUNWAY (HIGHEST PRIORITY)
2.NON-PRECISION APPROACH RUNWAY
3.NON-INSTRUMENT RUNWAY (LOWEST PRIORITY)
PRE-RUNWAY-END MARKINGS
APPLIED WHEN AN AREA OVER 60 METERS LONG BEFORE THE RUNWAY END IS PAVED BUT UNSUITABLE FOR AIRCRAFT
OPERATIONS.
THE MARKING CONSISTS OF YELLOW CHEVRONS (0.9 METERS WIDE), SPACED 30 METERS APART, ANGLED AT 45° TO THE
RUNWAY CENTERLINE.
THE MARKINGS END AT THE RUNWAY-END MARKING .
THIS AREA IS GENERALLY NOT USED FOR LANDING OR TAKEOFF. HOWEVER, IF DESIGNATED AS A STOPWAY, IT MAY BE USED FOR
AN EMERGENCY STOP AFTER AN ABORTED TAKEOFF IN THE OPPOSITE DIRECTION. THE USE OF SUCH AREAS FOR ACCELERATE-
STOP CALCULATIONS REQUIRES CAAP’S PRIOR APPROVAL AND MUST BE PART OF THE RUNWAY STRIP TO AVOID CONFUSION FOR
PILOTS AND OPERATORS.