Aerodromes, Heliports and Ground Operations
Aerodrome questions hinge on declared distances, markings and lights, and the aerodrome reference code.
Certification and reference code
Annex 14 and Part-ADR (Reg. 139/2014) require certification of aerodromes used by commercial air transport, with an aerodrome manual, a safety management system, rescue and firefighting (RFFS) category appropriate to the traffic, and safeguarding of obstacle limitation surfaces. The reference code pairs a code number 1-4 (aeroplane reference field length) with a letter A-F (wingspan and wheel track), which sets runway width, taxiway geometry and separations.
Declared distances
Take-off run available (TORA); take-off distance available (TODA = TORA + clearway); accelerate-stop distance available (ASDA = TORA + stopway); landing distance available (LDA), which starts at the threshold and is reduced by a displaced threshold. Distances are published in the AIP and are the only figures used for performance calculations.
Markings, lights and signs
Runway designator, threshold "piano keys", touchdown zone, aiming point, centreline and edge markings; runway holding position markings with the associated signs; PAPI normally set to a 3° approach path, with four units giving fly-up/fly-down indications; runway edge, threshold and end lights, and approach lighting systems. Heliports use a FATO, a TLOF, a safety area and a prescribed obstacle-free sector.
Ground operations
Marshalling signals, taxi clearances, apron safety (FOD, jet blast, engine start, refuelling with passengers), and the requirement to stop at runway holding positions unless explicitly cleared.
Worked example
A runway of 2,400 m has a 150 m displaced threshold and a 60 m stopway, no clearway. TORA = 2,400 m; TODA = 2,400 m; ASDA = 2,460 m; LDA = 2,250 m. Using 2,400 m as LDA would be an error.
Traps that cost marks
Adding a clearway to ASDA; ignoring the displaced threshold in LDA; mixing runway holding position signs with taxiway direction signs.