Civil Aviation (Aerodromes Design and Operations) Regulations, 2025

SPECIAL ISSUE 2983 Kenya Gazette Supplement No. 144 5th June, 2026 (Legislative Supplement No. 83) LEGAL NOTICE NO. 102 THE CIVIL AVIATION ACT (Cap. 394) THE CIVIL AVIATION (AERODROMES DESIGN AND OPERATIONS) REGULATIONS, 2025 ARRANGEMENT OF REGULATIONS PART I—PRELIMINARY PROVISIONS 1⸺ Citation. 2⸺ Interpretation. 3⸺ Application. 4⸺ Use of common reference systems. 5⸺ Certification of aerodromes. 6⸺ Airport design and master planning. 7⸺ Categories of aerodromes. PART II—CONSTRUCTION OF AERODROMES 8⸺ Application of this Part. 9⸺ Requirements for application for an aerodrome construction permit. 10⸺ Issuance of aerodrome construction permits. 11⸺ Design and construction of aerodromes. 12⸺ Requirements for aerodrome design. 13⸺ Aerodrome reference code. 14⸺ Specific procedures for Aerodrome operations. PART III—OBLIGATIONS OF AERODROME OPERATOR 15⸺ Application of this Part. 16⸺ Compliance with conditions. 17⸺ Competence of operational and maintenance personnel. 18⸺ Aerodrome operations and maintenance. 19⸺ Safety management system. 20⸺ Storage of inflammable and other dangerous goods. 2984 Kenya Subsidiary Legislation, 2026 21⸺ Safety measures against fire. 22⸺ Access to and operations within restricted areas. 23⸺ Entry into or exit from restricted areas of aerodrome. 24⸺ Test-running of aircraft engine. 25⸺ Certain acts prohibited on aerodrome. 26⸺ Removal of obstructions from aerodrome movement surfaces. 27⸺ Maintenance of environment management programme. 28⸺ Protection of navigation aids. 29⸺ Responsibilities of aerodrome operator. 30⸺ Inspection of aerodromes and unhindered access by inspectors of the Authority. 31⸺ Notifying and reporting. 32⸺ Aerodrome movement area inspections. 33⸺ Special inspections. 34⸺ Warning notices. 35⸺ Obligations of category E aerodrome operator. 36⸺ Obligations of a pilot-in-command of an aircraft operating to and from a category E aerodrome. PART IV—AERODROME DATA 37⸺ Application of this Part. 38⸺ Aeronautical data. 39⸺ Aerodrome reference point. 40⸺ Aerodrome and runway elevation. 41⸺ Aerodrome reference temperature. 42⸺ Aerodrome dimensions and related information. 43⸺ Strength of pavements–using ACN-PCN method. 44⸺ Strength of pavements using ACR-PCR method. 45⸺ Pre-flight altimeter check location. 46⸺ Declared distances. 47⸺ Condition of movement area and related facilities. 48⸺ Runway surface condition(s) for use in the runway condition report. 49⸺ Responsibility for removal of disabled aircraft. 50⸺ Information on level of protection of rescue and firefighting. 51⸺ Visual approach slope indicator system.  Kenya Subsidiary Legislation, 2026 2985 52⸺ Coordination between aeronautical information services and aerodrome operators and owners. PART V—AERODROME PHYSICAL CHARACTERISTICS 53⸺ Application of this Part. 54⸺ Conditions for operating an aerodrome. 55⸺ Standards for physical characteristics of an aerodrome. 56⸺ Number and orientation of runways. 57⸺ Choice of maximum permissible cross-wind component. 58⸺ Data to be used for the calculation of the runway usability factor. 59⸺ Location of threshold. 60⸺ Determination of actual length of runways. 61⸺ Determination of width of runway. 62⸺ Determination of minimum distance between parallel runways. 63⸺ Longitudinal slopes on runways. 64⸺ Sight distance. 65⸺ Distance between slope changes 66⸺ Transverse slopes 67⸺ Strength of runways. 68⸺ Surface of runways. 69⸺ Runway shoulders. 70⸺ Width of runway shoulders. 71⸺ Slopes of runway shoulders. 72⸺ Strength of runway shoulders. 73⸺ Surface of runway shoulders. 74⸺ Runway turn pads. 75⸺ Slopes on runway turn pads. 76⸺ Strength of runway turn pads. 77⸺ Surface of runway turn pads. 78⸺ Shoulders for runway turn pads. 79⸺ Runway strips. 80⸺ Length of runway strips. 81⸺ Width of runway strips. 82⸺ Objects on runway strips. 2986 Kenya Subsidiary Legislation, 2026 83⸺ Grading of runway strips. 84⸺ Slopes and strength of runway strips. 85⸺ Runway end safety area. 86⸺ Clearways. 87⸺ Stop ways. 88⸺ Taxiway Curves 89⸺ Junctions and intersections 90⸺ Taxiway minimum separation distances 91⸺ Slopes on taxiways 92⸺ Strength of taxiways 93⸺ Surface of taxiways 94⸺ Rapid exit taxiways. 95⸺ Taxiway on bridges. 96⸺ Taxiway shoulders. 97⸺ Taxiway strips. 98⸺ Holding bays, runway holding positions, intermediate holding positions and road holding positions. 99⸺ Aprons. 100⸺ Isolated aircraft parking position. PART VI—OBSTACLE RESTRICTIONS AND REMOVAL 101⸺ Application of this Part. 102⸺ Establishment of obstacle limitation surfaces. 103⸺ Obstacle limitation surfaces. 104⸺ Conical surfaces. 105⸺ Inner horizontal surfaces. 106⸺ Approach surface. 107⸺ Inner approach surface. 108⸺ Transitional surface. 109⸺ Inner transitional surface. 110⸺ Balked landing surface. 111⸺ Take-off climb surface. 112⸺ Obstacle limitation requirements for non-instrument runways. 113⸺ Obstacle limitation requirements for non-precision approach runways.  Kenya Subsidiary Legislation, 2026 2987 114⸺ Obstacle limitation requirements for precision approach runways. 115⸺ Obstacle limitation requirements for runways meant for take- off. 116⸺ Objects outside obstacle limitation surfaces. 117⸺ Other objects. 118⸺ Authorisation to construct and erect structures. 119⸺ Removal of obstacle. PART VII—VISUAL AIDS FOR NAVIGATION 120⸺ Application of this Part. 121⸺ Wind direction indicators. 122⸺ Landing direction indicator. 123⸺ Signalling lamp. 124⸺ Signal panels and signal area. Markings 125⸺ Pavement markings. 126⸺ Interruption of runway markings. 127⸺ Colour and conspicuity. 128⸺ Runway designation marking. 129⸺ Runway centreline marking. 130⸺ Threshold marking. 131⸺ Transverse stripe. 132⸺ Runway displacement arrows. 133⸺ Aiming point marking. 134⸺ Touchdown zone marking. 135⸺ Runway side stripe marking. 136⸺ Taxiway centreline marking. 137⸺ Runway turn pad marking. 138⸺ Runway-holding position marking. 139⸺ Intermediate holding position marking. 140⸺ VOR aerodrome checkpoint marking. 141⸺ Aircraft stand marking. 142⸺ Apron safety lines. 143⸺ Road-holding position marking. 2988 Kenya Subsidiary Legislation, 2026 144⸺ Mandatory instruction markings. 145⸺ Information marking. 146⸺ Establishment and maintenance of aeronautical ground lights. 147⸺ Lights which may endanger safety of aircraft. 148⸺ Laser emission which may endanger the safety of aircraft. 149⸺ Lights which may cause confusion. 150⸺ Elevated approach lights. 151⸺ Elevated lights. 152⸺ Surface lights. 153⸺ Light intensity and control. 154⸺ Emergency lighting. 155⸺ Aeronautical beacons. 156⸺ Aerodrome beacons. 157⸺ Identification beacon. 158⸺ Approach lighting systems 159⸺ Simple approach lighting systems. 160⸺ Precision approach category I lighting systems. 161⸺ Precision approach category II and III lighting systems. 162⸺ Visual approach slope indicator systems. 163⸺ PAPI and APAPI. 164⸺ Approach slope and elevation setting of light units. 165⸺ Obstacle protection surface for, PAPI and APAPI. 166⸺ Runway lead-in lighting systems. 167⸺ Runway threshold identification lights. 168⸺ Runway edge lights. 169⸺ Runway threshold and wing bar lights. 170⸺ Runway end lights. 171⸺ Runway centre line lights. 172⸺ Runway touchdown zone lights. 173⸺ Simple touchdown zone lights. 174⸺ Rapid exit taxiway indicator lights. 175⸺ Stop-way lights. 176⸺ Taxiway centre line lights.  Kenya Subsidiary Legislation, 2026 2989 177⸺ Taxiway centre line lights on taxiways. 178⸺ Taxiway centre line lights on rapid exit taxiways. 179⸺ Taxiway centre line lights on other exit taxiways. 180⸺ Taxiway centre line lights on runways. 181⸺ Taxiway edge lights. 182⸺ Runway turn pad lights. 183⸺ Stop bars. 184⸺ Intermediate holding position lights. 185⸺ Runway guard lights. 186⸺ Apron floodlighting. 187⸺ Visual docking guidance system. 188⸺ Azimuth guidance unit. 189⸺ Stopping position indicator. 190⸺ Advanced visual docking guidance system. 191⸺ Aircraft stand manoeuvring guidance lights. 192⸺ Road-holding position lights. 193⸺ No entry bar. 194⸺ Runway status lights. 195⸺ Signs. 196⸺ Mandatory instruction signs. 197⸺ Information signs. 198⸺ VOR aerodrome checkpoint sign. 199⸺ Aerodrome Identification sign. 200⸺ Aircraft stand identification signs. 201⸺ Road-holding position sign. 202⸺ Aerodrome markers. 203⸺ Unpaved runways edge markers. 204⸺ Stop way edge markers. 205⸺ Taxiway edge markers. 206⸺ Taxiway centreline markers. 207⸺ Boundary markers. PART VIII—VISUAL AIDS FOR DENOTING OBSTACLES 208⸺ Provision of visual aids for denoting obstacles. 2990 Kenya Subsidiary Legislation, 2026 209⸺ Marking and lighting of objects within the lateral boundaries of obstacle limitation surfaces. 210⸺ Marking and lighting of objects outside the lateral boundaries of obstacle limitation surfaces. 211⸺ Marking and/or lighting of objects. 212⸺ Marking and lighting of mobile objects. 213⸺ Intensity and colour of obstacle lights. 214⸺ Marking and colour of fixed objects. 215⸺ Marking of fixed objects by flags 216⸺ Lighting of fixed objects. 217⸺ Lighting of objects with heights less than 45m above ground level. 218⸺ Lighting of objects with a height 45m or more to a height less than 150 m above ground level. 219⸺ Lighting of objects with a height 150 m or more above ground level. 220⸺ Wind turbines 221⸺ Marking of wind turbines. 222⸺ Lighting of wind turbines. 223⸺ Marking of overhead wires, cables and supporting towers. 224⸺ Lighting of overhead wires, cables and supporting towers. PART IX—VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS 225⸺ Application of this Part. 226⸺ Marking of restricted use areas. 227⸺ Closed runway markings. 228⸺ Closed taxiway markings. 229⸺ Closed runway lighting. 230⸺ Marking of non-load bearing surfaces. 231⸺ Marking of pre-threshold areas. Unserviceable areas 232⸺ Unserviceability markings. 233⸺ Unserviceability lights. 234⸺ Unserviceability signs. 235⸺ Unserviceability markers.  Kenya Subsidiary Legislation, 2026 2991 PART X—ELECTRICAL SYSTEMS 236⸺ Electrical power supply systems for air navigation services and facilities. 237⸺ Electrical system design 238⸺ Monitoring of electrical systems. PART XI—AERODROME OPERATIONAL SERVICES, EQUIPMENT, INSTALLATIONS AND FACILITIES 239⸺ Aerodrome emergency planning. 240⸺ Emergency operation centre and command post. 241⸺ Aerodrome emergency exercise. 242⸺ Emergencies in difficult environment. 243⸺ Emergency planning committee. 244⸺ Establishment of aerodrome rescue and firefighting services. 245⸺ Level of protection provided for rescue and firefighting services. 246⸺ Extinguishing agents. 247⸺ Rescue equipment. 248⸺ Response time for rescue and firefighting services. 249⸺ Emergency access roads. 250⸺ Fire stations. 251⸺ Communication and alerting systems. 252⸺ Number of rescue and fire fighting vehicles. 253⸺ Requirements for rescue and firefighting personnel. 254⸺ Removal of disabled aircraft. 255⸺ Wildlife strike hazard reduction. 256⸺ Animals not allowed in restricted areas of the aerodrome. 257⸺ National Committee on Wildlife Hazard Management. 258⸺ Responsibilities of the National Committee on Wildlife Hazard Management. 259⸺ Composition of the National Committee on Wildlife Hazard Management. 260⸺ Apron management service. 261⸺ Ground servicing of aircraft. 262⸺ Ground handling. 263⸺ Aerodrome vehicle operations. 2992 Kenya Subsidiary Legislation, 2026 264⸺ Surface movement guidance and control systems. 265⸺ Siting of equipment and installations on operational areas. 266⸺ Fencing of aerodromes. 267⸺ Security lighting of aerodrome fence. 268⸺ Autonomous Runway Incursion Warning System (ARIWS). 269⸺ Safety inspection programme. 270⸺ Establishment of fire prevention unit and maintenance of fire prevention programme. 271⸺ Access of ground vehicles to aerodrome movement area. 272⸺ Operation of aircraft exceeding certified characteristics of an aerodrome. 273⸺ Supply of aviation fuel to aircraft. PART XII—AERODROME MAINTENANCE 274⸺ Application of this Part. 275⸺ Maintenance programme. 276⸺ Maintenance of pavements. 277⸺ Removal of contaminants. 278⸺ Runway pavement overlays. 279⸺ Preventive maintenance of visual aids. 280⸺ Works at aerodromes. 281⸺ Aerodrome works oversight. PART XIII—INFORMATION TO BE REPORTED TO AERONAUTICAL INFORMATION SERVICES. 282⸺ Availability of information. 283⸺ Action required for occurrences of operational significance other than those involving electronic aids and communication facilities. 284⸺ Action required for occurrences that affect electronic aids and communication facilities. 285⸺ Aeronautical data reporting. PART XIV—GENERAL PROVISIONS 286⸺ Aeronautical user charges. 287⸺ Safety assessments, Aeronautical and compatibility studies 288⸺ Obligation to insure an aerodrome. 289⸺ Land use and environmental management  Kenya Subsidiary Legislation, 2026 2993 PART XV—OFFENCES, PENALTIES & TRANSITION PROVISIONS 290⸺ Protection from personal liability. 291⸺ Offences and penalties. 292⸺ Transitional provisions. 293⸺ Revocation of LN. No 84 of 2013. SCHEDULES First Schedule Part 1–Methodology for Determining Aerodromes to be Registered as Category E Part 2–Self Reporting Form for Category Aerodromes Second Schedule Figures and tables Third Schedule Safety management system at aerodromes Fourth Schedule Reporting format using Standard Runway Condition Report Fifth Schedule Runway surface friction characteristics of an aerodrome Sixth Schedule Obstacle Restriction and Removal - Obstacle Free Surfaces (OFS) and Obstacle Evaluation Surfaces (OES) Seventh Schedule Shielding of Obstacle Eighth Schedule Colours of Aeronautical Ground Lights, Markings, Signs and Panels Ninth Schedule Aeronautical ground light characteristics Tenth Schedule Requirements Concerning Design of Taxiing Guidance signs Eleventh Schedule Location of Lights on Obstacles Twelfth Schedule Mandatory Instruction Markings and Information Signs Thirteenth Schedule Penalties  2994 Kenya Subsidiary Legislation, 2026 THE CIVIL AVIATION ACT (Cap. 394) IN EXERCISE of powers conferred by section 82 of the Civil Aviation Act, 2013 the Cabinet Secretary for Roads and Transport makes the following Regulations— CIVIL AVIATION (AERODROMES DESIGN AND OPERATIONS) REGULATIONS, 2025 PART I—PRELIMINARY PROVISIONS 1. (1) These Regulations may be cited as the Civil Aviation Citation (Aerodrome Design and Operations) Regulations, 2025. 2. In these Regulations, unless the context otherwise Interpretation. requires— “accident” means an occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down, in which— (a) a person is fatally or seriously injured as a result of— (i) being in the aircraft; (ii) direct contact with any part of the aircraft, including parts which have become detached from the aircraft; or (iii) direct exposure to jet blast, (b) the aircraft sustains damage or structural failure which— (i) adversely affects the structural strength, performance or flight characteristics of the aircraft; and (ii) would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the radome); or  Kenya Subsidiary Legislation, 2026 2995 (c) the aircraft is missing or is completely inaccessible; Note: For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified as a fatal injury. An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located. “accuracy” means a degree of conformance between the estimated or measured value and the true value; “ADP” means Airside Driver Permit; “ADG” means a defined grouping of aircraft types which has six groups based on wingspan and tail height; “Aerodromes” means a defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft; “aerodrome beacon” means an aeronautical beacon used to indicate the location of an aerodrome from the air; “aerodrome elevation” means the elevation of the highest point of the landing area; “aerodrome facilities and equipment” means facilities and equipment, inside or outside the boundaries of an aerodrome that are constructed or installed and maintained for the arrival, departure and surface movement of aircraft; “aerodrome manual” means the manual that forms part of the application for a licence or a certificate under these Regulations, including any amendments to the manual, approved by the Authority; “aerodrome mapping data (AMD)” means data collected for the purpose of compiling aerodrome mapping information for aeronautical uses; “aerodrome operator” means an operator of an Aerodrome either Registered, Licensed or Certificated under these Regulations in Kenya; “aerodrome reference code” means a code used for planning purposes to classify an aerodrome with respect to the critical aircraft characteristics for which the aerodrome is intended; “aerodrome reference point” means the designated geographical location of an aerodrome; “aerodrome standards” means standards prescribed by the Authority applicable to aerodromes; “aerodrome traffic density” means—  2996 Kenya Subsidiary Legislation, 2026 (a) light where the number of movements in the mean busy hour is not greater than 15 per runway or typically less than 20 total aerodrome movements; (b) medium where the number of movements in the mean busy hour is of the order of 16 to 25 per runway or typically between 20 to 35 total aerodrome movements; (c) heavy where the number of movements in the mean busy hour is of the order of 26 or more per runway or typically more than 35 total aerodrome movements; “aerodrome traffic zone” means the airspace extending from aerodrome level to a height of two thousand feet over the area comprising the aerodrome and the surrounding land or water within a distance of two thousand yards of its boundaries; “aeronautical beacon” means an aeronautical ground light visible at all azimuths, either continuously or intermittently, to designate a particular point on the surface of the earth; “aeronautical ground light” means any light specially provided as an aid to air navigation, other than a light displayed on an aircraft; “aeronautical information circular” means a notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the Aeronautical Information Publication, but which relates to flight safety, air navigation, technical, administrative or legislative matters; “aeronautical information publication” means an aeronautical information publication of a lasting character essential to air navigation, issued by the Authority; aeroplane reference field length” means the minimum field length required for take-off at maximum certificated take-off mass, sea- level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the certificating authority or equivalent data from the aeroplane manufacturer. Field length means balanced field length for aeroplane, if applicable, or take-off distance in other cases; “air traffic service” means a flight information service, alerting service, air traffic advisory service, or air traffic control service; “air traffic service unit” is a generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office; “Aircraft Classification Number (ACN)/ Aircraft Classification Rating (ACR)” means a number expressing the relative effect of an aircraft on a pavement for a specified standard sub grade category;  Kenya Subsidiary Legislation, 2026 2997 “aircraft stand” means a designated area on an apron intended to be used for parking an aircraft; “apron” means a defined area, on an aerodrome, intended to accommodate aircraft for purposes of loading or unloading of passengers, mail or cargo, fuelling, parking or maintenance; “apron management service” means a service provided to regulate the activities and the movement of aircraft and vehicles on an apron; “arresting system” means a system designed to decelerate an aeroplane overrunning the runway; “Authority” means the Kenya Civil Aviation Authority established under section 4 of the Act; “authorised person” means any person authorized by the Authority either generally or in relation to a particular case or class of cases and reference to an authorized person includes references to the holder for the time being of an office designated by the Authority; “autonomous runway incursion Warning System (ARIWS)” means a system which provides autonomous detection of a potential incursion or of the occupancy of an active runway and a direct warning to a flight crew or a vehicle operator; “balked landing” means a landing manoeuvre that is unexpectedly discontinued at any point below the obstacle clearance altitude/height (OCA/H); “barrette” means three or more aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a short bar of light; “Cabinet Secretary” has the meaning assigned to it under the Act; “calendar” means discrete temporal reference system that provides the basis for defining temporal position to a resolution of one day; “capacitor discharge lights” means a lamp in which high- intensity flashes of extremely short duration are produced by the discharge of electricity at high voltage through a gas enclosed in a tube; “clearway” means a defined rectangular area under the control of the appropriate authority selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height; “controlled aerodrome” means an aerodrome where air traffic services are provided;  2998 Kenya Subsidiary Legislation, 2026 “contaminated runway” means a runway that has a significant portion of its surface area, whether in isolated areas or not- within the length and width- covered by one or more of the substances listed in the runway surface condition descriptors; “critical aircraft” means the most demanding aircraft with regard to the aircraft performance and dimensions for a range of aircraft, for which the aerodrome facilities is intended; “cross wind component” means the surface wind component at right angles to the runway centre line; “cyclic redundancy check (CRC) means a mathematical algorithm applied to the digital expression of data that provides a level of assurance against loss or alteration of data; “dangerous goods” means articles or substances which are capable of posing a risk to health, safety, property or the environment; “data accuracy” means a degree of conformance between the estimated or measured value and the true value; “data integrity (assurance level)” means a degree of assurance that an aeronautical data and its value has not been lost or altered since the origination or authorized amendment; “data quality” means a degree or level of confidence that the data provided meet the requirements of the data user in terms of accuracy, resolution and integrity (or equivalent assurance level), traceability, timeliness, completeness and format; “datum” means any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities; “declared distance” means — (a) “accelerate-stop distance available (ASDA)” which is the length of the take-off run available plus the length of the stop way, if provided; (b) “landing distance available (LDA)” which is the length of the runway which is declared available and suitable for the ground run of an aircraft landing; (c) “take-off distance available (TODA)” which is the length of the take-off run available plus the length of the clearway, if provided; (d) “take-off run available (TORA)” which is the length of runway declared available and suitable for the ground run of an aircraft taking off;  Kenya Subsidiary Legislation, 2026 2999 “dependent parallel approaches” means simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed; “displaced threshold” means a threshold not located at the extremity of a runway; “dry runway” means a runway whose surface is free of visible moisture and is not contaminated within the area intended to be used; “effective intensity” means the effective intensity of a flashing light is equal to the intensity of a fixed light of the same colour which will produce the same visual range under identical conditions of observation; “ellipsoid height (Geodetic height)”means the height related to the reference ellipsoid, measured along the ellipsoidal outer normal through the point in question; “fixed light” means a light having constant luminous intensity when observed from a fixed point; “foreign object debris (FOD)”means an inanimate object within the movement area which has no operational or aeronautical function and which has the potential to be a hazard to aircraft operations; “frangible object” means an object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft; “geodetic datum” means a minimum set of parameters required to define location and orientation of the local reference system with respect to the global reference system or frame; “geoid” means the equipotential surface in the gravity field of the earth which coincides with the undisturbed Mean Sea Level extended continuously through the continents; “geoid undulation” means the distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid; “Gregorian calendar” means calendar in general use; first introduced in 1582 to define a year that more closely approximates the tropical year than the Julian calendar (ISO 19108***). Note: In the Gregorian calendar, common years have 365 days and leap years 366 days divided into twelve sequential months. “ground handling” means services necessary for an aircraft’s arrival at, and departure from, an airport, other than air traffic services;  3000 Kenya Subsidiary Legislation, 2026 “hazard beacon” means an aeronautical beacon used to designate a danger to air navigation; “heliport” means an aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and surface movement of helicopters; “holding bay” means a defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of aircraft; “hot spot” means a location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and where heightened attention by pilots or drivers is necessary; “human factor principles” means principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance; “human performance” means human capabilities and limitations, which have an impact on the safety and efficiency of aeronautical operations; “identification beacon” means an aeronautical beacon emitting a coded signal by means of which a particular point of reference can be identified; “incident” means an occurrence other than an accident associated with the operation of an aircraft, which affect or may affect the safety of operation of aircraft; “independent parallel approaches” means simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are not prescribed; “independent parallel departures” means simultaneous departures from parallel or near-parallel instrument runways; “instrument runway” means one of the following types of runways intended for the operation of aircraft using instrument approach procedures— (a) “non-precision approach runway” which means a runway served by visual aids and non-visual aids intended for landing operations following an instrument approach operation type A and a visibility not less than 1000 m; (b) “precision approach runway, category I” which means a runway served by visual aids and non-visual aid(s) intended for landing operations following an instrument approach operation type B with a decision height (DH) not lower than  Kenya Subsidiary Legislation, 2026 3001 60 m (200 ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m; (c) “precision approach runway, category II”, which means a runway served by visual aids and non-visual aid(s) intended for landing operations following an instrument approach operation type B with a decision height (DH) lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not less than 300 m; (d) “precision approach runway category III” which means a runway served by visual aids and non-visual aid(s) intended for landing operations following an instrument approach operation type B to and along the surface of the runway and— (i) intended for operations with a decision height (DH) lower than 30 m (100 ft), or no decision height and a runway visual range not less than 175 m; (ii) intended for operations with a decision height (DH) lower than 15 m (50 ft), or no decision height and a runway visual range less than 175 m but not less than 50 m; (iii) intended for operations with no decision height (DH) and no runway visual range limitations; Note: Visual aids need not necessarily be matched to the scale of non-visual aids provided. The criterion for the selection of visual aids is the conditions in which operations are intended to be conducted. Refer to the Civil Aviation (Operation of Aircraft) Regulations for instrument approach operation types. “integrity (aeronautical data)” means a degree of assurance that an aeronautical data and its value has not been lost nor altered since the data origination or authorized amendment; “integrity classification (aeronautical data)” means classification based upon the potential risk resulting from the use of corrupted data and is classified as— (a) routine data where there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; (b) essential data where there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and  3002 Kenya Subsidiary Legislation, 2026 (c) critical data where there is a high probability when using corrupted critical data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe. “intermediate holding position” means a designated position intended for traffic control at which taxiing aircraft and vehicles stop and hold until they are cleared to proceed, when so instructed by the aerodrome control tower; “landing area” means that part of a movement area intended for the landing or take-off of aircraft; “landing direction indicator” means a device to indicate visually the direction currently designated for landing and take-off; “laser-beam critical flight zone (LCFZ)” means an airspace in the proximity of an aerodrome but beyond the LFFZ where the irradiance is restricted to a level unlikely to cause glare effects; “laser-beam free flight zone (LFFZ)” means an airspace in the immediate proximity of the aerodrome where the irradiance is restricted to a level unlikely to cause any visual disruption; “laser-beam sensitive flight zone (LSFZ)” means an airspace outside, and not necessarily contiguous with, the LFFZ and LCFZ where the irradiance is restricted to a level unlikely to cause flash- blindness or after-image effects; “licence” means a licence to operate an aerodrome issued by the Authority under Part II of these Regulations; “lighting system reliability” means the probability that the complete installation operates within the specified tolerances and that the system is operationally usable; “manoeuvring area” means that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons; “marker” means an object displayed above ground level in order to indicate an obstacle or delineate a boundary; “marking” means a symbol or group of symbols displayed on the surface of the movement area in order to convey aeronautical information; “movement area” means that part of the aerodrome to be used for take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and apron;  Kenya Subsidiary Legislation, 2026 3003 “near-parallel runways” means non-intersecting runways whose extended centre lines have an angle of convergence or divergence of 15 degrees or less; “notify” means shown in Aeronautical Information Publications, Aeronautical Information Circulars, NOTAM, civil aviation publications or any other official publication issued for the purpose of enabling any of the provisions of these Regulations to be complied with; “non-instrument runway” means a runway intended for the operation of aircraft using visual approach procedures; “normal flight zone (NFZ)” means airspace not defined as LFFZ, LCFZ or LSFZ but which must be protected from laser radiation capable of causing biological damage to the eye; “obstacle” means any fixed (whether temporary or permanent) and mobile object, or part thereof, that— (a) is located on an area intended for the surface movement of aircraft; or (b) extends above a defined surface intended to protect aircraft in flight; or (c) stands outside those defined surfaces and that has been assessed as being a hazard to air navigation. “obstacle free zone (OFZ)” means the airspace above the inner approach surface, inner transitional surfaces, the balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation purposes; “obstacle limitation surfaces” means a series of surfaces that define the volume of airspace at and around an aerodrome to be kept free of obstacles in order to permit the intended aircraft operations to be conducted safely and to prevent the aerodrome from becoming unusable by the growth of obstacles around the aerodrome; “operator” means a person operating an aerodrome licensed or certificated under these Regulations; “pavement classification number” means a number expressing the bearing strength of a pavement for unrestricted operations; “pavement classification rating” means a number expressing the bearing strength of a pavement; “precision approach runway” (see instrument runway);  3004 Kenya Subsidiary Legislation, 2026 “prescribed” means prescribed by the Authority in circulars, orders, notices, aeronautical publications and any other related technical guidance material; “primary runway” means a runway used in preference to others whenever conditions permit; “protected flight zones” means an airspace specifically designated to mitigate the hazardous effects of laser radiation; “recommended practice” means any specification for the physical characteristics configuration, material, performance or procedure, the uniform application of which is recognised as desirable in the interest of safety, regularity or efficiency of international air navigation; “registration approval” means an approval to operate an aerodrome granted by the Authority under Part V of these regulations; “relevant authority” means any authority other than the Civil Aviation Authority whose action may be necessary or complimentary for the implementation of these Regulations; “road” means an established surface route on the movement area meant for the exclusive use of vehicles; “road holding position” means a designated position at which vehicles may be required to hold; “runway” means a defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft; “runway condition assessment matrix (RCAM)” means a matrix allowing the assessment of the runway condition code, using associated procedures, from a set of observed runway surface condition(s) and pilot report of braking action; “runway condition code (RWYCC)” means a number describing the runway surface condition to be used in the runway condition report; “runway condition report (RCR)” means a comprehensive standardised report relating to runway surface conditions and its effect on the aeroplane landing and take-off performance; “runway end safety area (RESA)” means an area symmetrical about the extended runway centreline and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aircraft undershooting or overrunning the runway; “runway guard lights” means a light system intended to caution  Kenya Subsidiary Legislation, 2026 3005 pilots or vehicle drivers that they are about to enter an active runway; “runway-holding position” means a designated position intended to protect a runway, an obstacle limitation surface, or an instrument landing system or microwave landing system critical or sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower; “runway strip” means a defined area including the runway and stop way, if provided, intended to— (a) reduce the risk of damage to aircraft running off a runway; and (b) protect aircraft flying over it during take-off or landing operations; “runway surface condition” means a description of the condition of the runway surface used in the runway condition report which establishes the basis for the determination of the runway condition code for aeroplane performance purposes; “runway surface condition descriptors” means one of the following elements on the surface of the runway— (a) compacted snow means snow that has been compacted into a solid mass such that aeroplane tires, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface; (b) dry snow means snow from which a snowball cannot readily be made; (c) frost means consisting of ice crystals formed from airborne moisture on a surface whose temperature is below freezing. Frost differs from ice in that the frost crystals grow independently and therefore have a more granular texture; (d) ice means water that has frozen or compacted snow that has transitioned into ice, in cold and dry conditions; (e) slush means snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully; (f) standing water means water of depth greater than 3 mm; (g) wet ice means ice with water on top of it or ice that is melting; (h) wet snow means snow that contains enough water content to be able to make a well-compacted, solid snowball, but water will not squeeze out;  3006 Kenya Subsidiary Legislation, 2026 “runway turn pad” means a defined area on a land aerodrome adjacent to a runway for the purpose of completing a 180-degree turn on a runway; “runway visual range (RVR)” means the range over which a pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line; “safety” means a state in which the risk of harm to persons or of property damage is reduced to, and maintained at or below unacceptable level through a continuing process or hazard identification and risk management; “safety management system (SMS)” means a systematic approach to managing safety including the necessary organizational structure, accountabilities, policies and procedures; “segregated parallel operations” means simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures; “shoulder” means an area adjacent to the edge of a pavement, prepared to provide a transition between the pavement and the adjacent surface; “sign” means— (a) fixed message sign which is a sign presenting only one message; (b) variable message sign which is a sign capable of presenting several predetermined messages or no message, as applicable. “signal area” means an area on an aerodrome used for the display of ground signals; “slippery wet runway” means a wet runway where the surface friction characteristics of a significant portion of the runway have been determined to be degraded; “standard” means any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognised as necessary for the safety of air navigation;  Kenya Subsidiary Legislation, 2026 3007 “state safety programme” means an integrated set of regulations and activities aimed at improving safety; “station declination” means an alignment variation between the zero-degree radial of a VOR and true north, determined at the time the VOR station is calibrated; “stop way” means a defined rectangular area on the ground at the end of the take-off run available, prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off; “switch-over time (light)” means the time required for the actual intensity of a light measured in a given direction to fall from 50 per cent and recover to 50 per cent during a power supply change-over, when the light is being operated at intensities of 25 per cent or above; “take-off runway” means a runway intended for take-off only; “taxiway” means a defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including— (a) aircraft stand taxi lane which is a portion of an apron designated as a taxiway and intended to provide access to aircraft stands only; (b) apron taxiway which is a portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron; (c) rapid exit taxiway which is a taxiway connected to a runway at an acute angle and designed to allow landing aircrafts to turn off at higher speeds than are achieved on other exit taxiways thereby minimizing runway occupancy times; “taxiway intersection “means a junction of two or more taxiways; “taxiway strip” means an area including a taxiway intended to protect aircraft operating on a taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway; “threshold” means the beginning of that portion of the runway usable for landing; “Tribunal” means the National Civil Aviation Administrative Review Tribunal established under section 66 of the Act; “touchdown zone” means the portion of a runway beyond the threshold, intended for landing aircraft on first contact with the runway; “unserviceable area” means a part of the movement area that is unfit and unavailable for use by aircraft;  3008 Kenya Subsidiary Legislation, 2026 “usability factor” means the percentage of time during which the use of a runway or system of runways is not restricted because of the crosswind component (cross wind component means the surface wind component at right angles to the runway centre line); “vicinity” means a defined airspace around an aerodrome for control of obstacles that may infringe the obstacle limitation surfaces around the aerodrome, contained within a radius of sixteen kilometres from the aerodrome reference point up to a height of one thousand five hundred feet above ground level; “visual traffic pattern” means the aerodrome traffic zone of the aerodrome; “wet runway” means the runway surface covered by any visible dampness or water up to and including 3 mm deep within the intended area of use; “wildlife” means feral birds and animals, including domestic animals out of the control of their owners; “wildlife hazard” means a potential for a damaging aircraft collision with wildlife on or near an aerodrome; and “wind farm” means a group of two or more wind turbines. 3. (1) These Regulations shall apply to all aerodromes in Application. Kenya except where otherwise specified. 4. (1) The World Geodetic System – 1984 (WGS-84) shall be Use common used as the horizontal reference system to express aeronautical reference systems. geographical coordinates indicating latitude and longitude for aerodromes. (2) The mean sea level datum which gives the relationship of gravity-related height to a surface known as the geoid shall be used as the vertical reference system. (3) The Gregorian calendar and Coordinated Universal Time shall be used as the temporal reference system. (4) Subject to sub regulation (3), the use of a different temporal reference system shall be indicated in section 2.1.2 of the Aeronautical Information Publication (AIP). 5. A person shall not operate an aerodrome in Kenya unless it Certification of is, Certified, Licensed or Registered in accordance with the Civil aerodromes. Aviation (Certification, Licensing and Registration of Aerodromes) Regulations.  Kenya Subsidiary Legislation, 2026 3009 6. (1) An aerodrome operator shall integrate architectural and Airport design and infrastructure-related requirements into the design and construction of master planning. new facilities and alterations to existing facilities at an aerodrome for the optimum implementation of international civil aviation security measures. (2) The security measures required in sub-regulation (1) shall be in accordance with the Civil Aviation (Security) Regulations. (3) A master plan containing detailed plans for the development of aerodrome infrastructure shall be established for all category A aerodromes. (4) The master plan required in sub-regulation (3) shall— (a) contain a schedule of priorities including a phased implementation plan; and (b) be reviewed periodically to take into account current and future aerodrome traffic. 7. For purposes of meeting the requirements of these Categories of Regulations, aerodromes shall be categorised as follows— aerodromes. (a) category A comprising aerodromes and heliports available for use by both international and domestic air traffic; (b) category B comprising aerodromes available for use only by domestic air traffic; (c) category C comprising aerodromes available for use only by domestic air traffic of maximum certificated take-off mass not exceeding thirty thousand kilogrammes; (d) category D comprising aerodromes available for use only by domestic helicopters operations; (e) category E comprising aerodromes available for use only by non-scheduled domestic air traffic of maximum certificated take-off mass not exceeding five thousand seven hundred kilograms or such aerodrome as may be determined by the Authority to be registered as a category E aerodrome using the methodology described in Part 1 of the First Schedule. PART I—CONSTRUCTION OF AERODROMES 8. This Part applies to all aerodromes categories in Kenya. Application of this Part. 9. (1) A person shall not construct an aerodrome unless that Requirements for person has a valid aerodrome construction permit issued under these application for an Regulations. aerodrome construction permit.  3010 Kenya Subsidiary Legislation, 2026 (2) An initial application for an aerodrome construction permit shall be considered for review where the applicant— (a) provides evidence of land ownership on which the aerodrome is to be constructed; (b) submits a topographical map of the proposed aerodrome site as specified by the Authority; (c) has obtained reliable wind distribution statistics extending over a period of not less than five years from the government agency responsible for meteorological services; (d) aerodrome data in accordance with the characteristics of the aircraft for which the aerodrome is intended; and (e) paid the fees as applicable. (3) Subject to sub-regulation (2), the Authority shall assess the suitability of the place proposed for construction taking into consideration — (a) the proximity of the place to other aerodromes and landing areas including military aerodromes; (b) obstacles, terrain and existing airspace restrictions; and (c) that it is not against public interest. (4) Subject to sub-regulation (3), an application for an aerodrome construction permit shall be considered for approval, where — (a) the applicant holds a valid authorization from a relevant authority including a letter of no objection for use of the place as an aerodrome; and (b) the application is approved by the authority responsible for national environment management. (5) Pursuant to sub-regulations (2) to (4), an applicant for an aerodrome construction permit shall submit to the Authority for approval an application in the specified form accompanied by a detailed design of the proposed construction including related aerodrome physical characteristics and architectural requirements by a registered engineer or relevant authority. 10. (1) The Authority shall issue an aerodrome construction Issuance of permit to an applicant where the application meets the requirements in aerodrome these regulations and any other requirements as may be specified by construction any relevant authority. permits. (2) The permit shall be valid for a period of two years.  Kenya Subsidiary Legislation, 2026 3011 (3) The validity period referred to in sub-regulation (2) relates to the construction commencement date. 11. (1) An applicant for a construction permit shall ensure that Design and the design and construction of the aerodrome are undertaken by a construction of person registered by a relevant professional body. aerodromes. (2) The Authority shall inspect the site of an aerodrome during construction to ascertain compliance with the standards prescribed and the conditions of the aerodrome construction permit. 12. (1) An aerodrome design shall— Requirements for aerodrome design. (a) indicate the physical characteristics in accordance with these regulations; (b) indicate the obstacle limitation surfaces; (c) integrate architectural and infrastructure-related requirements for the optimum implementation of international civil aviation security measures in accordance with the Civil Aviation (Security) Regulations both in design and construction of new facilities and alterations to existing facilities at an aerodrome; (d) indicate visual aids for denoting obstacles and restricted areas; (e) indicate the appropriate equipment and installations; and (f) take into account land-use and environmental control measures. (2) The physical characteristics, obstacle limitation surfaces, visual aids and equipment and installations, required under sub- regulation (1) shall— (a) be appropriate to the critical aircraft characteristics for which the aerodrome intends to serve; (b) be at the lowest meteorological minima for each runway; (c) provide ambient light conditions during the operations of aircraft; (d) comply with the appropriate aerodrome design standards as prescribed by the Authority. 13. (1) An aerodrome reference code comprising a code number Aerodrome and a code letter shall be used for aerodrome planning purposes. reference code.  3012 Kenya Subsidiary Legislation, 2026 (2) The Authority shall determine the aerodrome reference code in accordance with the critical aircraft characteristics for which the aerodrome facility is intended. (3) The aerodrome reference code numbers and code letters required under sub-regulation (1) shall be determined in accordance with specifications in the Table S10-1 in the Tenth Schedule. (4) The code number for element 1 shall be determined as specified in the Table S10-1 in the Second Schedule selecting the code number corresponding to the highest value of the aeroplane reference field lengths of the aeroplanes for which the runway is intended. (5) The code letter for element 2 shall be determined as specified in Table S10-1 in the Second Schedule by selecting the code letter which corresponds to the greatest wingspan of the aeroplanes for which the facility is intended. 14. (1) The aerodrome operator shall assess compatibility Specific between the operation of an aeroplane that exceeds the certificated procedures for characteristics of the aerodrome and the aerodrome infrastructure, aerodrome develop and implement appropriate measures in order to maintain an operations. acceptable level of safety. (2) The aerodrome Operator shall notify the Authority for promulgation of information concerning alternative measures, operational procedures and operating restrictions implemented at an aerodrome arising from subregulation (1). PART III— OBLIGATIONS OF AERODROME OPERATOR 15. This Part applies to all aerodromes except where otherwise Application of this specified Part. 16. An aerodrome operator shall comply with conditions, Compliance with endorsed on a certificate, licence, or registration granted under these conditions. Regulations. 17. (1) An aerodrome operator shall develop and submit for the Competence of approval by the Authority a Task Resource Analysis to ensure that operational and maintenance there is an adequate number of qualified and skilled operational and personnel. maintenance personnel, to perform aerodrome activities. (2) The aerodrome operator shall employ aerodrome personnel with the required competence certification as required by the Authority or any other relevant authority. 18. (1) An operator shall maintain an aerodrome in accordance Aerodrome with the maintenance procedures set out in the aerodrome manual or operations and maintenance. any other requirements specified by the Authority.  Kenya Subsidiary Legislation, 2026 3013 (2) The Authority may give written directives to an operator to alter the procedures set out in an aerodrome manual. (3) The aerodrome operator shall co-ordinate with the air traffic services provider at an aerodrome to ensure the safety of aircraft operating in the airspace, associated with the aerodrome. (4) An aerodrome operator shall address any safety issues identified by the Authority in the course of surveillance inspection of the aerodrome, submit and implement corrective action plans as required. (5) An aerodrome operator commits an offence if he fails to implement accepted corrective action plans as applicable. 19. (1) An operator of an aerodrome shall have a safety Safety management system that complies with the requirements specified in management the Third Schedule to these Regulations, the Civil Aviation (Safety system. Management Systems) Regulations and any other requirements as may be specified by the Authority. (2) Subject to Sub-regulation (1) the aerodrome operator shall establish a runway safety programme using a collaborative approach that involves Air Navigation Service Providers (ANSPs), Air Operators, Ground handlers etc as specified by the Authority in the applicable Technical Guidance Materials. (3) Pursuant to subregulation (2), the aerodrome operator shall form at each aerodrome a Local Runway Safety Team (LRST) as a key element in an aerodrome runway safety programme. (4) Subject to subregulation (3), the aerodrome operator shall ensure that the RST meets as specified in the aerodrome manual with requisite documentation and recording of the minutes of the meeting where LRST is established. (5) This regulation shall apply to aerodromes in category A. (6) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. (6) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. (7) This regulation shall not apply to aerodromes in categories C, D and E. 20. (1) A person shall not store fuel, pyrotechnic materials and Storage of other highly inflammable or dangerous goods at an aerodrome except inflammable and other dangerous with the permission of the aerodrome operator and any other relevant goods. Authority. (2) The aerodrome operator shall put in place a mechanism to ensure safe storage in accordance with any prescribed standards or any written law.  3014 Kenya Subsidiary Legislation, 2026 (3) The aerodrome operator shall maintain a record of inflammable or other dangerous goods stored at the aerodrome for review by the Authority. 21. (1) A person shall not— Safety measures against fire. (a) smoke within any place, or bring an open flame into any place, where that act is prohibited by a displayed notice; (b) smoke within a specified distance of any aircraft, aircraft fuelling vehicle, stores for liquid fuel and explosives or fuel dump area where there is no notice of prohibition; (c) wilfully give a false fire alarm; (d) tamper or interfere with any fire hose reel, hydrant or any other item and equipment provided for firefighting purposes; (e) keep, store, discard or discharge any flammable liquid, gas, signal flares or other like material in an aircraft, except in the receptacle appropriate for the purpose or in a place on the aerodrome specifically approved by the aerodrome operator for the purpose; or (f) store, stack or use any material or equipment in a manner which constitutes or is likely to constitute a fire hazard. (2) An operator shall display in conspicuous places appropriate signage in respect of the acts prohibited under sub-regulation (1). 22. (1) A person shall not access a restricted area of an Access to and aerodrome unless authorised by the operator and subject to such operations within restricted areas. conditions as the operator may impose. (2) A person authorised to access a restricted area under sub- regulation (1) shall not— (a) move an aircraft or a vehicle in the restricted area except with the permission and directions issued by the air traffic services personnel; (b) move an aircraft or vehicle in the restricted area in a manner that endangers the safety of persons and property; (c) use a portion of the aerodrome for landing or taking off, other than the area designated for that purpose. 23. A person, aircraft or vehicle shall not enter or leave a Entry into or exit restricted area of an aerodrome except through points established by the from restricted area of aerodrome aerodrome operator or during emergencies.  Kenya Subsidiary Legislation, 2026 3015 24. (1) A person shall not test-run an aircraft engine at an Test-running of aerodrome except at the approved aircraft maintenance facility of the aircraft engine. aerodrome or a place designated for that purpose by the operator. (2) The designated place referred to under sub-regulation (1) shall be approved by the Authority. 25. (1) A person shall not, on an aerodrome— Certain acts prohibited on aerodrome. (a) obstruct or interfere with the proper use of the aerodrome; (b) obstruct any person executing his or her duties at the aerodrome; (c) remove or deface any notice, writing, document or marking erected or displayed by the aerodrome operator; (d) throw, leave or drop anything capable of causing injury to any person or damage to any property; (e) dump any waste matter except at a place approved by the aerodrome operator; (f) dump or spill any substance capable of causing water pollution, whether solid, liquid, vapour or gas or a combination of these, except at a place approved for that purpose by the aerodrome operator. 26. An operator shall remove from the aerodrome surface any Removal of vehicle or other obstruction that is likely to be hazardous to aircraft obstructions from the aerodrome operations. movement surface. 27. (1) An operator shall establish and maintain an aerodrome Maintenance of environment management programme for the area within the authority environment management of the operator and for the area where any wildlife presents or is likely programme. to present a hazard to aircraft operation, taking into account the provisions of the laws on environmental management. (2) This regulation shall not apply to aerodromes in categories C, D and E. 28. An aerodrome operator shall— Protection of navigation aids. (a) prevent construction of any facilities on the aerodrome, which may adversely affect the operation of any electronic or visual navigation or air traffic service facility on the aerodrome; 3016 Kenya Subsidiary Legislation, 2026 (b) as far as it is within the authority of the operator, prevent any interruption of visual or electronic signal of navigation aids. 29. An aerodrome operator shall— Responsibilities of an aerodrome operator. (a) keep the aerodrome free of unauthorized persons, vehicles and animals which are not under proper control; (b) mark all or remove obstructions in accordance with the prescribed guidelines; (c) inform the Authority of any intended alterations to or works on the aerodrome; (d) install approved wind direction indicators to show the surface direction of the wind and ensure that they function satisfactorily; (e) maintain the prescribed markings in a conspicuous condition and ensure that they are readily visible to aircraft in the air or manoeuvring on the ground; (f) avail facilities and ensure that they are in serviceable condition and that all apparatus installed function efficiently; (g) appropriately mark a temporarily unserviceable area on an aerodrome; (h) inform the Authority where the aerodrome becomes unserviceable through any cause or where any portion of the surface of the landing area deteriorates to such an extent that the safe operation of aircraft may be endangered; (i) submit to the Authority reports on the condition of the aerodrome as may be required by the Authority; (j) report all incidents and accidents at the aerodrome to the Authority; (k) require organisations performing activities at the aerodrome comply with the aerodrome Safety Management requirements; (l) assess and report the runway surface condition and aerodrome movement area maintenance in accordance with the Standard reporting format prescribed in the Fourth Schedule; and (m) provide a conducive work environment and the necessary working tools for the operational staff.  Kenya Subsidiary Legislation, 2026 3017 30. (1) The Authority shall inspect and carry out tests on Inspection of aerodrome’s facilities, services, equipment, documents, records and, aerodromes and unhindered access where applicable, verify the safety management system before an by inspectors of aerodrome certificate, licence or registration is issued or renewed and, the Authority. subsequently, at any other time, for the purpose of ensuring that safety at the aerodrome is maintained. (2) An inspector of the Authority shall have unhindered access to any part of the aerodrome or any aerodrome facility, including equipment, records, documents, and personnel, for the purpose of facilitating the functions of the Authority specified in sub-regulation (1). 31. (1) An operator shall notify and report to the Authority, the Notifying and air traffic control units, and pilots, within the specified time limits, reporting. information on— (a) any inaccuracies in the Aeronautical Information Publication; (b) any changes to the aerodrome facilities, equipment and level of service planned in advance; or (c) issues that may require immediate notification including obstacles, obstructions and hazards, levels of service, movement areas, and any other condition that affects aviation safety at the aerodrome and against which precautions are warranted. (2) Where it is not feasible for an operator to arrange for the air traffic control and the flight operations unit to receive notice of the circumstances referred to in sub-regulation (1) (c), the operator shall give immediate notice, directly to the pilots who may be affected by that circumstance. 32. (1) An aerodrome operator shall carry out inspections of the Aerodrome movement area each day at least once for aerodromes in category B and movement area inspections. at least twice for aerodromes in category A. (2) An aerodrome operator shall carry out inspections of the movement area at least once a week for category C and D aerodromes. 33. (1) An operator shall inspect an aerodrome— Special inspections. (a) as soon as practicable after any accident or incident; (b) during any period of construction or repair of the aerodrome facilities or equipment that is critical to the safety of aircraft operation; and (c) at any other time when there are conditions at the aerodrome that may affect aviation safety.  3018 Kenya Subsidiary Legislation, 2026 (2) An operator shall notify and report to the Authority, within the specified time limits, information on any special inspection carried out under sub-regulation (1). 34. Where a low flying aircraft, at or near an aerodrome, or Warning notices. where a taxiing aircraft, is likely to be hazardous to people or vehicles, an operator shall— (a) post hazard warning notices to that effect, on any public way that is adjacent to the manoeuvring area; or (b) where the public way is not controlled by the operator, inform the relevant authority of the hazard. 35. (1) An operator of a category E aerodrome shall— Obligations of category E aerodrome operator. (a) comply with any conditions endorsed on the registration certificate issued by the Authority in accordance with the Civil Aviation (Certification, Licensing and Registration of Aerodromes) Regulations; (b) obtain all necessary approvals in as far as they apply to development and operations of the aerodrome; (c) ensure the protection of the obstacle limitation surfaces of the aerodrome in accordance with these regulations; (d) ensure that the physical standards for the maneuvering areas and facilities provided at the aerodrome are appropriate for the critical aircraft for which the aerodrome is designed; (e) provide details of the aerodrome as required in the self- reporting form set out in Part 2 of the First Schedule; (f) provide details on operations at the aerodrome as may be required from time to time; (g) address any safety issues identified by the Authority in the course of surveillance inspection of the aerodrome, submit and implement corrective action plans as required. (2) An aerodrome operator commits an offence if he or she fails to implement accepted corrective action plans as applicable. 36. The pilot-in-command of an aircraft operating to or from a Obligations of a category E aerodrome shall— pilot-in-command of an aircraft operating to and from a category E aerodrome.  Kenya Subsidiary Legislation, 2026 3019 (a) comply with the rules of the air as prescribed in the Civil Aviation (Rules of the Air) Regulations; (b) comply with the requirements contained in the Civil Aviation (Operations of Aircraft) Regulations; (c) comply with any applicable Civil Aviation (Security) Regulations; (d) file an airborne flight plan immediately after take-off from a category E aerodrome on the designated air traffic control frequency for all flights; (e) comply with any instructions as may be required from time to time by the Cabinet Secretary or Cabinet Secretary for internal security for operation at such aerodromes; (f) obtain authorization from the operator of an aerodrome prior to operating into privately operated aerodromes. PART IV—AERODROME DATA 37. This Part applies to all aerodromes except where otherwise Application of this specified. Part. 38. (1) An aerodrome operator shall determine and report Aeronautical data. aerodrome-related aeronautical data in accordance with the accuracy and integrity requirements provided for in the Civil Aviation (Aeronautical Information Services) Regulations. (2) The aerodrome operator shall make available to the aeronautical information services aerodrome mapping data for category A aerodromes where safety or performance-based operations suggest possible benefits. (3) Where made available in accordance with sub-regulation (2), the selection of the aerodrome mapping data features to be collected shall be made with consideration of the intended applications. (4) Digital data error detection techniques shall be used during the transmission or storage of aeronautical data and digital data sets. 39. (1) An aerodrome reference point shall be established for an Aerodrome aerodrome. reference point. (2) The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and shall normally remain where first established. (3) The position of the aerodrome reference point shall be measured and reported to the aeronautical information services authority in degrees, minutes and seconds.  3020 Kenya Subsidiary Legislation, 2026 40. (1) The aerodrome elevation and geoid undulation at the Aerodrome and runway aerodrome elevation position shall be measured to the accuracy runway elevation. of one-half elevation metre or foot and reported to the aeronautical information services authority. (2) For an aerodrome used by international civil aviation for non- precision approaches, the elevation and geoid undulation of each threshold, the elevation of the runway end and any significant high and low intermediate points along the runway shall be measured to the accuracy of one-half metre or foot and reported to the aeronautical information services authority. (3) For precision approach runway, the elevation and geoid undulation of the threshold, the elevation of the runway end and the highest elevation of the touchdown zone shall be measured to the accuracy of one-quarter metre or foot and reported to the aeronautical information services authority. 41. (1) An aerodrome reference temperature shall be determined Aerodrome for an aerodrome in degrees celsius. reference temperature. (2) The aerodrome reference temperature shall be the monthly mean of the daily maximum temperatures for the hottest month of the year, the hottest month being that which has the highest monthly mean temperature, and this temperature shall, where possible be averaged over a period of years. 42. (1) The following data shall be measured or described, as Aerodrome appropriate, for each facility provided on an aerodrome— dimensions and related information. (a) runway—true bearing to one-hundredth of a degree, designation number, length, width, displaced threshold location to the nearest metre or foot, slope, surface type, type of runway and, for a precision approach runway category I, the existence of an obstacle free zone when provided; (b) length, width to the nearest metre or foot, surface type of the— (i) strip; (ii) runway end safety area length; (iii) stop way; (c) arresting system – runway end where located and description; (d) taxiway — designation, width, surface type;  Kenya Subsidiary Legislation, 2026 3021 (e) apron — surface type, aircraft stands; (f) the boundaries of the air traffic control service; (g) clearway — length to the nearest metre or foot, ground profile; (h) visual aids for approach procedures, marking and lighting of runways, taxiways and aprons, other visual guidance and control aids on taxiways and aprons, including taxi-holding positions and stop bars, and location and type of visual docking guidance systems; (i) location and radio frequency of any VOR aerodrome checkpoint; (j) location and designation of standard taxi-routes; and (k) distances to the nearest metre or foot of localizer and glide path elements comprising an instrument landing system (ILS) or azimuth and elevation antenna of a microwave landing system (MLS) in relation to the associated runway extremities. (2) The geographical coordinates of each threshold shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. (3) The geographical coordinates of appropriate taxiway centre line points shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. (4) The geographical coordinates of each aircraft stand shall be measured and reported to the aeronautical information services authority in degrees, minutes, seconds and hundredths of seconds. (5) The geographical coordinates of obstacles in Area 2, the part within the aerodrome boundary, and in Area 3 shall be measured and reported to the aeronautical information services in degrees, minutes, seconds and tenths of seconds. (6) The top elevation, type, marking and lighting, if any, of obstacles shall be reported to the aeronautical information services. (7) The data requirements in respect to sub regulations (5) and (6) shall be in accordance with the Civil Aviation (Aeronautical Information Service) Regulations. 43. (1) The aerodrome operator shall determine the bearing Strength of strength of a pavement. pavements using ACN-PCN method.  3022 Kenya Subsidiary Legislation, 2026 (2) The bearing strength of a pavement intended for aircraft of apron mass greater than 5,700 kilograms shall be made available using the ACN-PCN method by reporting all of the following information— (a) the pavement classification number (PCN); (b) pavement type for ACN-PCN determination; (c) subgrade strength category; (d) maximum allowable tire pressure category or maximum allowable tire pressure value; and (e) evaluation method and if necessary, PCNs may be published to an accuracy of one-tenth of a whole number. (3) The PCN reported shall indicate that an aircraft with an ACN equal to or less than the reported PCN can operate on the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for specified aircraft type. (4) Different PCNs may be reported if the strength of the pavement is subject to significant seasonal variation. (5) The ACN of an aircraft shall be determined in accordance with the standard procedures associated with the ACN-PCN method. (6) For the purposes of determining the ACN, the behaviour of a pavement shall be classified as equivalent to a rigid or flexible construction. (7) Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire pressure category and evaluation method shall be reported using the following codes— (a) pavement type for ACN-PCN determination— Code Rigid pavement R Flexible pavement F (b) subgrade strength category— Code High strength: characterized by K = 150 A MN/m3 and representing all K values above 120 MN/m3 for rigid pavements, and by CBR = 15 and representing all CBR values above 13 for flexible pavements.  Kenya Subsidiary Legislation, 2026 3023 Medium strength: characterized by K = B 80 MN/m3 and representing a range in K of 60 to 120 MN/m3 for rigid pavements, and by CBR = 10 and representing a range in CBR of 8 to 13 for flexible pavements. Low strength: characterized by K = 40 C MN/m3 and representing a range in K of 25 to 60 MN/m3 for rigid pavements, and by CBR = 6 and representing a range in CBR of 4 to 8 for flexible pavements. Ultra-low strength: characterized by K = D 20 MN/m3 and representing all K values below 25 MN/m3 for rigid pavements, and by CBR = 3 and representing all CBR values below 4 for flexible pavements. (c) maximum allowable tire pressure category— Code Unlimited: no pressure limit W High: pressure limited to 1.75 X MPa Medium: pressure limited to Y 1.25 MPa Low: pressure limited to 0.50 Z MPa (d) evaluation method— Code Technical evaluation: T representing a specific study of the pavement characteristics and application of pavement behaviour technology. Using aircraft experience: U representing knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use.  3024 Kenya Subsidiary Legislation, 2026 (8) The following examples shall be used to illustrate how pavement strength data are reported under the ACN-PCN method— (a) if the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be— PCN 80 / R / B / W / T (b) if the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is 1.25 MPa, then the reported information would be— PCN 50 / F / A / Y / U (c) if the bearing strength of a flexible pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 40 and the maximum allowable tire pressure is 0.80 MPa, then the reported information would be— PCN 40 / F / B / 0.80 MPa /T (d) if a pavement is subject to a B747-400 all-up mass limitation of 390 000 kg, then the reported information would include a note to the effect that the reported PCN is subject to a B747- 400 all-up mass limitation of 390 000 kg; (9) The Authority shall establish a criteria to regulate the use of a pavement by an aircraft with an ACN higher than the PCN reported for that pavement in accordance with sub regulations (2) and (3). (10) The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5700 kg shall be made available by reporting the following information— (a) maximum allowable aircraft mass; and (b) maximum allowable tire pressure. e.g.: 4 000 kg/0.50 MPa. (11) This regulation shall lapse on the 27th day of November, 2024. 44. (1) The aerodrome operator shall determine the bearing Strength of strength of a pavement. Pavements using ACR-PCR method.  Kenya Subsidiary Legislation, 2026 3025 (2) The bearing strength of a pavement intended for aircraft of apron mass greater than 5 700 kg shall be made available using the ACR-PCR method by reporting all of the following information— (a) pavement classification rating PCR and numerical value; (b) pavement type for ACR-PCR determination; (c) subgrade strength category; (d) maximum allowable tire pressure category or maximum allowable tire pressure value; and (e) evaluation method. (3) The PCR shall indicate that an aircraft with an ACR equal to or less than the PCR may operate on the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for specified aircraft type. (4) The ACR of an aircraft shall be determined in accordance with the standard procedures associated with the ACR-PCR method. (5) Subject to sub regulation (4) the ACR, shall be determined by classifying the behaviour of a pavement either as a rigid or flexible construction. (6) Information on pavement type for ACR-PCR determination, subgrade strength category, maximum allowable tire pressure category and evaluation method shall be reported using the following codes— (a) pavement type for ACR-PCR determination— Code Rigid pavement R Flexible pavement F (b) subgrade strength category— (i) high strength A (ii) medium strength B (iii) low strength C (iv) ultra-low strength D (c) maximum allowable tire pressure category— (i) unlimited: no pressure limit W (ii) high: pressure limited to 1.75 X MPa  3026 Kenya Subsidiary Legislation, 2026 (iii) medium: pressure limited to 1.25 Y MPa (iv) low: pressure Z (d) evaluation method— (i) technical evaluation T (ii) using aircraft experience U (7) The bearing strength of a pavement intended for aircraft of apron mass equal to or less than 5,700 kilograms shall be made available by reporting the following information— (a) maximum allowable aircraft mass; and (b) maximum allowable tire pressure. Example: 4 800 kg/0.60 MPa. (8) The Authority shall establish criteria to regulate the use of a pavement by an aircraft with an ACR higher than the PCR reported for that pavement in accordance with sub-regulations (2) and (3). (9) Pursuant to sub-regulation (8), the aerodrome operator shall allow such operations based on compatibility studies conducted and submitted to the Authority for approval. (10) This regulation shall come into force on the 28th day of November, 2024. 45. (1) The aerodrome operator shall establish one or more pre- Pre-flight flight altimeter check locations for an aerodrome. altimeter check location. (2) A pre-flight check location shall be located on an apron to enable an altimeter check to be made prior to obtaining taxi clearance. (3) The elevation of a pre-flight altimeter check location shall be given as the average elevation, rounded to the nearest metre or foot, of the area on which it is located. (4) The elevation of any portion of a pre-flight altimeter check location shall be within three metres (10 feet) of the average elevation for that location. 46. (1) The aerodrome operator shall calculate the following Declared distances to the nearest metre or foot for a runway— distances. (a) take-off run available;  Kenya Subsidiary Legislation, 2026 3027 (b) take-off distance available; (c) accelerate-stop distance available; and (d) landing distance available. (2) Declared distances shall be calculated in accordance with the specifications set out in Table S9-in the Fifth Schedule. 47. (1) The aerodrome operator shall provide information on the Condition of the condition of the movement area and the operational status of related movement area and related facilities to the appropriate aeronautical information services units, and facilities. similar information of operational significance to the air traffic services units, to enable those units to provide the necessary information to arriving and departing aircraft. (2) The information provided in sub-regulation (1) shall be kept up to date and changes in conditions reported without delay. (3) The condition of the movement area and the operational status of related facilities shall be monitored, and reports on matters of operational significance affecting aircraft and aerodrome operations shall be provided in order to take appropriate action, particularly in respect of the following— (a) construction or maintenance work; (b) rough or broken surfaces on a runway, a taxiway, or an apron; (c) water on a runway, a taxiway, or an apron; (d) other contaminants on a runway, taxiway, or apron such as mud, dust, sand, volcanic ash, oil and rubber; (e) other temporary hazards, including parked aircraft; (f) failure or irregular operation of part or all of the aerodrome visual aids; and (g) failure of the normal or secondary power supply. (4) To facilitate compliance with sub-regulations (1) and (2), the aerodrome operator shall undertake daily inspections— (a) for the movement area, at least once where the aerodrome reference code number is 1 or 2 and at least twice where the aerodrome reference code number is 3 or 4; and  3028 Kenya Subsidiary Legislation, 2026 (b) for the runway(s), inspections in addition to a) whenever the runway surface conditions may have changed significantly due to meteorological conditions. (5) Personnel assessing and reporting runway surface conditions required in sub-regulation (2) shall be trained and competent to meet criteria set by the Authority. 48. (1) The aerodrome operator shall assess and report the Runway surface runway surface condition through a runway condition code (RWYCC) condition(s) for use in the runway and a description using the following terms— condition report. (a) DRY; (b) STANDING WATER; (c) WET; (d) LOOSE SAND (2) Whenever an operational runway is contaminated, an assessment of the contaminant depth and coverage over each third of the runway shall be made and reported. (3) Information that a runway or portion thereof is slippery wet shall be made available. (4) Notification shall be given to relevant aerodrome users when the friction level of a paved runway or portion thereof is less than the minimum friction level specified by the Authority in accordance with these Regulations. (5) This Regulation shall be applicable to Category A aerodromes. 49. The aerodrome operator shall provide relevant information Responsibility for pertaining disabled aircraft removal at an aerodrome as prescribed by removal of disabled aircraft. the Authority including— (a) telephone number or email address of the office of the aerodrome coordinator responsible for the removal of an aircraft disabled on or adjacent to the movement area; and (b) information concerning the capability to remove an aircraft disabled on or adjacent to the movement area expressed in terms of the largest type of aircraft which the aerodrome is equipped to remove. 50. (1) An aerodrome operator shall provide information Information on concerning the level of protection provided at an aerodrome for aircraft level of protection of rescue and rescue and firefighting purposes. firefighting.  Kenya Subsidiary Legislation, 2026 3029 (2) The level of protection available at an aerodrome shall be expressed in terms of the category of the rescue and firefighting services in accordance with the types and amounts of extinguishing agents available at the aerodrome. (3) Changes in the level of protection at an aerodrome for rescue and firefighting services shall be notified to the appropriate air traffic services units and aeronautical information services units to enable those units to provide the necessary information to arriving and departing aircraft. (4) When such a change has been corrected, the appropriate air traffic services units and aeronautical information services units shall be advised accordingly. (5) A change shall be expressed in terms of the new category of the rescue and firefighting service available at the aerodrome. 51. An aerodrome operator shall provide the following Visual approach information concerning the status of the visual approach slope indicator slope indicator system. system installed at the aerodrome— (a) associated runway designation number; (b) type of system, PAPI or APAPI installation, including the side of the runway on which the lights are installed; (c) where the axis of the system is not parallel to the runway centre line, the angle of displacement and the direction of displacement either left or right; (d) nominal approach slope angle(s). for PAPI and APAPI this shall be angle (B + C) ÷ 2 and (A + B) ÷ 2, respectively as specified in figure S10-23 in the Tenth Schedule; and (e) minimum eye height over the threshold of the on-slope signal, which shall— (i) be the setting angle of the third unit from the runway minus 2 minutes, that is angle B minus 2 minutes for a PAPI; (ii) be the setting angle of the unit farther from the runway minus 2 minutes, that is angle A minus 2 minutes for an APAPI. 52. (1) The aerodrome operator shall enter into a formal Coordination arrangement with the Aeronautical information service provider to between aeronautical report with a minimum delay— information services and aerodrome.  3030 Kenya Subsidiary Legislation, 2026 (a) information on the status of certification of aerodromes and aerodrome conditions; (b) the operational status of associated facilities, services, and navigation aids within their area of responsibility; and (c) any other information considered to be of operational significance. (2) An owner or operator of an aerodrome shall before introducing changes to the air navigation system take due account of time needed by AIS for the preparation, production, and issue of relevant material for promulgation. (3) To ensure timely provision of the information to the aeronautical information services as required in sub-regulation (1), close coordination between the aerodrome owners or operators is required. (4) Changes to aeronautical information that affect charts or computer-based navigation systems shall be notified by the aeronautical information regulation and control (AIRAC) system, as specified in the Civil Aviation (Aeronautical Information Services) Regulations. (5) The aerodrome operator or owner shall provide raw aeronautical information or data to the aeronautical information services taking into account accuracy and integrity requirements necessary to meet the needs of the end-user of aeronautical data. PART V —AERODROME PHYSICAL CHARACTERISTICS 53. This Part applies to all categories of aerodromes except Application of this where otherwise specified. Part. 54. A person shall not operate an aerodrome certificated, Conditions for licensed, or registered under these Regulations unless the facilities and operating an aerodrome. characteristics of the aerodrome are effectively related and match the needs of the aircraft for which the aerodrome is intended. 55. A person shall not operate an aerodrome unless the physical Standards for characteristics of the aerodrome comply with these Regulations. physical characteristics of an aerodrome. 56. (1) The number and orientation of runways at an aerodrome Number and shall be such that the usability factor of the aerodrome is not less than orientation of runways. 95 per cent for the aircraft for which the aerodrome is intended to serve, taking into account the wind distribution for the location. (2) The siting and orientation of runways at an aerodrome shall  Kenya Subsidiary Legislation, 2026 3031 be such that the arrival and departure tracks minimize interference with areas approved for residential use and other noise-sensitive areas close to the aerodrome in order to avoid future noise problems. (3) When a new instrument runway is being located, particular attention shall be given to areas over which aircraft 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 aircraft for which the runway is intended. 57. (1) The crosswind component for aircraft landing and taking Choice of off shall not exceed— maximum permissible cross- wind component. (a) 37 km/h (20 kts) in the case of aircraft whose reference field length is 1500 m or over, except that when poor runway braking action owing to an insufficient longitudinal coefficient of friction is experienced with some frequency, a crosswind component not exceeding 24 km/h (13 kts) shall be assumed; (b) 37 km/h (20 kts) in the case of aircraft whose reference field length is 1500 m or over, except that when poor runway braking action owing to an insufficient longitudinal coefficient of friction is experienced with some frequency, a crosswind component not exceeding 24 km/h (13 kts) shall be assumed; (c) 19 km/h (10 kts) in the case of aircraft whose reference field length is less than 1200 m, in determining the number and orientation of runways as required by regulation 56 (1); (2) The aerodrome operator shall take into consideration factors that determine the siting, orientation and number of runways as prescribed by the Authority. 58. The selection of data to be used for the calculation of the Data to be used runway usability factor shall be based on reliable wind distribution for the calculation of the runway statistics that extend over a period of not less than five years. usability factor. 59. (1) A threshold shall be located at the extremity of a runway Location of unless operational considerations justify the choice of another location. threshold. (2) In determining that no obstacles penetrate above the approach surface, account shall be taken of mobile objects at least within that portion of the approach area within 1200 m longitudinally from the threshold and of an overall width of not less than 150 m.  3032 Kenya Subsidiary Legislation, 2026 (3) The aerodrome operator shall take into account the various factors which may have a bearing on the location of the threshold when it is necessary to displace a threshold, either permanently or temporarily, from its normal location. (4) A cleared and graded area of at least 60 m in length shall be available between the unserviceable area and the displaced threshold and an additional distance shall be provided to meet the requirements of the runway end safety area where a displacement is due to an unserviceable runway condition. (5) Pursuant to sub-regulation (3), factors to be considered in the determination of the location of a displaced threshold shall be— (a) obstacles in the approach surface; (b) landing distance available; (c) type of aircraft for which the runway is intended; (d) visibility and cloud base conditions; (e) obstacle clearance limit in the case of precision approach runways; and (f) provision for obstacle free surfaces. 60. (1) The actual runway length to be provided for a primary Determination of runway shall be adequate to meet the operational requirements of the actual length of runways. aircraft for which the runway is intended and shall be not less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of the relevant aircraft, including elevation, temperature, runway slope, humidity and the runway surface characteristics. (2) The length of a secondary runway shall be determined in accordance with sub-regulation (1) except that consideration shall only be given to the needs of those aircraft which require to use the secondary runway in addition to other runways in order to obtain a usability factor of at least 95 per cent. (3) Where a runway is associated with a stop-way or clearway, an actual runway length less than that resulting from application of sub- regulations (1) or (2), as appropriate, may be considered satisfactory, but in such a case any combination of runway, stop-way and clearway provided shall permit compliance with the operational requirements for take-off and landing of the aircraft the runway is intended to serve. (4) The use of stop ways and clearways shall be as described in the Fifth Schedule. 61. (1) The width of a runway shall not be less than the Determination of appropriate dimension specified in Table S10-2 of the Tenth Schedule. width of runway.  Kenya Subsidiary Legislation, 2026 3033 (2) The width of a precision approach runway shall be not less than 30 m where the code number is 1 or 2. 62. (1) The minimum distance between the centre lines of Determination of parallel non-instrument runways intended for simultaneous use, shall minimum distance between parallel be— runways. (a) 210m where the higher code number is 3 or 4; (b) 150m where the higher code number is 2; and (c) 120 m where the higher code number is 1. (2) The minimum distance between the centre lines where parallel instrument runways are intended for simultaneous use, shall be— (a) 1035 m for independent parallel approaches; (b) 915m for dependent parallel approaches; (c) 760 m for independent parallel departures; and (d) 760 m for segregated parallel operations. (3) Except as specified in sub regulation (1) and (2), segregated parallel operations shall be— (a) decreased by 30 m for each 150 m that the arrival runway is staggered toward the arriving aircraft, to a minimum of 300 m; and (b) increased by 30 m for each 150 m that the arrival runway is staggered away from the arriving aircraft. (4) Combinations of minimum distances and associated conditions shall be applied when it is determined that such combinations would not adversely affect the safety of aircraft operations for independent parallel approaches. 63. (1) The longitudinal slope of a runway shall be computed by Longitudinal runways dividing the difference between the maximum and minimum slopes on runways. elevation along the runway centre line by the runway length and shall not exceed— (a) 1 percent where the code number is 3 or 4; and (b) 2 percent where the code number is 1 or 2. (2) The longitudinal slopes along any portion of a runway shall not exceed—  3034 Kenya Subsidiary Legislation, 2026 (a) 1.25 per cent where the code number is 4, except that for the first and last quarter of the length of the runway the longitudinal slope shall not exceed 0.8 percent; (b) 1.5 per cent where the code number is 3, except that for the first and last quarter of the length of a precision approach runway category II or III the longitudinal slope shall not exceed 0.8 per cent; and (c) 2 per cent where the code number is 1 or 2. (3) The slope change between two consecutive slopes, where slope changes cannot be avoided, shall not exceed— (a) 1.5 per cent where the code number is 3 or 4; and (b) 2 per cent where the code number is 1 or 2. (4) The transition from one slope to another shall be accomplished by a curved surface with a rate of change not exceeding— (a) 0.1 per cent per 30 m (minimum radius of curvature of 30 000 m) where the code number is 4; (b) 0.2 per cent per 30 m (minimum radius of curvature of 15 000 m) where the code number is 3; and (c) 0.4 per cent per 30 m (minimum radius of curvature of 7 500 m) where the code number is 1 or 2. 64. There shall be an unobstructed line of sight, where slope Sight distance. changes cannot be avoided, from— (a) any point 3 m above a runway to all other points 3 m above the runway within a distance of at least half the length of the runway where the code letter is C, D, E or F; (b) any point 2 m above a runway to all other points 2 m above the runway within a distance of at least half the length of the runway where the code letter is B; and (c) any point 1.5 m above a runway to all other points 1.5 m above the runway within a distance of at least half the length of the runway where the code letter is A. 65. (1) Undulations in slopes located close together along a Distance between runway shall be avoided. slope changes. (2) Subject to sub regulation (1), the distance between the points of intersection of two successive curves shall be the greater of—  Kenya Subsidiary Legislation, 2026 3035 (a) the sum of the absolute numerical values of the corresponding slope changes multiplied by the appropriate value as follows— (i) 30 000 m where the code number is 4; (ii) 15 000 m where the code number is 3; and (iii) 5 000 m where the code number is 1 or 2; or (b) 45 m, whichever is greater. 66. (1) The runway surface shall be cambered to promote the Transverse most rapid drainage of water, except where a single cross fall from high slopes. to low in the direction of the wind most frequently associated with rain would ensure rapid drainage. (2) The transverse slope shall where possible, be— (a) 1.5 per cent where the code letter is C, D, E or F; and (b) 2 per cent where the code letter is A or B; (3) Subject to sub-regulation (2) the transverse slope shall not exceed 1.5 per cent or 2 per cent, as applicable, nor be less than 1 per cent except at runway or taxiway intersections where flatter slopes may be necessary. (4) For a cambered surface, the transverse slope on each side of the centre line shall be symmetrical. (5) The transverse slope shall be the same throughout the length of a runway except at an intersection with another runway or a taxiway where an even transition shall be provided taking into account the need for adequate drainage. 67. A runway shall be capable of withstanding the traffic of Strength of aircraft for which the runway is intended to serve. runways. 68. (1) The surface of a runway shall be constructed without Surface of irregularities that would impair the runway surface friction runways. characteristics or otherwise adversely affect the take-off or landing of an aircraft. (2) A paved runway shall be constructed or resurfaced to provide surface friction characteristics at or above the minimum friction level specified by the Authority in the Fifth Schedule. (3) The surface of a paved runway shall be evaluated when constructed or resurfaced to determine that the surface friction characteristics achieve the design objectives.  3036 Kenya Subsidiary Legislation, 2026 (4) Measurements of the surface friction characteristics of a new or resurfaced paved runway shall be made with a continuous friction measuring device using self-wetting features. (5) The average surface texture depth of a new surface shall be not less than 1.0 mm, taking into consideration macrotexture and microtexture in order to provide the required surface friction characteristics. (6) The grooves or scorings of the surface shall be either perpendicular to the runway centre line or parallel to non-perpendicular transverse joints, where applicable in the event that the runway is grooved or scored. 69. Runway shoulders shall be provided for a runway where the Runway code letter is D or, E, or F. shoulders. 70. The runway shoulders for aeroplanes with OMGWS from 9 Width of runway m up to but not including 15 m shall extend symmetrically on each side shoulders. of the runway so that the overall width of the runway and its shoulders is not less than— (a) 60 m where the code letter is D or E; (b) 60 m where the code letter is F with two- or three-engine aeroplanes; and (c) 75 m where the code letter is F with four (or more)-engine aeroplanes. 71. The surface of the shoulder that abuts the runway shall be Slopes of runway flush with the surface of the runway and its transverse slope shall not shoulders. exceed 2.5 per cent. 72. The portion of a runway shoulder between the runway edge Strength of and a distance of 30 m from the runway centreline shall be prepared or runway shoulders. constructed to be capable of supporting the aircraft without inducing structural damage to the aeroplane and of supporting ground vehicles which may operate on the shoulder. 73. (1) A runway shoulder shall be prepared or constructed so as Surface of runway to resist erosion and the ingestion of the surface material by aeroplane shoulders. engines. (2) Runway shoulders for code letter F aeroplanes shall be paved to a minimum overall width of runway and shoulder of not less than 60 m. 74. (1) A runway turn pad shall be provided to facilitate a 180- Runway turn degree turn of aircraft where the end of a runway is not served by a pads. taxiway, or a taxiway turnaround and the code letter is D, E, or F.  Kenya Subsidiary Legislation, 2026 3037 (2) A runway turn pad may be provided to facilitate a 180-degree turn of aircraft where the end of a runway is not served by a taxiway, or a taxiway turnaround and the code letter is A, B, or C. (3) The runway turn pad may be located on either the left or right side of the runway and adjoining the runway pavement at both ends of the runway and at some intermediate locations where deemed necessary. (4) The design of a runway turn pad shall be such that, when the cockpit of the aircraft for which the turn pad is intended remains over the turn pad marking, the clearance distance between any wheel of the aircraft landing gear and the edge of the turn pad shall be not less than that given by the tabulation specified in Table S10-3A of the Tenth Schedule. 75. The longitudinal and transverse slopes on a runway turn pad Slopes on runway shall be sufficient to prevent the accumulation of water on the surface turn pads. and facilitate rapid drainage of surface water, and the slopes shall be the same as those on the adjacent runway pavement surface. 76. The strength of a runway turn pad shall be equal to that of Strength of the adjoining runway which it serves. runway turn pads. 77. (1) The surface of a runway turn pad shall not have surface Surface of runway irregularities that may cause damage to an aircraft using the turn pad. turn pads. (2) The surface of a runway turn pad shall be so constructed or resurfaced as to provide surface friction characteristics at least equal to that of the adjoining runway. 78. (1) The runway turn pads shall be provided with shoulders Shoulders for of such width as is necessary to prevent surface erosion by the jet blast runway turn pads. of the most demanding aircraft for which the turn pad is intended, and any possible foreign object damage to the aircraft engines, and the width of the shoulders shall cover the outer engine of the most demanding aircraft and may be wider than the associated runway shoulders. (2) The strength of runway turn pad shoulders shall be capable of withstanding the occasional passage of the aircraft it is designed to serve without inducing structural damage to the aircraft and to support ground vehicles. 79. A runway and any associated stop ways shall be included in Runway strips a strip. 80. The length of runway strip shall extend before the threshold Length of runway and beyond the end of the runway or stop way for a distance of at strips. least— (a) 60 m where the code number is 2, 3 or 4;  3038 Kenya Subsidiary Legislation, 2026 (b) 60 m where the code number is 1 and the runway is an instrument one; and (c) 30 m where the code number is 1 and the runway is a non- instrument one. 81. (1) The width of a strip including a precision approach Width of runway runway shall, extend laterally to a distance of at least— strips. (a) 140 m where the code number is 3 or 4; and (b) 70 m where the code number is 1 or 2, on each side of the centre line of the runway and its extended centre line throughout the length of the strip. (2) The width of a strip including a non-precision approach runway shall extend laterally to a distance of at least— (a) 140 m where the code number is 3 or 4; and (b) 70 m where the code number is 1 or 2, on each side of the centre line of the runway and its extended centre line throughout the length of the strip. (3) The width of a strip including a non-instrument runway should extend on each side of the centre line of the runway and its extended centre line throughout the length of the strip, to a distance of at least— (a) 75 m where the code number is 3 or 4; (b) 40 m where the code number is 2; and (c) 30 m where the code number is 1. 82. (1) An object that may endanger an aeroplane, during the use Objects on of the runway for landing or take-of, shall not be placed on an runway runway strips. strip. (2) An aerodrome operator shall not permit a fixed object on any part of a runway strip of a precision approach runway delineated by the lower edges of the inner transitional surfaces other than visual aids required for air navigation or those required for aircraft safety purposes, and which must satisfy the relevant frangibility requirement. (3) Subject to sub regulation (2), no mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off.  Kenya Subsidiary Legislation, 2026 3039 83. (1) An aerodrome operator shall provide a graded area on Grading of that portion of the strip of an instrument runway within a distance of at runway strips. least— (a) 75 m where the code number is 3 or 4; and (b) 40 m where the code number is 1 or 2, from the centre line of the runway and its extended centre line. (2) An aerodrome operator shall provide a graded area on that portion of the strip of a non-instrument runway within a distance of at least— (a) 75 m where the code number is 3 or 4; (b) 40 m where the code number is 2; and (c) 30 m where the code number is 1, from the centre line of the runway and its extended centre line. (3) The surface of that portion of a strip that abuts a runway, shoulder or stopway shall be flush with the surface of the runway, shoulder or stopway. (4) That portion of a strip to at least 30 m before a threshold shall be prepared against blast erosion in order to protect a landing aircraft from the danger of an exposed edge. (5) Subject to sub-regulation (4), areas that have paved surfaces shall be able to withstand the occasional passage of the critical aircraft for runway pavement design. 84. (1) A longitudinal slope along that portion of a strip to be Slopes and graded shall not exceed— strength of runway strips. (a) 1.5 per cent where the code number is 4; (b) 1.75 per cent where the code number is 3; (c) 2 per cent where the code number is 1 or 2. (2) Longitudinal slope changes referred to in sub- regulation (1) shall be gradual and abrupt changes or sudden reversals of slopes avoided. (3) Transverse slopes on that portion of a strip to be graded shall be adequate to prevent the accumulation of water on the surface but shall not exceed— (a) 2.5 per cent where the code number is 3 or 4; and  3040 Kenya Subsidiary Legislation, 2026 (b) 3 per cent where the code number is 1 or 2. (4) Subject to sub-regulation (3) the slope for the first 3 m outward from the runway, shoulder or stop way edge shall be negative as measured in the direction away from the runway and may be as great as 5 per cent in order to facilitate drainage. (5) The transverse slopes of any portion of a strip beyond that to be graded shall not exceed an upward slope of 5 per cent as measured in the direction away from the runway. (6) That portion of a strip of an instrument runway within a distance of at least— (a) 75 m where the code number is 3 or 4; and (b) 40 m where the code number is 1 or 2, from the centre line of the runway and its extended centre line shall be so prepared or constructed as to minimize hazards arising from differences in load-bearing capacity to aeroplanes which the runway is intended to serve in the event of an aircraft running off the runway. (7) That portion of a strip containing a non-instrument runway within a distance of at least— (a) 75 m where the code number is 3 or 4; (b) 40 m where the code number is 2; and (c) 30 m where the code number is 1, from the centre line of the runway and its extended centre line shall be so prepared or constructed as to minimize hazards arising from differences in load-bearing capacity to aeroplanes which the runway is intended to serve in the event of an aircraft running off the runway. 85. (1) A runway end safety area shall be provided at each end Runway end of a runway strip where— safety area. (a) the code number is 3 or 4; and (b) the code number is 1 or 2 and the runway is an instrument one. (2) A runway end safety area may be provided at each end of a runway strip where the code number is 1 or 2 and the runway is a non- instrument one. (3) A runway end safety area shall extend from the end of a runway strip to a distance of at least 90 m where—  Kenya Subsidiary Legislation, 2026 3041 (a) the code number is 3 or 4; and (b) the code number is 1 or 2 and the runway is an instrument one. (4) Subject to sub-regulation (3) the length of the runway end safety area may be reduced, based on the design specification if an arresting system is installed, subject to acceptance by the Authority. (5) The width of a runway end safety area shall be at least twice that of the associated runway. (6) An object situated on a runway end safety area which may endanger aeroplanes shall be removed. (7) A runway end safety area shall provide a cleared and graded area for aeroplanes which the runway is intended to serve. (8) The slopes of a runway end safety area shall be such that no part of the runway end safety area penetrates the approach or take-off climb surface. (9) The longitudinal slopes of a runway end safety area shall not exceed a downward slope of 5 percent. (10) Subject to sub regulation (9) longitudinal slope changes shall be gradual with no abrupt changes or sudden reversals of slopes. (11) The transverse slopes of a runway end safety area shall not exceed an upward or downward slope of five per cent. (12) Subject to sub-regulation (11), transitions between differing slopes shall be gradual. (13) A runway end safety area shall be prepared or constructed to reduce the risk of damage to an aircraft undershooting or overrunning the runway to enhance aircraft deceleration and facilitate the movement of rescue and fire fighting vehicles. 86. (1) Clearways where established shall originate at the end of Clearways. the take-off run available. (2) The length of a clearway shall not exceed half the length of the take-off run available. (3) A clearway width shall extend laterally to a distance of at least— (a) 75 m for instrument runways; and  3042 Kenya Subsidiary Legislation, 2026 (b) half of the width of the runway strip for non-instrument runways. (4) The ground in a clearway shall not project above a plane having an upward slope of 1.25 per cent, the lower limit of this plane being a horizontal line which— (a) is perpendicular to the vertical plane containing the runway centre line; and (b) passes through a point located on the runway centre line at the end of the take-off run available. (5) Abrupt upward changes in slope shall be avoided when the slope on the ground in a clearway is relatively small or when the mean slope is upward. (6) Subject to sub-regulation (5), the portion of the clearway within a distance of 22.5 m or half the runway width, whichever is greater, on each side of the extended centre line, the slopes, slope changes and the transition from runway to clearway shall conform with those of the runway with which the clearway is associated. (7) An object situated on a clearway which may endanger aeroplanes in the air shall be removed. 87. (1) An aerodrome operator shall establish a stopway having Stop ways. the same width as the runway with which it is associated as applicable. (2) Slopes and changes in slope on a stop way, and the transition from a runway to a stop way, shall comply with the requirements of the associated runway. (3) A stop way shall be prepared or constructed to support the aircraft without inducing structural damage to the aircraft which it is intended to serve. (4) The surface of a paved stop way shall be so constructed or resurfaced to provide surface friction characteristics at or above those of the associated runway. 88. An aerodrome operator shall ensure that— Taxiway curves. (a) changes in direction of taxiways are as few and small as possible; (b) the radii of the curves are compatible with the manoeuvring capability and normal taxiing speeds of the aircraft for which the taxiway is intended; and  Kenya Subsidiary Legislation, 2026 3043 (c) the design of the curve is such that, when the cockpit of the aircraft remains over the taxiway centre line markings, the clearance distance between the outer main wheels of the aircraft and the edge of the taxiway is not less than those specified for taxiways. 89. (1) An aerodrome operator shall— Junctions and intersections. (a) provide fillets at junctions and intersections of taxiways with runways, aprons and other taxiways to facilitate the movement of aeroplanes; (b) design the fillets to ensure that the minimum wheel clearances specified for Taxiways are maintained when aeroplanes are manoeuvring through the junctions or intersections. 90. (1) The separation distance between the centre line of a Taxiway taxiway and the centre line of a runway, the centre line of a parallel minimum separation taxiway or an object shall not be less than the appropriate dimensions distances. specified Table S10-3C of the Tenth Schedule. (2) Notwithstanding sub-regulation (1), an existing aerodrome may be permitted to operate with lower separation distances if an aeronautical study indicates that such would not adversely affect the safety or significantly affect the regularity of operations of aircraft. 91. (1) The aerodrome operator shall provide taxiway slopes as Slopes on specified in these Regulations. taxiways. (2) The longitudinal slope of a taxiway shall not exceed— (a) 1.5 per cent where the code letter is C, D, E or F; and (b) 3 per cent where the code letter is A or B. (3) The transition from one slope to another where slope changes on a taxiway cannot be avoided shall be accomplished by a curved surface with a rate of change not exceeding— (a) 1 per cent per 30 m (minimum radius of curvature of 3 000 m) where the code letter is C, D, E or F; and (b) 1 per cent per 25 m (minimum radius of curvature of 2 500 m) where the code letter is A or B. (4) The change in slope on a taxiway where it cannot be avoided, shall from any point be —  3044 Kenya Subsidiary Legislation, 2026 (a) 3m above the taxiway and be possible to see the whole surface of the taxiway for a distance of at least 300 m from that point, where the code letter is C, D, E or F; (b) 2m above the taxiway and be possible to see the whole surface of the taxiway for a distance of at least 200 m from that point, where the code letter is B; and (c) 1.5 m above the taxiway and be possible to see the whole surface of the taxiway for a distance of at least 150 m from that point, where the code letter is A. (5) The transverse slopes of a taxiway shall be sufficient to prevent the accumulation of water on the surface of the taxiway and not exceed— (a) 1.5 per cent where the code letter is C, D, E or F; and (b) 2 per cent where the code letter is A or B. 92. The strength of a taxiway shall be at least equal to that of Strength of the runway it serves. taxiways. 93. (1) The surface of a taxiway shall not have irregularities that Surface of cause damage to aeroplane structures. taxiways. (2) The surface of a paved taxiway shall be constructed or resurfaced to provide suitable surface friction characteristics. 94. (1) A rapid exit taxiway shall be designed with a radius of Rapid exit turn taxiways off curve of at least— taxiways (a) 550 m where the code number is 3 or 4; and (b) 275 m where the code number is 1 or 2, to enable exit speeds under wet conditions of— (i) 93 km/h where the code number is 3 or 4; and (ii) 65 km/h where the code number is 1 or 2. (2) The radius of the fillet on the inside of the curve at a rapid exit taxiway shall provide a widened taxiway throat in order to facilitate early recognition of the entrance and turn-off onto the taxiway. (3) A rapid exit taxiway shall include a straight distance after the turn-off curve sufficient for an existing aircraft to come to a full stop clear of any intersecting taxiway. (4) The intersection angle of a rapid exit taxiway with the runway shall not be greater than 45 degrees nor less than 25 degrees.  Kenya Subsidiary Legislation, 2026 3045 95. (1) The width of that portion of a taxiway bridge capable of Taxiways on supporting aeroplanes, as measured perpendicularly to the taxiway bridges. centre line, shall not be less than the width of the graded area of the strip provided for that taxiway. (2) Access shall be provided to allow rescue and fire fighting vehicles to intervene in both directions within the specified response time to the largest aeroplane for which the taxiway bridge is intended. (3) A bridge shall be constructed on a straight section of the taxiway with a straight section on both ends of the bridge to facilitate the alignment of aeroplanes approaching the bridge. 96. (1) Straight portions of a taxiway where the code letter is C, Taxiway D, E or F shall be provided with shoulders which extend symmetrically shoulders. on each side of the taxiway so that the overall width of the taxiway and its shoulders on straight portions is not less than— (a) 44 m where the code letter is F; (b) 38 m where the code letter is E; (c) 34 m where the code letter is D; and (d) 25 m where the code letter is C. (2) The surface of the taxiway shoulder of a taxiway intended to be used by turbine-engine aircraft shall be prepared to resist erosion and the ingestion of the surface material by aircraft engines. 97. (1) A taxiway, other than an aircraft stand taxi-lane, shall be Taxiway strips. included in a strip. (2) A taxiway strip shall extend symmetrically on each side of the centre line of the taxiway throughout the length of the taxiway to at least the distance from the centre line specified in column 11 of Table S10-4 in the Tenth Schedule. (3) An operator shall ensure that the taxiway strip is clear of objects which may endanger taxiing aircraft. (4) The centre portion of a taxiway strip shall provide a graded area to a distance from the centre line of the taxiway of at least— (a) 10.25 m where the OMGWS is up to but not including 4.5 m; (b) 11 m where the OMGWS is 4.5 m up to but not including 6 m; (c) 12.50 m where the OMGWS is 6 m up to but not including 9 m;  3046 Kenya Subsidiary Legislation, 2026 (d) 18.50 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is D; (e) 19 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is E; and (f) 22 m where the OMGWS is 9 m up to but not including 15 m, where the code letter is F. 98. (1) Holding bay shall be provided at aerodromes where the Holding bays, runway traffic density is medium or heavy. runway holding positions, intermediate holding positions and road holding positions. (2) A runway-holding position or positions shall be established— (a) on the taxiway, at the intersection of a taxiway and a runway; and (b) at an intersection of a runway with another runway when the former runway is part of a standard taxi-route. (3) A runway-holding position shall be established on a taxiway if the location or alignment of the taxiway is such that a taxiing aircraft or vehicle can infringe an obstacle limitation surface or interfere with the operation of radio navigation aids. (4) An intermediate holding position shall be established on a taxiway at any point other than a runway-holding position to define a specific holding limit. (5) A road-holding position shall be established at an intersection of a road with a runway. (6) The distance between a holding bay, runway-holding position established at a taxiway/runway intersection or road-holding position and the centre line of a runway shall be in accordance with specifications set out in Table S10-5 of the Tenth Schedule. (7) Subject to sub-regulation (6), the distance shall be such that a holding aircraft or vehicle will not interfere with the operation of radio navigation aids or penetrate the inner transitional surface in the case of a precision approach runway. (8) At elevations greater than 700 m (2300 ft) the distance of 90 m specified in Table S10-5 of the Second Schedule for a precision approach runway code number 4 shall be increased as follows— (a) up to an elevation of 2000 m (6600 ft); 1 m for every 100 m (330 ft) in excess of 700 m (2300 ft);  Kenya Subsidiary Legislation, 2026 3047 (b) elevation in excess of 2 000 m (6600 ft) and up to 4000 m (13320 ft); 13 m plus 1.5 m for every 100 m (330 ft) in excess of 2000 m (6 600 ft); and (c) elevation in excess of 4000 m (13320 ft) and up to 5000 m (16 650 ft); 43 m plus 2 m for every 100 m (330 ft) in excess of 4000 m (13320 ft); (9) If a holding bay, runway-holding position, or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance of 90 m or 107.5 m, as appropriate, specified in Table S10-5 of the Second Schedule shall be further increased 5 m for every metre the bay or position is higher than the threshold. (10) The location of a runway-holding position established in accordance with sub-regulation (3) shall be such that a holding aircraft or vehicle will not infringe the obstacle free zone, approach surface, take-off climb surface or instrument landing system critical or sensitive area or interfere with the operation of radio navigation aids. 99. (1) The aerodrome operator shall provide aprons where Aprons. necessary to permit the on-and off-loading of passengers, cargo, or mail as well as the servicing of aircraft without interfering with the aerodrome traffic. (2) The total apron area shall be adequate to permit safe and expeditious handling of the aerodrome traffic at its maximum anticipated density. (3) Each part of an apron shall be capable of withstanding the traffic of the aircraft it is intended to serve. (4) Slopes on an apron, including those on an aircraft stand taxi- lane, shall be sufficient to prevent accumulation of water on the surface of the apron and be kept as level as drainage requirements permit. (5) On an aircraft stand the maximum slope shall not exceed 1 per cent. (6) An aircraft stand shall provide the following minimum clearances between an aircraft using the stand and any adjacent building, aircraft on another stand and other objects— Code letter Clearance A 3m B 3m C 4.5m D 7.5m E 7.5m F 7.5m  3048 Kenya Subsidiary Legislation, 2026 (7) The aerodrome operator shall take into consideration criteria for safe ground handling during the design of aprons including— (a) sufficient space between aircraft stands to enable personnel and equipment to move safely and efficiently; b) adequate apron markings, apron signs and apron floodlighting; (b) adequate staging and storage areas for ground support equipment (GSE); (c) positioning of fixed ground services; (d) storage areas for unit load devices (ULD); (e) adequate access and egress routes for fuel, GSE and emergency vehicles; (f) clearly delineated and visible access and egress routes for passengers; (g) new technologies (electric charging points, autonomous vehicles.); (h) avoidance of rear of aircraft stand service roads wherever practicable; and appropriate protection for persons, equipment and infrastructure from jet blast and propeller wash. 8. The provisions of sub-regulation (7) shall come into force on the 27th day of November, 2025. 100. (1) The aerodrome operator shall designate an isolated Isolated aircraft aircraft parking position and advise aerodrome control tower of an area parking position. or areas suitable for the parking of an aircraft which is known or believed to be the subject of unlawful interference, or which for other reasons needs isolation from normal aerodrome activities. (2) The isolated aircraft parking position shall be located at the maximum distance practicable and in any case not less than 100 m from other parking positions, buildings, or public areas, among others. (3) The isolated aircraft parking position shall not be located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cables. PART VI – OBSTACLE RESTRICTIONS AND REMOVAL 101. (1) This Part applies to all categories of aerodromes. Application of this Part. (2) This Part shall apply until the 22nd day of November, 2028.  Kenya Subsidiary Legislation, 2026 3049 (3) Subject to sub-regulation (2), obstacle restrictions and removal for obstacle free surfaces and obstacle evaluation surfaces shall be applicable from the 23rd day of November, 2028. (4) The obstacles within the aerodrome boundary and in its vicinity shall be managed in a manner specified under the Sixth Schedule. 102. An aerodrome operator shall— Establishment of obstacle limitation surfaces. (a) establish obstacle limitation surfaces for an aerodrome in accordance with these regulations; (b) monitor the established obstacle limitation surfaces around the aerodrome for infringement by objects, buildings, or other structures; (c) establish a systematic means of surveying and monitoring any object that penetrates obstacle limitation surfaces around the aerodrome and report any penetration immediately to the Authority; (d) notify through the aeronautical information services any object that penetrates obstacle limitation surfaces around the aerodrome; and (e) work jointly with the Authority to plan and determine the allowable height limits for new developments in the vicinity of and outside its aerodrome and the type of instrument or visual flight operations that may be permitted taking the obstacle survey plan into account. 103. The obstacle limitation surfaces established under these Obstacle Regulations shall comprise the following surfaces as specified in figure limitation surfaces. S10-4 and S10-5 of the Tenth Schedule— (a) conical surface; (b) inner horizontal surface; (c) approach surface; (d) inner approach surface; (e) transitional surface; (f) inner transitional surface; and (g) balked landing surface.  3050 Kenya Subsidiary Legislation, 2026 104. (1) Conical surface shall be a surface sloping upwards and Conical surfaces. outwards from the periphery of the inner horizontal surface. (2) The limits of the conical surface shall comprise— (a) a lower edge coincident with the periphery of the inner horizontal surface; and (b) an upper edge located at a specified height above the inner horizontal surface. (3) The slope of the conical surface shall be measured in a vertical plane perpendicular to the periphery of the inner horizontal surface. 105. (1) Inner horizontal surface shall be a surface located in a Inner horizontal horizontal plane above an aerodrome and its environs. surfaces. (2) The radius or outer limits of the inner horizontal surface shall be measured from a reference point or points established for such purpose. (3) The height of the inner horizontal surface shall be measured above an elevation datum established for such purpose. 106. (1) Approach surface shall be an inclined plane or Approach surface. combination of planes preceding the threshold. (2) The limits of the approach surface shall comprise— (a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located at a specified distance before the threshold; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the runway; and (c) an outer edge parallel to the inner edge; and (d) the above surfaces shall be varied when lateral offset, offset or curved approaches are utilized, specifically, two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the lateral offset, offset or curved ground track. (3) The elevation of the inner edge shall be equal to the elevation of the midpoint of the threshold. (4) The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the runway.  Kenya Subsidiary Legislation, 2026 3051 107. (1) Inner approach surface shall be a rectangular portion Inner approach surface of the approach surface immediately preceding the threshold. surface. (2) The limits of the inner approach surface shall comprise— (a) an inner edge coincident with the location of the inner edge of the approach surface but of its own specified length; (b) two sides originating at the ends of the inner edge and extending parallel to the vertical plane containing the centre line of the runway; and (c) an outer edge parallel to the inner edge. 108. (1) Transitional surface shall be a complex surface along the Transitional side of the strip and part of the side of the approach surface, that slopes surface. upwards and outwards to the inner horizontal surface. (2) The limits of the transitional surface shall comprise— (a) a lower edge beginning at the intersection of the side of the approach surface with the inner horizontal surface and extending down the side of the approach surface to the inner edge of the approach surface and from there along the length of the strip parallel to the runway centre line; and (b) an upper edge located in the plane in the inner horizontal surface. (3) The elevation of a point on the lower edge shall be— (a) along the side of the approach surface – equal to the elevation of the approach surface at that point; and (b) along the strip – equal to the elevation of the nearest point on the centre line of the runway or its extension. (4) Pursuant to sub-regulation (3)(b) the transitional surface along the strip shall be curved if the runway profile is curved, or a plane if the runway profile is a straight line; the intersection of the transitional surface with the inner horizontal surface shall also be a curved or a straight line depending on the runway profile. (5) The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the runway. 109. (1) Inner transitional surface shall be a surface similar to the Inner transitional transitional surface but closer to the runway. surface. (2) The limits of an inner transitional surface shall comprise—  3052 Kenya Subsidiary Legislation, 2026 (a) a lower edge beginning at the end of the inner approach surface and extending down the side of the inner approach surface to the inner edge of that surface, from there along the strip parallel to the runway centre line to the inner edge of the balked landing surface and from there up the side of the balked landing surface to the point where the side intersects the inner horizontal surface; and (b) an upper edge located in the plane of the inner horizontal surface. (3) The elevation of a point on the lower edge shall be— (a) along the side of the inner approach surface and balked landing surface – equal to the elevation of the particular surface at that point; and (b) along the strip – equal to the elevation of the nearest point on the centre line of the runway or its extension. (4) The slope of inner transitional surface shall be measured in a vertical plane at right angles to the centre line of the runway. 110. (1) Balked landing surface shall be an inclined plane surface Balked landing located at a specified distance after the threshold, extending between surface. the inner transitional surfaces. (2) The limits of the balked landing surface shall comprise— (a) an inner edge horizontal and perpendicular to the centre line of the runway and location at a specified distance after the threshold; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the vertical plane containing the centre line of the runway; and (c) an outer edge parallel to the inner edge and located in the plane of the inner horizontal surface. (3) The elevation of the inner edge shall be equal to the elevation of the runway centre line at the location of the inner edge. (4) The slope of the balked landing surface shall be measured in the vertical plane containing the centre line of the runway. 111. (1) Take-off climb surface shall be an inclined plane or Take-off climb other specified surface beyond the end of a runway or clearway. surface. (2) The limits of the take-off climb surface shall comprise—  Kenya Subsidiary Legislation, 2026 3053 (a) an inner edge horizontal and perpendicular to the centre line of the runway and located either at a specified distance beyond the end of the runway or at the end of the clearway when such is provided and its length exceeds the specified distance; (b) two sides originating at the ends of the inner edge, diverging uniformly at a specified rate from the take-off track to a specified final width and continuing thereafter at that width for the remainder of the length of the take-off climb surface; and (c) an outer edge horizontal and perpendicular to the specified take-off track. (3) The elevation of the inner edge shall be equal to the highest point on the runway centre line between the end of the runway and the inner edge. (4) Subject to sub-regulation (3), when a clearway is provided, the elevation shall be equal to the highest point on the ground on the centre line of the clearway. (5) The slope of the take-off climb surface shall be measured in the vertical plane containing the centre line of the runway for a straight take-off flight path. (6) The take-off climb surface shall be a complex surface containing the horizontal normal to its centre line, and the slope of the centre line as specified in sub-regulation (5) in the case of a take-off flight path involving a turn. 112. (1) The aerodrome operator shall establish the following Obstacle obstacle limitation surfaces for a non- instrument runway— limitation requirements for non-instrument runways. (a) conical surface; (b) inner horizontal surface; (c) approach surface; and (d) transitional surfaces (2) The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table S10-6 of the Tenth Schedule. (3) New or extensions of existing objects shall not be permitted above an approach or transitional surface. (4) Subject to sub-regulation (3), the new object or extension may be permitted if shielded by an existing immovable object.  3054 Kenya Subsidiary Legislation, 2026 (5) The circumstances under which the shielding principle may reasonably be applied are described in the Seventh Schedule. (6) New objects or extensions of existing objects shall not be permitted above the conical surface or inner horizontal surface. (7) Subject to sub-regulation (6), the object may be permitted if shielded by an existing immovable object, or after an aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aircraft. (8) Existing objects above any of the surfaces required by sub- regulation (1) shall as far as practicable be removed. (9) Notwithstanding sub-regulation (8), the object may be permitted if shielded by an existing immovable object , or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. (10) Future development of an instrument runway and consequent requirement for more stringent obstacle limitation surfaces shall be taken into account when considering proposed construction. 113. (1) The aerodrome operator shall establish the following Obstacle obstacle limitation surfaces for a non-precision approach runway— limitation requirements for non-precision approach runways. (a) conical surface; (b) inner horizontal surface; (c) approach surface; and (d) transitional surfaces. (2) The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table S10-6 of the Tenth Schedule. (3) Notwithstanding sub-regulation (2), the approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects— (a) a horizontal plane 150m above the threshold elevation; or (b) the horizontal plane passing through the top of any object that governs the obstacle clearance altitude/height (OCA/H), whichever is the higher.  Kenya Subsidiary Legislation, 2026 3055 (4) New or extensions of existing objects shall not be permitted above an approach surface within 3,000m of the inner edge or above a transitional surface (5) Subject to sub-regulation (4), the new object or extension may be permitted if shielded by an existing immovable object. (6) New or extensions of existing objects shall not be permitted above the approach surface beyond 3 000m from the inner edge, the conical surface or inner horizontal surface. (7) Subject to sub-regulation (6), the object may be permitted if shielded by an existing immovable object, or after an aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aircraft. (8) Existing objects above any of the surfaces required by sub- regulation (1) shall as far as practicable be removed except when the object is shielded by an existing immovable object, or after an aeronautical study it is determined that the object would not adversely affect the safety of aeroplane operations. 114. (1) The aerodrome operator shall establish the following Obstacle obstacle limitation surfaces for a precision approach runway category limitation requirements for I— precision approach runways. (a) conical surface; (b) inner horizontal surface; (c) approach surface; and (d) transitional surfaces. (2) The following obstacle limitation surfaces may be established for a precision approach runway category I— (a) inner approach surface; (b) inner transitional surfaces; and (c) balked landing surface. (3) The following obstacle limitation surfaces shall be established for a precision approach runway category II or III— (a) conical surface; (b) inner horizontal surface;  3056 Kenya Subsidiary Legislation, 2026 (c) approach surface and inner approach surface; (d) transitional surfaces; (e) inner transitional surfaces; and (f) balked landing surface. (4) The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table S10-6 of the Tenth Schedule. (5) Notwithstanding sub-regulation (4), the approach surface shall be horizontal beyond the point at which the 2.5 per cent slope intersects— (a) a horizontal plane 150m above the threshold elevation; or (b) the horizontal plane passing through the top of any object that governs the obstacle clearance limit, whichever is the higher. (6) Fixed objects shall not be permitted above the inner approach surface, the inner transitional surface and the balked landing surface. (7) Notwithstanding sub-regulation (6), frangible objects which because of their function must be located on the strip may be permitted. (8) mobile objects shall not be permitted above the surfaces specified in sub-regulation (6) during the use of the runway for landing. (9) New or extensions of existing objects shall not be permitted above an approach surface or a transitional surface. (10) Notwithstanding sub-regulation (9), new object or extension of existing objects may be permitted if shielded by an existing immovable object. (11) New objects or extensions of existing objects shall not be permitted above the conical surface and the inner horizontal surface. (12) Existing objects above an approach surface, a transitional surface, the conical surface and inner horizontal surface shall be removed. (13) Notwithstanding sub-regulations (11) and (12), the object may be permitted if shielded by an existing immovable object, or after an aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aircraft.  Kenya Subsidiary Legislation, 2026 3057 115. (1) The aerodrome operator shall establish take-off climb Obstacle surface for a runway meant for take-off. limitation Requirements for runways meant for take-off. (2) The dimension of the surface shall be not less than the dimensions specified in Table S10-7 of the Tenth Schedule. (3) Notwithstanding subregulation (2), a lesser length may be adopted for the take-off climb surface where such lesser length would be consistent with procedural measures adopted to govern the outward flight of aeroplanes. (4) New objects or extensions of existing objects shall not be permitted above a take-off climb surface. (5) Notwithstanding subregulation (4), new object or extension of existing objects may be permitted if shielded by an existing immovable object. (6) Where no object reaches the 2 per cent (1:50) take-off climb surface, new objects shall be limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 per cent (1:62.5). (7) Existing objects that extend above a take-off climb surface shall as far as practicable be removed. (8) Notwithstanding sub-regulation (7), the object may be permitted if is shielded by an existing immovable object, or after an aeronautical study determines that the object would not adversely affect the safety or significantly affect the regularity of operations of aircraft. 116. (1) A person shall seek permission from the Authority Objects outside concerning proposed construction beyond the limits of the obstacle obstacle limitation surfaces limitation surfaces that extend above a height established by the Authority. (2) Subject to sub-regulation (1), the Authority may permit the conduct of an aeronautical study on the effect of such construction on the operation of aircraft. (3) In areas beyond the limits of the obstacle limitation surfaces, at least those objects that extend to a height of 150 m or more above ground elevation shall be regarded as obstacles, unless a special aeronautical study indicates that they do not constitute a hazard to operations of aeroplanes. 117. (1) Objects that do not project through the approach Other objects. surfaces, but which would adversely affect the optimum siting or performance of visual or non-visual aids shall be removed.  3058 Kenya Subsidiary Legislation, 2026 (2) The Authority shall direct removal of objects that endanger aircraft operations on the movement area or in the air within the limits of the inner horizontal and conical surfaces which have been regarded as obstacles following an aeronautical study. 118. (1) A person shall not construct a building or a structure Authorisation to within the vicinity of an aerodrome unless authorised by the Authority. construct and erect structures. (2) Notwithstanding sub-regulation (1), a person shall not construct a building, a structure or any object that may endanger operations of aircraft in any part of Kenya beyond the vicinity of the aerodrome unless authorised by the authority. (3) Where the Authority is consulted regarding a proposed construction, the Authority may require an aeronautical study to be undertaken to establish the effect of the construction on operation of aircraft. (4) A person shall not cause or permit any object, to penetrate the obstacle limitation surface, without the written permission of the Authority, where the object may cause an increase in an obstacle clearance altitude or in the height for an instrument approach procedure or of any associated visual circling procedure. (5) To cater for public interest, the Authority may consult other relevant agencies before authorization to erect an obstacle is issued. (6) The Authority on receipt of application for proposed development deemed to affect safe aircraft operations, shall process the application in coordination with relevant agencies, where deemed necessary. 119. (1) A person shall remove any obstacle which, in the Removal of opinion of the Authority, constitutes a hazard to aircraft operations. obstacle. (2) Where an owner fails to remove an obstacle as directed by the Authority, the Authority shall take necessary action to have the obstacle removed at the cost of the owner. PART VII-VISUAL AIDS FOR NAVIGATION 120. (1) This Part applies to all categories of aerodromes. Application of this Part. (2) Any colours for aeronautical ground lights, markings, signs and panels provided for in this Part shall be in accordance with the appropriate specifications in the Eighth Schedule. 121. (1) An aerodrome operator shall provide and maintain at Wind direction least one wind direction indicator for an aerodrome. indicators. (2) The wind direction indicator required under sub-regulation (1) shall be—  Kenya Subsidiary Legislation, 2026 3059 (a) located to be visible to an aircraft in flight or on the movement area and be free from the effects of air disturbances caused by nearby objects; (b) in the form of a truncated cone made of fabric and shall have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m; and (c) constructed to give a clear indication of the direction of the surface wind and a general indication of the wind speed. (3) The colour or colours shall be selected to make the wind direction indicator clearly visible and understandable from a height of at least 300m, having regard to background. (4) A single colour, preferably white or orange, may be used. (5) Where a combination of two colours is required to give adequate conspicuity against changing backgrounds, they may preferably be orange and white, red and white, or black and white, and shall be arranged in five alternate bands, the first and last bands being the darker colour. (6) The location of at least one wind direction indicator shall be marked by a circular band 15m in diameter and 1.2 m wide. (7) Subject to sub-regulation (6), the band shall be centred about the wind direction indicator support and be in a colour chosen to give adequate conspicuity, preferably white. 122. (1) A landing direction indicator where provided shall be Landing direction located in a conspicuous place on the aerodrome. indicator. (2) The landing direction indicator shall be in the form of a “T”. (3) The shape and minimum dimensions of a landing “T” shall be as specified in figure S10-6 of the Second Schedule. (4) The colour of the landing “T” shall be either white or orange, the choice being dependent on the colour that contrasts best with the background against which the indicator will be viewed. (5) The landing “T”, where required for use at night shall either be illuminated or outlined by white lights. 123. (1) An aerodrome operator shall provide a signalling lamp at Signalling lamp. an aerodrome control tower. (2) The signalling lamp provided in sub-regulation (1) shall be capable of producing red, green, and white signals, and—  3060 Kenya Subsidiary Legislation, 2026 (a) being aimed manually at any target as required; and (b) giving a signal in any one colour followed by a signal in either of the two other colours. (3) The beam spread shall be not less than 1 degrees nor greater than 3 degrees, with negligible light beyond 3 degrees. (4) When the signalling lamp is intended for use in the daytime the intensity of the coloured light shall be not less than 6 000 cd. 124. (1) A signal area where provided, shall be located to be Signal panels and visible for all angles of azimuth above an angle of 10° above the signal area. horizontal when viewed from a height of 300 m. (2) The signal area shall be an even horizontal surface at least 9 m square. (3) The colour of the signal area shall be chosen to contrast with the colours of the signal panels used and surrounded by a white border not less than 0.3 m wide. Markings 125. An aerodrome operator shall provide markings for paved Pavement runways, taxiways, aprons and airside roads in accordance with these markings. Regulations. 126. (1) At an intersection of two or more runways, the markings Interruption of of the more important runway, except for the runway side stripe runway markings. marking, shall be displayed and the markings of the other runway interrupted. (2) Subject to sub-regulation (1), the runway side stripe marking of the more important runway may be continued across the intersection or interrupted. (3) The order of importance of runways for the display of runway markings shall be as follows— (a) 1st — precision approach runway (b) 2nd — non-precision approach runway; and (c) 3rd — non-instrument runway. (4) The markings of the runway at an intersection of a runway and taxiway shall be displayed and the markings of the taxiway interrupted. (5) Notwithstanding sub-regulation (4), the runway side stripe markings may be interrupted.  Kenya Subsidiary Legislation, 2026 3061 127. (1) Runway markings shall be white in colour. Colour and conspicuity. (2) Taxiway markings, runway turn pad markings and aircraft stand markings shall be yellow in colour. (3) Apron safety-lines shall be of a conspicuous colour, which shall contrast with that used for aircraft stand markings. (4) Pavement markings shall be made with reflective materials designed to enhance the visibility of the markings at aerodromes where operations take place at night. 128. (1) A runway designation marking shall be provided at the Runway thresholds of a paved runway. designation marking. (2) A runway designation marking shall be located at a threshold as specified in figure S10-7 of the Second Schedule. (3) A runway designation marking shall consist of a two-digit number and on parallel runways be supplemented with a letter provided that, on a single runway, dual parallel runways and triple parallel runways the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. (4) On four or more parallel runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic azimuth and the other set of adjacent runways numbered to the next nearest one- tenth of the magnetic azimuth provided that, when the above rule would give a single digit number, it shall be preceded by a zero. (5) In the case of parallel runways, each runway designation number shall be supplemented by a letter as follows, in the order shown from left to right when viewed from the direction of approach— (a) for two parallel runways: “L” “R”; (b) for three parallel runways: “L” “C” “R”; (c) for four parallel runways: “L” “R” “L” “R”; (d) for five parallel runways: “L” “C” “R” “L” “R” or “L” “R” “L” “C” “R”; and (e) for six parallel runways: “L” “C” “R” “L” “C” “R”. (6) The numbers and letters shall be in the form and proportion as specified in figure S10-8 of the Second Schedule. (7) Subject to sub-regulation (6), the dimensions shall be not less than those specified in figure S10-8 of the Second Schedule.  3062 Kenya Subsidiary Legislation, 2026 (8) Pursuant to sub-regulation (7), larger dimensions shall be used in order to adequately fill the gap between the stripes of the threshold marking where the numbers are incorporated in the threshold marking. 129. (1) A runway centre line marking shall be provided on a Runway paved runway. centreline marking. (2) A runway centre line marking shall be located along the centre line of the runway between the runway designation markings as specified in figure S10-7 of the Second Schedule. (3) A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. (4) The length of— (a) a stripe and the gap shall be not less than 50 m or more than 75 m; and (b) each stripe shall be at least equal to the length of the gap or 30 m, whichever is greater. (5) The width of the stripes shall be not less than— (a) 0.90 m on precision approach category II and III runways; (b) 0.45 m on non-precision approach runways where the code number is 3 or 4, and precision approach category I runways; and (c) 0.30 m on non-precision approach runways where the code number is 1 or 2, and on non-instrument runways. (6) The stripes of the threshold marking shall commence 6 m from the threshold as specified in figure S10-7 of the Second Schedule. 130. (1) A threshold marking shall be provided at the threshold of Threshold a paved instrument runway, and of a paved non- instrument runway marking. where the code number is 3 or 4 (2) Subject to sub-regulation (1), threshold marking shall be provided at the threshold of paved runways where the code number is 1 or 2 and additional conspicuity of the beginning of the runway available for landing is necessary. (4) The stripes of the threshold marking shall commence 6 m from the threshold. (5) A runway threshold marking shall consist of a pattern of  Kenya Subsidiary Legislation, 2026 3063 longitudinal stripes of uniform dimensions disposed symmetrically about the centre line of a runway as specified in figure S10-7 (A) and (B) of the Second Schedule for a runway width of 45 m. (6) Subject to sub regulation (5), the number of stripes shall be in accordance with the runway width as follows— Runway width Number of stripes 18 m 4 23m 6 30m 8 45m 12 60m 16 (7) Notwithstanding sub regulation (6) non-precision approach and non-instrument runways 45 m or greater in width, shall be as specified in figure S10-7(C) of the Second Schedule. (8) The stripes shall extend laterally to within 3 m of the edge of a runway or to a distance of 27 m on either side of a runway centre line, whichever results in the smaller lateral distance. (9) A minimum of three stripes shall be placed on each side of the centre line of the runway where a runway designation marking is placed within a threshold marking. (10) The stripes shall be continued across the runway where a runway designation marking is placed above a threshold marking. (11) The stripes shall be at least 30 m long and approximately 1.80 m wide with spacing of approximately 1.80 m between them. (12) Notwithstanding sub-regulation (11), a double spacing shall be used to separate the two stripes nearest the centre line of the runway where the stripes are continued across a runway, and where the designation marking is included within the threshold marking the spacing shall be 22.5 m. (13) Where a threshold is displaced from the extremity of a runway or where the extremity of a runway is not square with the runway centre line, a transverse stripe as specified in figure S10-9(B) of the Second Schedule shall be added to the threshold marking. 131. (1) The aerodrome operator shall establish a transverse Transverse stripe. stripe where a threshold is displaced from the extremity of a runway or where the extremity of a runway is not square with the runway centre line as specified in the Second Schedule (figure S10-9) and be added to threshold marking.  3064 Kenya Subsidiary Legislation, 2026 (2) A transverse stripe shall be not less than 1.80 m wide. 132. (1) A runway threshold that is permanently displaced shall Runway be provided with arrows indicating the portion of the runway before the displacement arrows. displaced threshold as specified in figure S10-9) (B) of the Second Schedule. (2) Subject to sub-regulation (1), when a runway threshold is temporarily displaced from the normal position, it shall be marked as prescribed by the Authority. (3) A runway threshold that is temporarily displaced from the normal position, shall be marked as specified in figures S10-9(A) or (B) of the Second Schedule, and all markings prior to the displaced threshold obscured except the runway centre line marking, which shall be converted to arrows. 133. (1) An aerodrome operator shall provide an aiming point Aiming point marking at each approach end of a paved instrument runway where the marking. code number is 2, 3 or 4. (2) The aiming point marking shall commence no closer to the threshold than the distance indicated in the appropriate column of Table S10-8 of the Second Schedule. (3) Notwithstanding sub-regulation (2), for a runway equipped with a precision approach path indicator system, the beginning of the marking shall be coincident with the visual approach slope origin. (4) An aiming point marking shall consist of two conspicuous stripes. (5) The dimensions of the stripes and the lateral spacing between their inner sides shall be in accordance with the provisions of the appropriate column of Table S10-8 in the Tenth Schedule. (6) The lateral spacing between the markings shall be the same as that of the touch-down zone marking where a touchdown zone marking is provided. 134. (1) An aerodrome operator shall provide a touchdown zone Touchdown zone marking in the touchdown zone of a paved precision approach runway marking. where the code number is 2, 3 or 4. (2) A touchdown zone marking shall be provided in the touchdown zone of a paved non-precision approach or non-instrument runway where the code number is 3 or 4. (3) A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the runway centre line with the number of such pairs related to the landing distance available.  Kenya Subsidiary Legislation, 2026 3065 (4) Subject to sub-regulation (3), the markings to be displayed at both the approach directions of a runway shall be in accordance with the following tabulation— Landing distance available or the Pair(s) of distance between thresholds markings Less than 900 m 1 900m up to but not including 1 200 m 2 1,200m up to but not including 1 500 m 3 1,500m up to but not including 2 400 m 4 2400m or more 6 (5) A touchdown zone marking shall conform to either of the two patterns specified in figure S10-10 of the Second Schedule. (6) The markings shall be not less than— (a) 22.5 m long and 3 m wide for the pattern specified in figure S10-10) (A) of the Second Schedule; and (b) 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent stripes for the pattern specified in figure S10-10) (B) of the Second Schedule each stripe of each marking. (7) The lateral spacing between the inner sides of the rectangles shall be equal to that of the aiming point marking where provided. (8) The lateral spacing between the inner sides of the rectangles shall correspond to the lateral spacing specified for the aiming point marking in specified in columns 2, 3, 4 or 5 of Table S10-8 in the Second Schedule where an aiming point marking is not provided. (9) The pairs of markings shall be provided at longitudinal spacing of 150 m beginning from the threshold. (10) Notwithstanding sub-regulation (9) pairs of touchdown zone markings coincident with or located within 50 m of an aiming point marking shall be deleted from the pattern. (11) On a non-precision approach runway where the code number is 2, an additional pair of touchdown zone marking stripes shall be provided 150 m beyond the beginning of the aiming point marking. 135. (1) A runway side stripe marking shall be provided between Runway side the thresholds of a paved runway. stripe marking. (2) A runway side stripe marking shall consist of two stripes, one placed along each edge of the runway with the outer edge of each stripe  3066 Kenya Subsidiary Legislation, 2026 approximately on the edge of the runway. (3) Notwithstanding sub-regulation (2), the stripes shall be located 30 m from the runway centre line where the runway is greater than 60 m in width. (4) The runway side stripe marking shall be continued between the runway and the runway turn pad where a runway turn pad is provided. (5) A runway side stripe shall have an overall width of at least 0.9 m on runways 30 m or more in width and at least 0.45 m on narrower runways. 136. (1) Taxiway centre line marking shall be provided on a Taxiway paved taxiway and apron where the code number is 3 or 4 to provide centreline marking. continuous guidance between the runway centre line and aircraft stands. (2) Taxiway centre line marking may be provided on a paved taxiway and apron where the code number is 1 or 2 to provide continuous guidance between the runway centre line and aircraft stands. (3) Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi-route and— (a) there is no runway centre line marking; or (b) where the taxiway centre line is not coincident with the runway centre line. (4) Enhanced taxiway centre line marking may be provided where it is necessary to denote the proximity of a runway holding position. (5) Enhanced taxiway centre line marking shall be installed at each taxiway/runway intersection where provided. (6) The taxiway centre line marking shall be located along the taxiway centre line on a straight section of a taxiway. (7) The taxiway centre line marking shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve, on a taxiway curve. (8) The taxiway centre line marking shall be curved into the runway centre line marking at an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway. (9) The taxiway centre line marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a  Kenya Subsidiary Legislation, 2026 3067 distance of at least 30 m where the code number is 1 or 2. (10) The enhanced taxiway centre line marking where provided shall— (a) extend from the runway-holding position to a distance of up to 47m in the direction of travel away from the runway and shall be marked as specified in figure S10-11of the Second Schedule; (b) be interrupted 0.9 m prior to and after the intersected runway-holding position marking for a precision approach category II or III runway that is located within 47 m of the first runway-holding position marking; (c) continue beyond the intersected runway-holding position marking for at least three dashed line segments or 47 m from start to finish, whichever is greater; and (d) be interrupted 1.5 m prior to and after the point where the intersected taxiway centre line crosses the enhanced taxiway centre line if the enhanced taxiway centre line marking continues through a taxiway or taxiway intersection that is located within 47 m of the runway-holding position marking. (11) Notwithstanding sub-regulation (10), where— (a) two taxiway centre lines converge at or before the runway- holding position marking, the inner dashed line shall not be less than 3 m in length; (b) there are two opposing runway-holding position markings and the distance between the markings is less than 94 m, the enhanced taxiway centre line markings shall extend over this entire distance. (12) Subject to sub-regulation (11)(b) the enhanced taxiway centre line markings shall not extend beyond either runway-holding position marking. (13) A taxiway centre line marking shall be at least 15cm in width and continuous in length except where it intersects with a runway-holding position marking or an intermediate holding position marking. (14) Enhanced taxiway centre line marking shall be shown in figure S10-12 of the Tenth Schedule. 137. (1) An aerodrome operator shall provide a runway turn pad Runway turn pad marking where a runway turn pad is provided for continuous guidance marking. to enable an aeroplane to complete a 180–degree turn and align with runway centre line.  3068 Kenya Subsidiary Legislation, 2026 (2) The runway turn pad marking shall be curved from the runway centre line into the turn pad and the intersection angle of the runway turn pad marking with the runway centre line not greater than 30 degrees. (3) The runway turn pad marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. (4) The design of the turn pad marking shall be such that when the cockpit of the aircraft remains over the runway turn pad marking, the clearance distance between any wheel of the aircraft landing gear and the edge of the runway turn pad should be not less than those specified in these Regulations. 138. (1) A runway-holding position marking shall be displayed Runway-holding along a runway-holding position. position marking. (2) At an intersection of a taxiway and a non-instrument, non- precision approach or take-off runway, the runway holding position marking shall be as specified in pattern A of figure S10-11 of the Second Schedule. (3) Where a single runway-holding position is provided at an intersection of a taxiway and a precision approach category I, II or III runway, the runway-holding position marking shall be as specified in pattern A of figure S10-11 of the Second Schedule. (4) Where two or three runway-holding positions are provided at such an intersection, the runway-holding position marking closest to the runway shall be as specified in pattern A of figure S10-11 in the Second Schedule. (5) Subject to sub-regulation (4), the runway-holding position markings farther from the runway shall be as specified in pattern B of figure S10-11 in the Second Schedule. (6) The runway-holding position marking displayed at a runway- holding position established in accordance with these regulations shall be as specified in pattern A of figure S10-11 in the Second Schedule. (7) The dimensions of runway-holding position markings until the 26th day of November, 2026, shall be as specified in pattern A1 or A2 or pattern B1 or B2, as appropriate, of figure S10-13 in the Second Schedule. (8) The dimensions of runway-holding position markings as of the 26 day of November 2026, shall be as specified in pattern (A2) or  Kenya Subsidiary Legislation, 2026 3069 pattern (B2), as appropriate, in figure S10-13 of the Second Schedule. (9) Where increased conspicuity of the runway-holding position is required, the runway-holding position marking shall be done as appropriate. (10) The runway-holding position marking displayed at a runway/runway intersection shall be perpendicular to the centre line of the runway forming part of the standard taxi-route. (11) Subject to sub-regulation (10) the pattern of the marking shall be as specified in figure S10-13 of the Second Schedule. 139. (1) An intermediate holding position marking shall be Intermediate displayed along an intermediate holding position. holding position marking. (2) Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it shall be — (a) located across the taxiway at sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft; and (b) coincident with a stop bar or intermediate holding position lights, where provided. (3) An intermediate holding position marking shall consist of a single broken line as specified in figure S10-11 of the Second Schedule. 140. (1) A VOR aerodrome checkpoint where established shall VOR aerodrome be indicated by a VOR aerodrome checkpoint marking and sign. checkpoint marking. (2) A VOR aerodrome checkpoint marking shall be centred on the spot at which an aircraft is to be parked to receive the correct VOR signal. (3) A VOR aerodrome checkpoint marking shall consist of a circle 6 m in diameter and have a line width of 15 cm as specified in Figure S10-14 of the Second Schedule. (4) A VOR aerodrome checkpoint sign shall be white in colour. 141. (1) An aerodrome operator shall provide aircraft stand Aircraft stand markings for designated parking positions on a paved apron. marking. (2) Aircraft stand markings on a paved apron shall be located so as to provide the clearances specified in these regulations when the nose wheel follows the stand marking. (3) Aircraft stand markings shall include such elements as stand identification, lead-in line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the parking configuration and  3070 Kenya Subsidiary Legislation, 2026 to complement other parking aids. (4) An aircraft stand identification consisting of letter or number shall be included in the lead-in line a short distance after the beginning of the lead-in line. (5) Subject to sub regulation (4), the height of the identification shall be adequate to be readable from the cockpit of aircraft using the stand. (6) Where two sets of aircraft stand markings are superimposed on each other in order to permit more flexible use of the apron, the identification of the aircraft for which each set of markings is intended shall be added to the stand identification. (7) Lead-in, turning and lead-out lines shall normally be continuous in length and have a width of not less than 15 cm. (8) Subject to sub regulation (7), where one or more sets of stand markings are superimposed on a stand marking, the lines shall be continuous for the most demanding aircraft and broken for other aircraft. (9) The curved portions of lead-in, turning and lead-out lines shall have radii appropriate to the most demanding aircraft type for which the markings are intended. (10) Arrows pointing in the direction to be followed shall be added as part of the lead-in and lead-out lines where it is intended that an aircraft proceed in one direction only. (11) A turn bar shall be located at right angles to the lead-in line, abeam the left pilot position at the point of initiation of any intended turn. (12) the turn bar shall have a length and width of not less than 6 m and 15 cm, respectively, and include an arrowhead to indicate the direction of turn. 142. (1) An aerodrome operator shall provide apron safety lines Apron safety on a paved apron. lines. (2) Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment to provide safe separation from aircraft. (3) Apron safety lines shall include such elements as wing tip clearance lines and service road boundary lines. (4) An apron safety line shall be continuous in length and at least 10 cm in width. 143. (1) An aerodrome operator shall provide road-holding Road-holding  Kenya Subsidiary Legislation, 2026 3071 position markings at all road entrances to a runway. position marking. (2) The road-holding position marking provided under subregulation (1) shall be located across the road at all the holding positions. (3) The road-holding position marking shall be in accordance Cap. 403. with the Traffic Act. 144. (1) An aerodrome operator shall provide a mandatory Mandatory instruction marking on the surface of the pavement where it is instruction markings. impracticable to install a mandatory instruction sign in accordance with these Regulations. (2) The mandatory instruction marking on taxiways where the code letter is A, B, C or D shall be located across the taxiway equally placed about the taxiway centre line and on the holding side of the runway-holding position marking as specified in figure S10-11 A of the Second Schedule. (3) Subject to sub-regulation (2), the distance between the nearest edge of the marking and the runway-holding position marking or the taxiway centre line marking shall be not less than 1 m. (4) The mandatory instruction marking on taxiways where the code letter is E or F shall be located on both sides of the taxiway centre line marking and on the holding side of the runway-holding position marking as specified in Figure S10-11 B of the Second Schedule. (5) Subject to sub-regulation (4), the distance between the nearest edge of the marking and the runway-holding position marking or the taxiway centre line marking shall be not less than 1 m. (6) A mandatory instruction marking shall consist of an inscription in white on a red background. (7) Notwithstanding sub-regulation (6), the inscription for a “NO ENTRY” marking shall provide information identical to that of the associated mandatory instruction sign. (8) A “NO ENTRY” marking shall consist of an inscription in white reading “NO ENTRY” on a red background. (9) The mandatory instruction marking shall include an appropriate border, preferably white or black where there is insufficient contrast between the marking and the pavement surface. (10) The character height shall be 4 m for inscriptions where the code letter is C, D, E or F, and 2 m where the code letter is A or B. (11) Subject to sub-regulation (10), the inscriptions shall be in the  3072 Kenya Subsidiary Legislation, 2026 form and proportions as specified in the Tenth Schedule. (12) The background of the mandatory instruction marking shall be rectangular and extend a minimum of 0.5 m laterally and vertically beyond the extremities of the inscription. 145. (1) An aerodrome operator shall install information marking Information on the surface of the pavement where an information sign is required marking. but is physically impossible to install. (2) An information marking shall consist of— (a) an inscription in yellow upon a black background, when it replaces or supplements a location sign; (b) an inscription in black upon a yellow background, when it replaces or supplements a direction or destination sign. (3) Where there is insufficient contrast between the marking background and the pavement surface, the marking shall include— (a) a black border where the inscriptions are in black; and (b) a yellow border where the inscriptions are in yellow. (3) Without prejudice to the generality of sub-regulation (1), the location, characteristics, intensity control and settings of aeronautical ground lights shall be in accordance with these Regulations. (4) A non-aeronautical ground light, which, by reason of its intensity, configuration or colour, may prevent or cause confusion in the clear interpretation of aeronautical ground lights, shall be extinguished, screened or modified to eliminate such a possibility. (5) Except with the permission of the Authority, a person shall not establish, maintain or alter the character of— (a) an aeronautical beacon within Kenya except an aeronautical beacon which is or may be visible from the waters; (b) any aeronautical ground light, other than an aeronautical beacon, at an aerodrome, or any aeronautical ground light which forms part of the lighting system for use by aircraft taking off from or landing at the aerodrome. (6) A person shall not— (a) intentionally or negligently damage an aeronautical ground light; or (b) interfere with an aeronautical ground light without the permission of the operator.  Kenya Subsidiary Legislation, 2026 3073 (7) The Authority shall not grant permission under this regulation except with the consent of the lighthouse authority of the area where the aerodrome is situated. 146. (1) An operator shall establish and maintain aeronautical Establishment and ground lights and any other lights as may be appropriate for the safe maintenance of aeronautical operation of aircraft and for runways, taxiways, aprons, thresholds and ground lights. stop ways. (2) Where an aerodrome is used at night or during conditions of poor visibility, an operator shall ensure that aeronautical ground lights and any other lights are installed on the aerodrome. (3) Without prejudice to the generality of sub-regulation (1), the location, characteristics, intensity control and settings of aeronautical ground lights shall be in accordance with these Regulations. (4) A non-aeronautical ground light, which, by reason of its intensity, configuration or colour, may prevent or cause confusion in the clear interpretation of aeronautical ground lights, shall be extinguished, screened or modified to eliminate such a possibility. (5) Except with the permission of the Authority, a person shall not establish, maintain or alter the character of— (a) an aeronautical beacon within Kenya except an aeronautical beacon which is or may be visible from the waters; (b) any aeronautical ground light, other than an aeronautical beacon, at an aerodrome, or any aeronautical ground light which forms part of the lighting system for use by aircraft taking off from or landing at the aerodrome. (6) A person shall not— (a) intentionally or negligently damage an aeronautical ground light; or (b) interfere with an aeronautical ground light without the permission of the operator. (7) The Authority shall not grant permission under this regulation except with the consent of the lighthouse authority of the area where the aerodrome is situated. 147. (1) A person shall not exhibit a light in the vicinity of an Lights which may aerodrome which, by its glare, endangers the safety of aircraft arriving endanger the safety of aircraft. or departing from the aerodrome. (2) A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or  3074 Kenya Subsidiary Legislation, 2026 otherwise modified so as to eliminate the source of danger (3) Where a light appears to the Authority to be capable of endangering the safety of aircraft as described in subregulation (1), the Authority may direct the owner of the place where the light is exhibited or the person having charge of light to extinguish and to prevent in the future, the exhibition of the light within the period specified. 148. (1) A person shall not use laser emissions which are likely Laser emissions to endanger the safety of aircraft. which may endanger the safety of aircraft. (2) To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones shall be established around aerodromes— (a) a laser-beam free flight zone (LFFZ); (b) a laser-beam critical flights zone (LCFZ); and (c) a laser-beam sensitive flight zone. (3) The flight zones required by sub-regulation (2) shall be established in accordance with requirements specified by the Authority. (4) Sub-regulations (2) and (3) shall not apply to aerodromes in categories C, D, and E unless deemed necessary by the Authority. 149. (1) A non-aeronautical ground light which, by reason of its Lights which may intensity, configuration or colour, might prevent, or cause confusion in, cause confusion. the clear interpretation of aeronautical ground lights shall be extinguished, screened or modified. (2) Subject to sub-regulation (1), particular attention shall be directed to a non-aeronautical ground light visible from the air within the areas described hereunder— (a) instrument runway code number 4— (i) within the areas before the threshold and beyond the end of the runway extending at least 4 500 m in length from the threshold; and (ii) runway end and 750 m either side of the extended runway centre line in width. (b) instrument runway code number 2 or 3 shall be as in paragraph (a),except that the length shall be at least 3 000m ; (c) instrument runway code number 1 and non-instrument runway shall be within the approach area. 150. (1) Elevated approach lights and their supporting structures Elevated approach shall be frangible. lights.  Kenya Subsidiary Legislation, 2026 3075 (2) Notwithstanding to the requirement in sub regulation (1) the approach lighting system in the beyond 300 m from the threshold where— (a) the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top 12 m only; and (b) a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects shall be frangible. (3) When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked. 151. (1) Elevated runway, stop-way and taxiway lights shall be Elevated lights. frangible. (2) Subject to sub-regulation (1), their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. 152. (1) Light fixtures inset in the surface of runways, stop-ways, Surface lights. taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves. (2) The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire shall not exceed 160 degrees centigrade during a 10minute period of exposure. 153. (1) The intensity of runway lighting shall be adequate for Light intensity the minimum conditions of visibility and ambient light in which use of and control. the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided. (2) A suitable intensity control where a high-intensity lighting system is provided shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. (3) Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities— (a) approach lighting system; (b) runway edge lights; (c) runway threshold lights; (d) runway end lights;  3076 Kenya Subsidiary Legislation, 2026 (e) runway centre line lights; (f) runway touchdown zone lights; and (g) taxiway centre line lights. (4) The maximum light intensity value on the perimeter of and within the ellipse defining the main beam shall not be greater than three times the minimum light intensity value measured as specified in the Ninth Schedule. (5) The maximum light intensity value of and within the rectangle defining the main beam shall not be greater than three times the minimum light intensity value measured as specified in the Fifth Schedule. 154. (1) At an aerodrome provided with runway lighting and Emergency without a secondary power supply, sufficient emergency lights shall be lighting. conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system. (2) When installed on a runway the emergency lights shall conform to the configuration required for a non-instrument runway. (3) The colour of the emergency lights shall conform to the colour requirements for runway lighting. 155. (1) An aerodrome operator shall provide an aerodrome Aeronautical beacon or an identification beacon at each aerodrome intended for use beacons. at night where operationally necessary. (2) Subject to sub-regulation (1), the operational requirement shall be determined having regard to the requirements of the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and non- visual aids useful in locating the aerodrome. 156. (1) An aerodrome operator shall provide an aerodrome Aerodrome beacon at an aerodrome intended for use at night if one or more of the beacons. following conditions exist— (a) aircraft navigate predominantly by visual means; (b) reduced visibilities are frequent; or (c) it is difficult to locate the aerodrome from the air due to surrounding lights or terrain. (2) The aerodrome beacon shall be located on or adjacent to the  Kenya Subsidiary Legislation, 2026 3077 aerodrome in an area of low ambient back-ground lighting. (3) The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land. (4) The aerodrome beacon shall show either coloured flashes alternating with white flashes, or white flashes only. (5) The frequency of total flashes shall be from 20 to 30 per minute. (6) Subject to sub-regulation (5), the coloured flashes emitted by beacons at land aerodromes shall be green and coloured flashes emitted by beacons at water aerodromes shall be yellow. (7) A, combined water and land aerodrome, where coloured flashes, are used, they shall have the colour characteristics of whichever section of the aerodrome is designated as the principal facility. (8) The light from the beacon shall show at all angles of azimuth. (9) The vertical light distribution shall extend upwards from an elevation of not more than 1 degree to an elevation determined by the Authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000cd. (10) The identification characters shall be transmitted in the International Morse Code. 157. (1) An identification beacon shall be provided at an Identification aerodrome which is intended for use at night and cannot be easily beacon. identified from the air by other means (2) The identification beacon shall be located on the aerodrome in an area of low ambient background lighting. (3) The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land— (a) an identification beacon at a land aerodrome shall show at all angles of azimuth; and (b) the vertical light distribution shall extend upwards from an elevation of not more than 1 degree to an elevation determined by the Authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd.  3078 Kenya Subsidiary Legislation, 2026 (4) An identification beacon shall show flashing-green at a land aerodrome and flashing-yellow at a water aerodrome. (5) The identification characters shall be transmitted in the International Morse Code. 158. (1) The aerodrome operator shall provide— Approach lighting systems. (a) a simple approach lighting system to serve a non-instrument runway where the code number is 3 or 4 and is intended for use at night; (b) a simple approach lighting system to serve a non-precision approach runway; (c) a precision approach runway category 1 lighting system to serve a precision approach runway category I; (d) a precision approach category II and III lighting system shall be provided to serve a precision approach runway category II or III. 159. (1) A simple approach lighting system shall consist of a row Simple approach of approach lights on the extended centre line of the runway extending, lighting systems over a distance of not less than 420 m from the threshold with a row of lights forming a crossbar 18 m or 30 m in length at a distance of 300 m from the threshold. (2) The lights forming the crossbar shall be in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (3) The lights of the crossbar shall be spaced so as to produce a linear effect. (4) Subject to sub-regulation (3), when a crossbar of 30 m is used, gaps may be left on each side of the centre line. (5) The gaps referred to in sub regulation (4) shall be kept to a minimum to meet local requirements and each shall not exceed 6 m. (6) The lights forming the centre line shall be placed at longitudinal intervals of 60 m. (7) Subject to subregulation (6), an interval of 30 m may be used when it is desired to improve the guidance. (8) The innermost light shall be located either 60 m or 30 m from the threshold, depending on the longitudinal interval selected for the centre line lights.  Kenya Subsidiary Legislation, 2026 3079 (9) The simple approach lighting system shall lie in the horizontal plane passing through the threshold, provided that— (a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and (b) no light other than a light located within the central part of a crossbar or a centre line barrette shall be screened from an approaching aircraft. (10) An ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. (11) The lights of a simple approach lighting system shall be fixed lights and the colour of the lights shall be such as to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting. (12) Subject to sub-regulation (11), each centre line light shall consist of either— (a) a single source; or (b) a barrette at least 3 m in length. (13) The lights for a non-instrument runway where provided, shall show at all angles in azimuth necessary to a pilot on base leg and final approach. (14) The intensity of the lights shall be adequate for all conditions of visibility and ambient light for which the system has been provided. (15) Where provided for a non-precision approach runway, the lights shall— (a) show at all angles in azimuth necessary to the pilot of an aircraft which on final approach does not deviate by an abnormal amount from the path defined by the non-visual aid; and (b) be designed to provide guidance during both day and night in the most adverse conditions of visibility and ambient light for which it is intended. 160. (1) A precision approach category I lighting system shall Precision consist of a row of lights on the extended centre line of the runway approach category I lighting system. extending, over a distance of 500 m from the runway threshold with a row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold.  3080 Kenya Subsidiary Legislation, 2026 (2) The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (3) The lights of the crossbar shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. (4) Subject to sub-regulation (3), the gaps shall be kept to a minimum and each shall not exceed 6 m. (5) The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost light located 30 m from the threshold. (6) The system shall lie in the horizontal plane passing through the threshold, provided that— (a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and (b) no light other than a light located within the central part of a crossbar, or a centre line barrette shall be screened from an approaching aircraft. (7) An ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. (8) The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights showing variable white. (9) Each centre line light position shall consist of either— (a) a single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line to provide distance information; or (b) a barrette. (10) Where the serviceability level of the approach lights specified as a maintenance objective can be demonstrated, each centre line light position may consist of either— (a) a single light source; or (b) a barrette. (11) The barrettes shall be at least 4 m in length and when they are composed of lights approximating to point sources, the lights shall  Kenya Subsidiary Legislation, 2026 3081 be uniformly spaced at intervals of not more than 1.5 m. (12) Subject to sub-regulation (9) and (10) each barrette shall be supplemented by a capacitor discharge light, taking into account the characteristics of the system and the nature of the meteorological conditions. (13) Subject to sub-regulation (12), each flashing light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. (14) The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system. (15) Subject to subregulation (9)(a) and (10)(a), additional crossbars of lights to the crossbar provided at 300 m from the threshold shall be provided at 150 m, 450 m, 600 m and 750 m from the threshold. (16) The lights forming each crossbar shall be in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (17) The lights shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. (18) Subject to sub-regulation (17), the gaps shall be kept to a minimum to meet local requirements, and each shall not exceed 6 m. (19) Where the additional crossbars are incorporated in the system, the outer ends of the crossbars shall lie on two straight lines that either are parallel to the line of the centre line lights or converge to meet the runway centre line 300 m from threshold. (20) The lights shall be in accordance with the specifications specified in the Ninth Schedule (Figure S5-1). 161. (1) The approach lighting system shall consist of a row of Precision lights on the extended centre line of the runway, extending over a approach category II and III lighting distance of 900 m from the runway threshold. systems. (2) Subject to sub-regulation (1) the system shall have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as specified in Figure S5-1 of the Ninth Schedule. (3) The system may have two side rows of lights, extending 240 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold where the serviceability level of the approach lights specified as maintenance objectives in these regulations can be demonstrated.  3082 Kenya Subsidiary Legislation, 2026 (4) The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost lights located 30 m from the threshold. (5) The lights forming the side rows shall be placed on each side of the centre line, at a longitudinal spacing equal to that of the centre line lights and with the first light located 30 m from the threshold. (6), The lights forming the side rows may be placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light located 60 m from the threshold where the serviceability level of the approach lights specified as maintenance objectives above, can be demonstrated. (7) The lateral spacing between the innermost lights of the side rows shall be not less than 18 m nor more than 22.5 m but, in any event, shall be equal to that of the touchdown zone lights. (8) The crossbar provided at 150 m from the threshold shall fill in the gaps between the centre line and side row lights. (9) The crossbar provided at 300 m from the threshold shall extend on both sides of the centre line lights to a distance of 15 m from the centre line. (10) Additional crossbars of lights shall be provided at 450 m, 600 m and 750 m from the threshold when the centre line is beyond a distance of 300 m from the threshold and consists of lights as specified in these regulations. (11) The outer ends of these crossbars shall lie on two straight lines that either are parallel to the centre line or converge to meet the runway centre line 300 m from the threshold where the additional crossbars described in these regulations are incorporated in the system. (12) The system shall lie in the horizontal plane passing through the threshold, provided that— (a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and (b) no light other than a light located within the central part of a crossbar, or a centre line barrette shall be screened from an approaching aircraft. (13) An ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. (14) The centre line of a precision approach category II and III lighting system for the first 300 m from the threshold shall consist of  Kenya Subsidiary Legislation, 2026 3083 barrettes showing variable white. (15) Notwithstanding sub regulation (14) the centre line may consist of single light sources showing variable white where the threshold is displaced 300 m or more. (16) Where the serviceability level of the approach lights specified as maintenance objectives in these regulations can be demonstrated, the centre line of a precision approach category II and III lighting system for the first 300 m from the threshold may consist of either— (a) barrettes, where the centre line beyond 300 m from the threshold consists of barrettes as above or; (b) alternate single light sources and barrettes, where the centre line beyond 300 m from the threshold consists of single light sources as described in above with the innermost single light source located 30 m and the innermost barrette located 60 m from the threshold; or (c) single light sources where the threshold is displaced 300 m or more, all of which shall show variable white. (17) Each centre line light position beyond 300 m from the threshold shall consist of either— (a) a barrette as used on the inner 300 m; or (b) two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line, all of which shall show variable white. (18) Where the serviceability level of the approach lights specified as maintenance objectives above can be demonstrated, beyond 300 m from the threshold each centre line light position may consist of either— (a) a barrette; or (b) a single light source, all of which shall show variable white. (19) The barrettes shall be at least 4 m in length and when composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m. (20) Each flashing light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system.  3084 Kenya Subsidiary Legislation, 2026 (21) The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system. (22) The side row shall consist of barrettes showing red. (23) The length of a side row barrette and the spacing of its lights shall be equal to those of the touchdown zone light barrettes. (24) The lights forming the crossbars shall be fixed lights showing variable white and uniformly spaced at intervals of not more than 2.7 m. (25) The intensity of the red lights shall be compatible with the intensity of the white lights. (26) The lights shall be in accordance with the specifications of the Ninth Schedule (Figure S5-1) and (Figure S5-2) 162. (1) An aerodrome operator shall provide a visual approach Visual approach slope indicator system to serve the approach to a runway whether or not slope indicator systems. the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist— (a) the runway is used by turbojet or other aeroplanes with similar approach guidance requirements; (b) the pilot of any type of aeroplane may have difficulty in judging the approach due to— (i) inadequate visual guidance such as is experienced during an approach over water or featureless terrain by day or in the absence of sufficient extraneous lights in the approach area by night; or (ii) misleading information such as is produced by deceptive surrounding terrain or runway slopes; (c) the presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects; (d) physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway; and (e) terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach. (2) The standard visual approach slope indicator systems shall consist of the following: PAPI and APAPI systems conforming to the  Kenya Subsidiary Legislation, 2026 3085 specifications contained in these Regulations. (3) Subject to subregulation (1), and when one or more of the conditions specified exist the PAPI shall be provided where the code number is 3 or 4. (4) Subject to sub-regulation (1), and when one or more of the conditions specified exist PAPI or APAPI shall be provided where the code number is 1 or 2. (5) Subject to sub-regulation (1), and when one or more of the conditions specified exist, a PAPI may be provided where a runway threshold is temporarily displaced from the normal position. (6) Notwithstanding sub-regulation (5), an APAPI may be provided where the code number is 1 or 2 an APAPI where a runway threshold is temporarily displaced from the normal position. 163. (1) The PAPI system shall consist of a wing bar of four PAPI and APAPI. sharp transition multi-lamp units equally spaced. (2) Subject to sub-regulation (1), the PAPI system shall be located on the left side of the runway. (3) The APAPI system shall consist of a wing bar of two sharp transition multi-lamp units. (4) Subject to subregulation (3), the system shall be located on the left side of the runway. (5) The wing bar of a PAPI shall be constructed and arranged in such a manner that a pilot making an approach will when — (a) on or close to the approach slope, see the two units nearest the runway as red and the two units farthest from the runway as white; (b) above the approach slope, see the one unit nearest the runway as red and the three units farthest from the runway as white; and when further above the approach slope, see all the units as white; and (c) below the approach slope, see the three units nearest the runway as red and the unit farthest from the runway as white; and when further below the approach slope, see all the units as red. (6) The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach will when— (a) on or close to the approach slope, see the unit nearer the runway as red and the unit farther from the runway as white; (b) above the approach slope, see both the units as white; and  3086 Kenya Subsidiary Legislation, 2026 (c) below the approach slope, see both the units as red. (7) The light units shall be located as in the basic configuration illustrated in Figure S10-22 of the Second Schedule. (8) The units forming a wing bar shall be mounted so as to appear to the pilot of an approaching aircraft to be substantially in a horizontal line. (9) The light units shall be mounted as low as possible and be frangible. (10) The system shall be suitable for both day and night operations. (11) The colour transition from red to white in the vertical plane shall appear to an observer, at a distance of not less than 300 m, to occur within a vertical angle of not more than 3′. (12) At full intensity, the red light shall have a Y coordinate not exceeding 0.320. (13) Suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing. (14) Each light unit shall be capable of adjustment in elevation so that the lower limit of the white part of the beam may be fixed at any desired angle of elevation between 1°30′ and at least 4°30′ above the horizontal. (15) The light units shall be designed such that deposits of condensation, or dirt, on optically transmitting or reflecting surfaces shall not interfere to with the light signals nor affect the contrast between the red and white signals and the elevation of the transition sector. 164. (1) The approach slope specified in Figure S10-23 of the Approach slope Tenth Schedule shall be appropriate for use by the aeroplanes using the and elevation setting of light. approach. (2) When the runway is equipped with an ILS and/or MLS, the siting and the angle of elevation of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS or the minimum glide path of the MLS, as appropriate. (3) The angle of elevation settings of the light units in a PAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing a signal of one white and three reds will clear all objects in the approach area by a safe margin.  Kenya Subsidiary Legislation, 2026 3087 (4) The angle of elevation settings of the light units in an APAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing the lowest on slope signal, one white and one red, will clear all objects in the approach area by a safe margin. (5) The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the PAPI or APAPI system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. (6) The extent of the restriction shall be such that the object remains outside the confines of the light beam. (7) Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units shall be set at the same angle so that the signals of each wing bar change symmetrically at the same time. 165. (1) An obstacle protection surface shall be established when Obstacle it is intended to provide a visual approach slope indicator system. protection surface for PAPI and APAPI (2) The characteristics of the obstacle protection surface, that is origin, divergence, length and slope, shall correspond to those specified in the relevant column of Table S10-10 and Figure S10-24 of the Tenth Schedule. (3) New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when, in the opinion of the Authority, the new object or extension would be shielded by an existing immovable object. (4) Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the Authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of aircraft. (5) Where an aeronautical study indicates that an existing object extending above an obstacle protection surface (OPS) could adversely affect the safety of operations of aeroplanes, one or more of the following measures shall be taken— (a) remove the object; (b) suitably raise the approach slope of the system; (c) reduce the azimuth spread of the system so that the object is  3088 Kenya Subsidiary Legislation, 2026 outside the confines of the beam; (d) displace the axis of the system and its associated obstacle protection surface by no more than 5 degrees; and (e) suitably displace the system upwind of the threshold such that the object no longer penetrates the OPS. 166. (1) An aerodrome operator shall provide a runway lead-in Runway lead-in lighting systems. lighting system to provide visual guidance along a specific approach path. (2) A runway lead-in lighting system shall consist of groups of lights positioned to define the desired approach path. (3) The interval between adjacent groups shall not exceed approximately 1600 m. (4) Each group of lights of a runway lead-in lighting system shall consist of at least three flashing lights in a linear or cluster configuration. (5) The system may be augmented by steady burning lights where such lights would assist in identifying the system. (6) The flashing lights and the steady burning lights shall be white. (7) The flashing lights in each group shall flash in sequence towards the runway. 167. (1) Runway threshold identification lights may be Runway threshold identification installed— lights. (a) at the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it is not practicable to provide other approach lighting aids; and (b) where a runway threshold is permanently displaced from the runway extremity or temporarily displaced from the normal position and additional threshold conspicuity is necessary. (2) Runway threshold identification lights shall be located symmetrically about the runway centre line, in line with the threshold and approximately 10 m outside each line of runway edge lights. (3) Runway threshold identification lights shall be flashing white lights with a flash frequency between 60 and 120 per minute. (4) The lights shall be visible only in the direction of approach to the runway.  Kenya Subsidiary Legislation, 2026 3089 168. (1) Runway edge lights shall be— Runway edge lights. (a) provided for a runway intended for use at night or for a precision approach runway intended for use by day or night; (b) provided on a runway intended for take-off with an operating minimum below an RVR of 800 m by day; (c) placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line; (d) placed along the edges of the area declared for use as the runway or outside the edges of the area at a distance of not more than 3 m. (2) The lights shall be uniformly spaced in rows at intervals of not more than 60 m for an instrument runway, and at intervals of not more than 100 m for a non-instrument runway. (3) The lights on opposite sides of the runway axis shall be on lines at right angles to that axis. (4) At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot. (5) Runway edge lights shall be fixed lights showing variable white, except that— (a) in the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall show red in the approach direction; and (b) a section of the lights 600 m or one-third of the runway length, whichever is the less, at the remote end of the runway from the end at which the take-off run is started, may show yellow. (6) The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or taking off in either direction and when the runway edge lights are intended to provide circling guidance, they shall show at all angles in azimuth . (7) Subject to sub-regulation (6), in all angles of azimuth, runway edge lights shall show at angles up to 15° above the horizontal with an intensity adequate for the conditions of visibility and ambient light in which use of the runway for take-off or landing is intended. (8) The intensity shall be at least 50 cd except that at an aerodrome without extraneous lighting, the intensity of the lights may  3090 Kenya Subsidiary Legislation, 2026 be reduced to not less than 25 cd to avoid dazzling the pilot. (9) Runway edge lights on a precision approach runway shall be as specified in Figure S5-9 of the Ninth Schedule. 169. (1) An aerodrome operator shall provide runway threshold Runway threshold lights for a runway threshold and equipped with runway edge lights and wing bar lights. except on a non-instrument or non-precision wing bar lights approach runway where the threshold is displaced, and wing bar lights are provided. (2) When a threshold is at the extremity of a runway, the threshold lights shall be placed in a row at right angles to the runway axis as near to the extremity of the runway as possible and not more than 3 m outside the extremity. (3) Threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold when a threshold is displaced from the extremity of a runway. (4) Threshold lighting shall consist of— (a) on a non-instrument or non-precision approach runway, at least six lights; (b) on a precision approach runway category I, at least the number of lights that would be required if the lights were uniformly spaced at intervals of 3 m between the rows of runway edge lights; and (c) on a precision approach runway category II or III, lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3m. (5) Wing bar lights shall be provided on a non-instrument or non- precision approach runway where the threshold is displaced and runway threshold lights are required but are not provided. (6) Wing bar lights shall be symmetrically disposed about the runway centre line at the threshold in two groups. (7) Each wing bar shall be formed by at least five lights extending at least 10 m outward from, and at right angles to, the line of the runway edge lights, with the innermost light of each wing bar in the line of the runway edge lights. (8) Runway threshold and wing bar lights shall be fixed unidirectional lights showing green in the direction of approach to the runway. (9) The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the  Kenya Subsidiary Legislation, 2026 3091 runway is intended. (10) Runway threshold lights on a precision approach runway shall be in specified in Figure S5-3 of the Ninth Schedule. (11) Threshold wing bar lights on a precision approach runway shall be as specified in Figure S5-4 of the Ninth Schedule. 170. (1) An aerodrome operator shall provide runway end lights Runway end lights for a runway equipped with runway edge lights. (2) Runway end lights shall be placed on a line at right angles to the runway axis as near to the end of the runway as possible and not more than 3 m outside the end. (3) Runway end lighting shall consist of at least six lights and be either— (a) equally spaced between the rows of runway edge lights; or (b) symmetrically disposed about the runway centre line in two groups with the lights uniformly spaced in each group and with a gap between the groups of not more than half the distance between the rows of runway edge lights. (4) For a precision approach runway category III, the spacing between runway end lights, except between the two innermost lights if a gap is used, shall not exceed 6 m. (5) Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway. (6) The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended. (7) Runway end lights on a precision approach runway shall be as specified in Figure S5-8 of the Ninth Schedule. 171. (1) Runway centre line lights shall be provided on a Runway centre precision approach runway category II or III. line lights. (2) Runway centre line lights may be provided on a precision approach runway category I, particularly when the runway is used by aircraft with high landing speeds or where the width between the runway edge lights is greater than 50 m. (3) Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400 m. (4) Runway centre line lights may be provided on a runway intended to be used for take-off with an operating minimum of an RVR  3092 Kenya Subsidiary Legislation, 2026 of the order of 400 m or higher when used by aeroplanes with a very high take-off speed, particularly where the width between the runway edge lights is greater than 50 m. (5) Runway centre line lights shall be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them along the centre line. (6) Subject to sub-regulation (5), the lights shall be located from the threshold to the end at longitudinal spacing of approximately 15 m. (7) Where the serviceability level of the runway centre line lights specified as maintenance objectives in these regulations as appropriate, can be demonstrated and the runway is intended for use in runway visual range conditions of 300 m or greater, the longitudinal spacing may be approximately 30 m. (8) Centre line guidance for take-off from the beginning of a runway to a displaced threshold shall be provided by— (a) an approach lighting system if its characteristics and intensity settings afford the guidance required during take- off and it does not dazzle the pilot of an aircraft taking off; or (b) runway centre line lights; or (c) barrettes of at least 3 m length and spaced at uniform intervals of 30 m, as specified in the Tenth Schedule (Figure S10-26), designed so that their photometric characteristics and intensity setting afford the guidance required during take-off without dazzling the pilot of an aircraft taking off. (9) Subject to sub-regulation (8)(b), provision shall be made to extinguish those centre line lights or reset the intensity of the approach lighting system or barrettes when the runway is being used for landing. (10) Notwithstanding sub-regulation (9) in no case shall only the single source runway centre line lights show from the beginning of the runway to a displaced threshold when the runway is being used for landing. (11) Runway centre line lights shall be fixed lights showing— (a) variable white from the threshold to the point 900 m from the runway end; (b) alternate red and variable white from 900 m to 300 m from the runway end; and (c) red from 300 m to the runway end. (12) Subject to sub-regulation (11), runways less than 1,800 m in  Kenya Subsidiary Legislation, 2026 3093 length, the alternate red and variable white lights shall extend from the mid-point of the runway usable for landing to 300 m from the runway end. (13) Runway centre line lights shall be as specified in Figure S5- 6 or Figure S5-7 of the Ninth Schedule. 172. (1) An aerodrome operator shall provide touchdown zone Runway touch lights in the touchdown zone of a precision approach runway category down zone lights. II or III. (2) Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m. (3) Subject to sub-regulation (2), on runways less than 1 800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the runway. (4) The pattern shall be formed by pairs of barrettes symmetrically located about the runway centre line and the lateral spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown zone marking. (5) The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m. (6) A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5m and not less than 3 m nor more than 4.5 m in length. (7) Touchdown zone lights shall be fixed uni-directional lights showing variable white. (8) Touchdown zone lights shall be in as specified in Figure S5-5 of the Ninth Schedule. 173. (1) Simple touchdown zone lights shall be provided at an Simple touch aerodrome where the approach angle is greater than 3.5 degrees or the down zone lights. landing distance available combined with other factors increases the risk of an overrun, except where touchdown zone lights are provided. (2) Simple touchdown zone lights shall be a pair of lights located on each side of the runway centreline 0.3 metres beyond the upwind edge of the final touchdown zone marking. (3) The lateral spacing between the inner lights of the two pairs of lights shall be equal to the lateral spacing selected for the touchdown zone marking. (4) The spacing between the lights of the same pair shall not be more than 1.5 m or half the width of the touchdown zone marking, whichever is greater.  3094 Kenya Subsidiary Legislation, 2026 (5) Simple touchdown zone lights shall be fixed unidirectional lights showing variable white, aligned so as to be visible to the pilot of a landing aeroplane in the direction of approach to the runway. (6) Simple touchdown zone lights shall be in accordance with the specifications in Figure S5-5 of the Ninth Schedule. 174. (1) Rapid exit taxiway indicator lights, where provided shall Rapid exit be on a runway intended for use in runway visual range condition less taxiway indicator lights. than value of indicator lights 300m or where the traffic density is heavy. (2) Rapid exit taxiway indicator lights shall not be displayed in the event of any lamp failure or other failure that prevents the display of the light pattern depicted in Figure S 10-28 of the Second Schedule. (3) A set of rapid exit taxiway indicator lights shall be located on the runway on the same side of the runway centre line as the associated rapid exit taxiway in the configuration depicted in Figure S 10-28 of the Second Schedule. (4) Subject to subregulation (3) in each set, the light shall be located 2 m apart and light nearest to the runway centre line shall be displaced 2 m from the runway centre line. (5) The set of rapid exit taxiway indicator light for each exit shall not overlap when displayed where more than one rapid exit taxiway exits on a runway. (6) Rapid exit taxiway indicator lights shall be fixed unidirectional yellow lights, aligned to be visible to the pilot of a landing aircraft in the direction of approach to the runway. (7) Rapid exit taxiway indicator lights shall be in accordance with the specifications, as appropriate, in Figure S5-5, Figure S5-6 or Figure S5-7 of the Ninth Schedule. 175. (1) An aerodrome operator shall provide stop-way lights for Stop-way lights. a stop-way intended for use at night. (2) Stop-way lights shall be placed along the full length of the stop-way and shall be in two parallel rows that are equidistant from the centre line and coincident with the rows of the runway edge lights. (3) Subject to sub-regulation (2), stop-way lights shall be provided across the end of a stop-way on a line at right angles to the stop-way axis as near to the end of the stop-way as possible and, in any case, not more than 3 m outside the end. (4) Stopway lights shall be fixed unidirectional lights showing  Kenya Subsidiary Legislation, 2026 3095 red in the direction of the runway. 176. (1) Taxiway centre line lights shall be provided on an exit Taxiway centre taxiway and apron intended for use in runway visual range conditions line lights less than a value of 300m in such a manner as to provide continuous guidance between the runway centre line and aircraft stands. (2) Notwithstanding sub-regulation (1), taxiway centre line lights may not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance. (3) Taxiway centre line lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 300 m. (4) Notwithstanding sub-regulation (3), taxiway centre line lights need not be provided where the traffic density is light and taxiway edge lights and centre line markings provide adequate guidance. (5) Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming part of a standard taxi-route shall be fixed lights showing green with beam dimensions such that the light is visible only from aeroplanes on or in the vicinity of the taxiway. (6) Taxiway centre line lights on an exit taxiway shall be fixed lights. (7) Taxiway centre line lights shall be in accordance with the specifications of— (a) Figure S5-12, Figure S5-13 or Figure S5-14 of the Ninth Schedule for taxiways intended for use in runway visual range conditions of less than a value of 300 m; and (b) Figure S5-16 or Figure S5-17 of the Ninth Schedule or for other taxiways. (8) Taxiway centre line lights shall be located on the taxiway centre line marking. 177. (1) Taxiway centre line lights on a straight section of a Taxiway centre taxiway shall be spaced at longitudinal intervals of not more than 30 m. line lights on taxiways. (2) Notwithstanding sub-regulation (1), taxiway centre line lights may be spaced at — (a) larger intervals not exceeding 60 m where, because of the prevailing meteorological conditions, adequate guidance is provided by such spacing; (b) intervals less than 30 m on short straight sections; and  3096 Kenya Subsidiary Legislation, 2026 (c) on a taxiway intended for use in RVR conditions of less than a value of 300 m, the longitudinal spacing should not exceed 15 m. (3) Taxiway centre line lights on a taxiway curve shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the taxiway curve. (4) Subject to sub-regulation (3), the lights shall be spaced at intervals such that a clear indication of the curve is provided. (5) On a taxiway intended for use in RVR conditions of less than a value of 300 m, the lights on a curve shall not exceed a spacing of 15 m. (6) Subject to sub-regulation (5), and on a curve of less than 400 m radius, the lights shall be spaced at intervals of not greater than 7.5 m. (7) The spacing referred to in sub-regulation (6), shall extend for 60 m before and after the curve. 178. (1) Taxiway centre line lights on a rapid exit taxiway shall Taxiway centre commence at a point at least 60 m before the beginning of the taxiway line lights on rapid exit centre line curve and continue beyond the end of the curve to a point on taxiways. the centre line of the taxiway where an aircraft can be expected to reach normal taxiing speed. (2) Subject to sub-regulation (1), the lights on that portion parallel to the runway centre line shall be at least 60 cm from any row of runway centre line lights, as depicted in Figure 10-30 of the Second Schedule. (3) The lights shall be spaced at longitudinal intervals of not more than 15 m. (4) Notwithstanding sub-regulation (3), where runway centre line lights are not provided, a greater interval not exceeding 30 m may be used. 179. (1) Taxiway centre line lights on exit taxiways other than Taxiway centre rapid exit taxiways shall commence at the point where the taxiway line lights on other exit centre line marking begins to curve from the runway centre line and taxiways. follow the curved taxiway centre line marking at least to the point where the marking leaves the runway. (2) Subject to sub-regulation (1), the first light shall be at least 60 cm from any row of runway centre line lights and be spaced at longitudinal intervals of not more than 7.5 m. 180. Taxiway centre line lights on a runway forming part of a Taxiway centre standard taxi-route and intended for taxiing in runway visual range line lights on runways. conditions less than 300 m shall be spaced at longitudinal intervals not  Kenya Subsidiary Legislation, 2026 3097 exceeding 15 m. 181. (1) Taxiway edge lights shall be provided at the edges of a Taxiway edge runway turn pad, holding bay, apron, and taxiways intended for use at lights. night. (2) Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centre line lights. (3) Taxiway edge lights on a straight section of a taxiway and on a runway forming part of a standard taxi-route shall be spaced at uniform longitudinal intervals of not more than 60 m. (4) Subject to sub-regulation (3), the lights on a curve shall be spaced at intervals less than 60 m so that a clear indication of the curve is provided. (5) Taxiway edge lights on a holding bay and apron, shall be spaced at uniform longitudinal intervals of not more than 60 m. (6) Taxiway edge lights on a runway turn pad shall be spaced at uniform longitudinal interval of not more than 30m. (7) The lights shall be located as near as practicable to the edges of the taxiway, runway turn pad, holding bay, apron or runway or outside the edges at a distance of not more than 3 m. (8) Taxiway edge lights shall be fixed lights showing blue and show up to at least 75 degrees above the horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. (9) At an intersection, exit or curve the lights shall be shielded so that they cannot be seen in angles of azimuth in which they may be confused with other lights. (10) Intensity of taxiway edge lights shall be at least 2 cd from 0° to 6° vertical, and 0.2 cd at any vertical angles between 6° and 75°. 182. (1) Runway turn pad lights shall be provided for continuous Runway turn pad guidance on a runway turn pad intended for use in runway visual range lights. conditions less than 300 m, to enable an aeroplane to complete a 180- degree turn and align with the runway centre line. (2) Runway turn pad lights shall be provided on a runway turn pad intended for use at night. (3) Runway turn pad lights shall normally be located on the runway turn pad marking. (4) Runway turn pad lights on a straight section of the runway turn pad marking shall be spaced at longitudinal intervals of not more  3098 Kenya Subsidiary Legislation, 2026 than 15 m. (5) Runway turn pad lights on a curved section of the runway turn pad marking shall not exceed a spacing of 7.5 m. (6) Runway turn pad lights shall be unidirectional fixed lights showing green with beam dimensions such that the light is visible only from aircraft on or approaching the runway turn pad. (7) Runway turn pad lights shall be in accordance with the specifications in Figure S 5-14 or Figure S 5-15 of the Ninth Schedule, as appropriate. 183. (1) A stop bar shall be provided at every runway-holding Stop bars. position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 550 m. (2) Notwithstanding sub-regulation (1) a stop bar shall be provided where— (a) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the runway; or (b) operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of— (i) aircraft on the manoeuvring area to one at a time; and (ii) vehicles on the manoeuvring area to the essential minimum (3) Stop bars shall be located across the taxiway at the point where it is desired that traffic stop. (4) Subject to sub-regulation (3), where the additional lights specified these regulations are provided, these lights shall be located not less than 3 m from the taxiway edge. (5) Stop bars shall consist of lights spaced at uniform intervals of no more than 3m across the taxiway, showing red in the intended direction of approach to the intersection or runway-holding position. (6) A pair of elevated lights may be added to each end of the stop bar where the in-pavement stop bar lights might be obscured from a pilot’s view. (7) Stop bars installed at a runway-holding position shall be unidirectional and show red in the direction of approach to the runway. (8) Subject to sub-regulation (7), where the additional lights are  Kenya Subsidiary Legislation, 2026 3099 provided, these lights shall have the same characteristics as the lights in the stop bar and be visible to approaching aircraft up to the stop bar position. (9) The intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications in Figure S 5-12 to Figure S 5-16 of the Ninth Schedule, as appropriate. (10) The lighting circuit shall be designed so that— (a) stop bars located across entrance taxiways are selectively switchable; (b) stop bars located across taxiways intended to be used only as exit taxiways are switchable selectively or in groups; (c) when a stop bar is illuminated, any taxiway centre line lights installed beyond the stop bar shall be extinguished for a distance of at least 90 m; and (d) stop bars are interlocked with the taxiway centre line lights so that when the centre line lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa. 184. (1) Intermediate holding position lights shall be provided at Intermediate an intermediate holding position intended for use in runway visual holding position lights. range conditions less than 300 m except where a stop bar has been installed. (2) Intermediate holding position lights shall be located along the intermediate holding position marking at a distance of 0.3 m prior to the marking. (3) Intermediate holding position lights shall consist of three fixed uni-directional lights showing yellow in the direction of approach to the intermediate holding position with a light distribution similar to taxiway centre line lights if provided. (4) The lights shall be disposed symmetrically about and at right angle to the taxiway centre line, with individual lights spaced 1.5 m apart. 185. (1) Runway guard lights, Configuration A as specified, in Runway guard Figure S10-31 of the Second Schedule shall be provided at each lights. taxiway or runway intersection associated with a runway intended for use in— (a) runway visual range conditions less than a value of 550 m where a stop bar is not installed; and (b) runway visual range conditions of values between 550 m and  3100 Kenya Subsidiary Legislation, 2026 1 200 m where the traffic density is heavy. (2) Only the set of runway guard lights associated with the operational runway-holding position shall be illuminated where more than one runway-holding positions exist at a runway or taxiway intersection. (3) Runway guard lights, Configuration A, as specified in figure S10-31 of the Second Schedule shall be located at each side of the taxiway on the holding side of the runway-holding position marking. (4) Runway guard lights, Configuration B, as shown in figure S10-31 of the Second Schedule shall be located across the taxiway on the holding side of the runway-holding position marking. (5) Runway guard lights, configuration A, shall consist of two pairs of yellow lights. (6) Runway guard lights, configuration B, shall consist of yellow lights spaced at intervals of 3m across the taxiway. (7) The light beam shall be unidirectional and aligned to be visible to the pilot of an aircraft taxiing to the holding position. (8) The lights in each unit of Configuration A shall be illuminated alternately. (9) Adjacent lights shall be alternately illuminated, and alternative lights be illuminated in unison for Configuration B. (10) The lights shall be illuminated between 30 and 60 cycles per minute and the light suppression and illumination periods shall be equal and opposite in each light. 186. (1) Apron floodlighting shall be provided on an apron and Apron on a designated isolated aircraft parking position intended to be used at floodlighting. night. (2) Apron floodlights shall be located to provide adequate illumination on all apron service areas, with a minimum of glare to pilots and other personnel. (3) The arrangement and aiming of floodlights shall be such that an aircraft stand receives light from two or more directions to minimize shadows. (4) The spectral distribution of apron floodlights shall be such that the colours used for aircraft marking connected with routine servicing, and for surface and obstacle marking, can be correctly identified. 187. (1) A visual docking guidance system shall be provided to Visual docking indicate, by a visual aid, the precise positioning of an aircraft on an guidance system.  Kenya Subsidiary Legislation, 2026 3101 aircraft stand. (2) The system shall provide both azimuth and stopping guidance. (3) The azimuth guidance unit and the stopping position indicator shall be adequate for use in all weather, visibility, background lighting and pavement conditions for which the system is intended both by day and night, but not dazzle the pilot. (4) The azimuth guidance unit and the stopping position indicator shall be designed such that— (a) a clear indication of malfunction of either or both is available to the pilot; and (b) they can be turned off. (5) The azimuth guidance unit and the stopping position indicator shall be located in such a way that there is continuity of guidance between the aircraft stand markings, the aircraft stand manoeuvring guidance lights and the visual docking guidance system. (6) The accuracy of the system shall be adequate for the type of passenger boarding bridge and fixed aircraft servicing installations with which it is to be used. (7) The system shall be usable by all types of aircraft for which the aircraft stand is intended without selective operation. (8) Subject to sub-regulation (7), if selective operation is required to prepare the system for use by a particular type of aircraft, then the system shall provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly. 188. (1) The azimuth guidance unit shall be located on or close to Azimuth guidance the extension of the stand centre line ahead of the aircraft so that its unit. signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use at least by the pilot occupying the left seat. (2) The azimuth guidance unit shall provide unambiguous left or right guidance which enables the pilot to acquire and maintain the lead- in line without over controlling. (3) When azimuth guidance is indicated by colour change, green shall be used to identify the centre line and red for deviations from the centre line. 189. (1) The stopping position indicator shall be located in Stopping position conjunction with, or sufficiently close to, the azimuth guidance unit so indicator. that a pilot can observe both the azimuth and stop signals without  3102 Kenya Subsidiary Legislation, 2026 turning the head. (2) The stopping position indicator shall be usable at least by the pilot occupying the left seat. (3) The stopping position information provided by the indicator for a particular aircraft type shall account for the anticipated range of variations in pilot eye height or viewing angle. (4) The stopping position indicator shall show the stopping position for the aircraft for which guidance is being provided and shall provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position. (5) Green shall be used to show that the aircraft can proceed and red to show that the stop point has been reached when stopping guidance is indicated by colour change. (6) Notwithstanding sub-regulation (5), a short distance prior to the stop point a third colour may be used to warn that the stopping point is close. 190. (1) The A-VDGS shall be suitable for use by all types of Advanced visual aircraft for which the aircraft stand is intended. docking guidance system. (2) The A-VDGS shall be used only in conditions in which its operational performance is specified. (3) The docking guidance information provided by an A-VDGS shall not conflict with that provided by a conventional visual docking guidance system on an aircraft stand if both types are provided and are in operational use. (4) Subject to sub-regulation (3), a method of indicating that the A-VDGS is not in operational use or is unserviceable shall be provided. (5) The A-VDGS shall be located such that unobstructed and unambiguous guidance is provided to the person responsible for, and persons assisting, the docking of the aircraft throughout the docking manoeuvre. (6) The A-VDGS shall provide the following guidance information at the appropriate stage of the docking manoeuvre— (a) an emergency stop indication; (b) the aircraft type and model for which the guidance is provided; (c) an indication of the lateral displacement of the aircraft relative to the stand centre line; (d) the direction of azimuth correction needed to correct a  Kenya Subsidiary Legislation, 2026 3103 displacement from the stand centre line; (e) an indication of the distance to the stop position; (f) an indication when the aircraft has reached the correct stopping position; and (g) a warning indication if the aircraft goes beyond the appropriate stop position. (7) The A-VDGS shall be capable of providing docking guidance information for all aircraft taxi speeds encountered during the docking manoeuvre. (8) The time taken from the determination of the lateral displacement to its display shall not result in a deviation of the aircraft, when operated in normal conditions, from the stand centre line greater than 1 metre. (9) Symbols and graphics used to depict guidance information shall be intuitively representative of the type of information provided. (10) Information on the lateral displacement of the aircraft relative to the stand centre line shall be provided at least 25 m prior to the stop. (11) Continuous closure distance and closure rate shall be provided from at least 15 m prior to the stop position. (12) Throughout the docking manoeuvre, an appropriate means shall be provided on the A-VDGS to indicate the need to bring the aircraft to an immediate halt. (13) Subject to sub-regulation (8), no other information shall be displayed in such an event which includes a failure of the A-VDGS. (14) Provision to initiate an immediate halt to the docking procedure shall be made available to personnel responsible for the operational safety of the stand. 191. (1) Aircraft stand manoeuvring guidance lights shall be Aircraft stand collocated with the aircraft stand markings. manoeuvring guidance lights. (2) Aircraft stand manoeuvring guidance lights, other than those indicating a stop position, shall be fixed yellow lights, visible throughout the segments within which they are intended to provide guidance. (3) The lights indicating a stop position shall be fixed unidirectional lights showing red. 192. (1) A road-holding position light shall be provided at each Road-holding road-holding position serving a runway when it is intended that the position lights. runway will be used in runway visual range conditions less than a value  3104 Kenya Subsidiary Legislation, 2026 of 300 m. (2) A road-holding position light shall be located adjacent to the holding position marking 1.5 m (±0.5 m) from the left edge of the road. (3) The road-holding position light shall comprise— (a) a controllable red (stop) or green (go) traffic light; or (b) flashing-red light. (4) The road-holding position light beam shall be unidirectional and aligned so as to be visible to the driver of a vehicle approaching the holding position. (5) The intensity of the light beam shall be adequate for the conditions of visibility and ambient light in which the use of the holding position is intended, and not dazzle the driver. (6) The flash frequency of the flashing-red light shall be between 30 and 60 flashes per minute. 193. (1) A no-entry bar shall be provided across a taxiway which No-entry bar. is intended to be used as an exit only taxiway. (2) The intensity in red light and beam spreads of no-entry bar lights shall be in accordance with the specifications of the Authority accordance with the specifications in the Ninth Schedule, Figure S5-12 through Figure S5-16, as appropriate. 194. (1) Runway entrance lights (RELs) where provided shall be Runway status offset 0.6 m from the taxiway centre line on the opposite side to the lights. taxiway centre line lights and begin 0.6 m before the runway-holding position extending to the edge of the runway. (2) Subject to sub-regulation (1), an additional single light shall be placed on the runway 0.6 m from the runway centre line and aligned with the last two taxiway RELs. (3) RELs shall consist of at least five light units and shall be spaced at a minimum of 3.8 m and a maximum of 15.2 m longitudinally, depending upon the taxiway length involved, except for a single light installed near the runway centreline. (4) Take–off Hold Lights (THLs) where provided, shall be offset 1.8 m on each side of the runway centre line lights and extend, in pairs, starting at a point 115 m from the beginning of the runway and, thereafter, every 30 m for at least 450 m. (5) RELs where provided, shall consist of a single line of fixed in pavement lights showing red in the direction of aircraft approaching the runway.  Kenya Subsidiary Legislation, 2026 3105 (6) RELs shall illuminate as an array at each taxiway/runway intersection where they are installed less than two seconds after the system determines a warning is needed. (7) Intensity and beam spread of RELs shall be in accordance with the specifications of the Ninth Schedule and Second Schedule. (8) THLs where provided shall consist of two rows of fixed in pavement lights showing red facing the aircraft taking off. (9) THLs shall illuminate as an array on the runway less than two seconds after the system determines a warning is needed. (10) Intensity and beam spread of THLs shall be in accordance with the specifications of the Ninth Schedule and Second Schedule. 195. (1) Signs shall be provided to convey a mandatory Signs. instruction, information on a specific location or destination on a movement area or to provide other information to meet the requirements of these regulations. (2) Signs shall be frangible. (3) Subject to subregulation (2), those located near a runway or taxiway shall be sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. (4) The installed height of the sign shall not exceed the dimensions as specified in Table S10-12 of the Second Schedule except for runway distance remaining signs. (5) Signs shall be rectangular with longer side horizontal as specified in Figure S10-32 and Figure S10-33 of the Second Schedule. (6) The only signs on the movement area utilizing red shall be mandatory instruction signs. (7) The inscriptions on a sign shall be in accordance with the provisions specified in Table S10-12 of the Second Schedule. (8) Signs shall be illuminated in accordance with the provisions of the Tenth Schedule when intended for use— (a) in runway visual range conditions less than a value of 800 m; or  3106 Kenya Subsidiary Legislation, 2026 (b) at night in association with instrument runways; or (c) at night in association with non-instrument runways where the code number is 3 or 4 (9) Signs shall be retroreflective and/or illuminated in accordance with the provisions of the Sixth Schedule when intended for use at night in association with non-instrument runways where the code number is 1 or 2. (10) A variable message sign shall show a blank face when not in use. (11) In case of failure, a variable message sign shall not provide information that could lead to unsafe action from a pilot or a vehicle driver. 196. (1) A mandatory instruction sign shall be provided to Mandatory identify a location beyond which an aircraft taxiing, or vehicle shall not instruction signs. proceed unless authorized by the aerodrome control tower. (2) Mandatory instruction signs shall include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs. (3) A pattern “A” runway-holding position marking shall be supplemented at a taxiway/runway intersection or a runway/runway intersection with a runway designation sign. (4) A pattern “B” runway-holding position marking shall be supplemented with a category I, II or III holding position sign. (5) A pattern “A” runway-holding position marking at a runway- holding position established in accordance with these regulations shall be supplemented with a runway-holding position sign. (6) A NO ENTRY sign shall be provided when entry into an area is prohibited. (7) A runway designation signs at a taxiway or runway intersection or a runway/runway intersection shall be located on each side of the runway-holding position marking facing the direction of approach to the runway. (8) A category I, II or III holding position sign shall be located on each side of the runway-holding position marking facing the direction of the approach to the critical area. (9) A NO ENTRY sign shall be located at the beginning of the  Kenya Subsidiary Legislation, 2026 3107 area to which entrance is prohibited on each side of the taxiway as viewed by the pilot. (10) A runway-holding position sign shall be located on each side of the runway-holding position established in accordance with these Regulations. (11) A mandatory instruction sign shall consist of an inscription in white on a red background. (12) The inscription on a runway designation sign shall consist of the runway designations of the intersecting runway properly oriented with respect to the viewing position of the sign. (13) Notwithstanding sub-regulation (12), a runway designation sign installed in the vicinity of a runway extremity shall show the runway designation of the concerned runway extremity only. (14) The inscription on a category I, II, III, joint II/III or joint I/II/III holding position sign shall consist of the runway designator followed by CAT I, CAT II, CAT III, CAT II/III or CAT I/II/III, as appropriate. (15) The inscription on a NO ENTRY sign shall be in accordance with the specifications in the Sixth Schedule. (16) The inscription on a runway-holding position sign at a runway-holding position established in accordance with these regulations shall consist of the taxiway designation and a number. (17) The inscriptions or symbol of Mandatory signs to be used shall be as specified in Figure S10-32 of the Tenth Schedule. 197. (1) An aerodrome operator shall provide information sign Information signs. where there is an operational need to be identified by a sign, a specific location, or routing information. (2) The information sign shall include direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs. (3) An aerodrome operator shall provide runway exit sign where there is an operational need to identify a runway exit. (4) An aerodrome operator shall provide runway vacated sign where the exit taxiway is not provided with taxiway centre line lights and there is a need to indicate to a pilot leaving a runway the perimeter of the ILS/MLS critical or sensitive area or the lower edge of the inner transitional surface, whichever is farther from the runway centre line. (5) An aerodrome operator may provide intersection take-off sign  3108 Kenya Subsidiary Legislation, 2026 when there is an operational need to indicate the remaining take-off run available (TORA) for intersection take-offs. (6) An aerodrome operator shall provide a combined location and direction sign when it is intended to indicate routing information prior to a taxiway intersection. (7) An aerodrome operator shall provide a direction sign when there is an operational need to identify the designation and direction of taxiways at an intersection. (8) An aerodrome operator shall provide a location sign in conjunction with a runway designation sign except at a runway or runway intersection. (9) An aerodrome operator shall provide a location sign in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not needed. (10) Information signs shall be located on the left-hand side of the taxiway in accordance with specifications in Table S10-12 of the Second Schedule. (11) At a taxiway intersection, information signs shall be located prior to the intersection and in line with the intermediate holding position marking. (12) Subject to sub-regulation (11), the signs shall be installed at least 60 m from the centre line of the intersecting taxiway where the code number is 3 or 4, and at least 40 m where the code number is 1 or 2, where there is no intermediate holding position marking. (13) A runway exit sign shall be located on the same side of the runway as the exit is located and positioned in accordance with specifications in Table S10-12 of the Second Schedule. (14) A runway exit sign shall be located prior to the runway exit point in line with a position at least 60 m prior to the point of tangency where the code number is 3 or 4, and at least 30 m where the code number is 1 or 2. (15) A runway vacated sign shall be located at least on one side of the taxiway. (16) The distance between the sign and the centre line of a runway shall be not less than the greater of the following— (a) the distance between the centre line of the runway and the perimeter of the ILS/MLS critical or sensitive area; or  Kenya Subsidiary Legislation, 2026 3109 (b) the distance between the centre line of the runway and the lower edge of the inner transitional surface. (17) The taxiway location sign shall be positioned outboard of the runway vacated sign, where provided in conjunction with a runway vacated sign. (18) An intersection take-off sign shall be located at the left-hand side of the entry taxiway. (19) Subject to sub-regulation (18), the distance between the sign and the centre line of the runway shall be not less than 60 m where the code number is 3 or 4, and not less than 45 m where the code number is 1 or 2. (20) A taxiway location sign installed in conjunction with a runway designation sign shall be positioned outboard of the runway designation sign. (21) An information sign other than a location sign shall not be collocated with a mandatory instruction sign (22) An information sign other than a location sign shall consist of an inscription in black on a yellow background. (23) A location sign shall consist of an inscription in yellow on a black background and where it is a stand-alone sign shall have a yellow border. (24) The inscription on a runway exit sign shall consist of the designator of the exit taxiway and an arrow indicating the direction to follow. (25) The inscription on a runway vacated sign shall depict the pattern A runway-holding position marking in accordance with specifications in Figure S10-33 of the Tenth Schedule. (26) The inscription on an intersection take-off sign shall consist of a numerical message indicating the remaining take-off run available in metres plus an arrow, appropriately located and oriented, indicating the direction of the take-off in accordance with specifications in Figure S10-33 of the Second Schedule. (27) The inscription on a destination sign shall comprise an alpha, alphanumerical or numerical message identifying the destination plus an arrow indicating the direction to proceed in accordance with  3110 Kenya Subsidiary Legislation, 2026 specifications in Figure S10-33 of the Second Schedule. (28) The inscription on a direction sign shall comprise an alpha or alphanumerical message identifying the taxiway(s) plus an arrow or arrows appropriately oriented in accordance with specifications in Figure S10-33 of the Second Schedule. (29) The inscription on a location sign shall comprise the designation of the location taxiway, runway or other pavement the aircraft is on or is entering and shall not contain arrows. (30) Where a location sign and direction sign are used in combination— (a) all direction signs related to left turns shall be placed on the left side of the location sign, and all direction signs related to right turns shall be placed on the right side of the location sign, except that where the junction consists of one intersecting taxiway, the location sign may alternatively be placed on the left-hand-side; (b) the direction signs shall be placed such that the direction of the arrows departs increasingly from the vertical with increasing deviation of the corresponding taxiway; (c) an appropriate direction sign shall be placed next to the location sign where the direction of the location taxiway changes significantly beyond the intersection; and (d) adjacent direction signs shall be delineated by a vertical black line as specified in Figure S10-33 of the Second Schedule. (31) A taxiway shall be identified by a designator that is used only once on an aerodrome and comprise a single letter, two letters, or a combination of a letter or letters followed by a number. (32) When designating taxiways, the letters I, O and X shall not be used to avoid confusion with the numerals 1 and 0, and the closed marking. (33) The use of numbers alone on the manoeuvring area shall be reserved for the designation of runways. (34) Apron stand designators shall not be the same as taxiway designators. 198. (1) A VOR aerodrome checkpoint, when established, shall VOR aerodrome checkpoint sign  Kenya Subsidiary Legislation, 2026 3111 be indicated by a VOR aerodrome checkpoint marking and sign. (2) A VOR aerodrome checkpoint sign shall be located as near as possible to the checkpoint and so that the inscriptions are visible from the cockpit of an aircraft properly positioned on the VOR aerodrome checkpoint marking. (3) A VOR aerodrome checkpoint sign shall consist of an inscription in black on a yellow background. (4) The inscriptions on a VOR checkpoint sign shall be in accordance with one of the alternatives in the VOR Aerodrome checkpoint sign in accordance with specifications in Figure S10-35 of the Second Schedule. 199. (1) An aerodrome operator may provide identification sign Aerodrome at an aerodrome where there is insufficient alternative means of visual identification sign. identification. (2) The aerodrome identification signs where provided shall consist of the name of the aerodrome. 200. (1) An aircraft stand identification marking may be Aircraft stand supplemented with an aircraft stand identification sign where feasible. identification sign. 201. (1) An aerodrome operator shall provide a road-holding Road holding position sign at all road entrances to a runway. position sign. (2) The road-holding position sign shall be located 1.5 m from one edge of the road to the left at the holding position. (3) A road-holding position sign shall consist of an inscription in white on a red background. (4) The inscription on a road-holding position sign shall be in English language, be in conformity with the Traffic Act and include the following— Cap. 403 (a) a requirement to stop; and (b) where appropriate— (i) a requirement to obtain ATC clearance; and (ii) location designator;  3112 Kenya Subsidiary Legislation, 2026 (5) A road-holding position sign intended for night use shall be retroreflective or illuminated. 202. Aerodrome Markers shall be frangible and, for those located Aerodrome near a runway or taxiway, be sufficiently low to preserve clearance for markers. propellers and engine pods of jet aircraft. 203. (1) An aerodrome operator shall provide markers on an Unpaved runways unpaved runway in accordance with specifications in Figure S10-42 of edge markers. the Second Schedule. (2) Where runway lights are provided, the markers shall be incorporated in the light fixtures. (3) Subject to sub-regulation (2), where there are no lights, markers of flat rectangular shape shall be placed so as to delimit the runway clearly. (4) The flat rectangular markers shall have a minimum size of 3 metres by 1 metre and placed with their long dimension parallel to the runway centre line. (5) The unpaved runway markers shall be constructed using precast or cast-in-place concrete slabs at the start or end edges of the runway. (6) The slabs shall be installed flush with the ground surface and placed in the figure of an inverted L on all the corners of the runway in accordance with specifications in Figure S10-43 of the Second Schedule. (7) The dimensions shall be 3 metres for the long sides and 1 metre for the widths. 204. (1) An aerodrome operator shall provide stop way edge Stop way edge markers when the extent of a stop way is not clearly indicated by its markers. appearance compared with that of the surrounding ground. (2) The stop way edge markers shall be sufficiently different from any runway edge markers used to ensure that the two types of markers cannot be confused. 205. (1) A taxiway edge marker shall be retroreflective blue. Taxiway edge markers. (2) Taxiway edge markers shall be frangible, and their height be  Kenya Subsidiary Legislation, 2026 3113 sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. 206. (1) An aerodrome operator may provide taxiway centre line Taxiway centre markers on a taxiway if there is a need to improve the guidance line markers. provided by the taxiway centre line marking. (2) A taxiway centre line marker shall be retroreflective green. (3) Taxiway centre line markers shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves. (4) The marked surface as viewed by the pilot shall be a rectangle and shall have a minimum viewing area of 20 cm2. 207. (1) An aerodrome operator shall provide boundary markers Boundary at an aerodrome where the landing area has no runway. markers. (2) Boundary markers shall be spaced along the boundary of the landing area at intervals of not more than 200 m, if the type specified in accordance with specifications in the Second Schedule (Figure S10-36) is used, or approximately 90 m, if the conical type is used with a marker at any corner. (3) Where provided, boundary markers shall be in the form of a cone not less than 50 cm high and not less than 75 cm in diameter at the base. (4) The markers shall be coloured to contrast with the background against which they will be seen. (5) A single colour, orange or red, or two contrasting colours, orange and white or alternatively red and white, shall be used, except where such colours merge with the background. PART VIII—VISUAL AIDS FOR DENOTING OBSTACLES 208. (1) An aerodrome operator shall ensure that visual aids for Provision of denoting obstacles are duly provided and properly maintained so as to visual aids for denoting ensure the safe operation of aircraft at and around the aerodrome. obstacles. (2) The location of lights on obstacles shall be as provided in the Seventh Schedule. (3) Any colours for aeronautical ground lights, markings, signs and panels provided for in this Part shall be in accordance with the  3114 Kenya Subsidiary Legislation, 2026 appropriate specifications in the Fourth Schedule. 209. (1) Vehicles and other mobile objects, excluding aircraft, on Marking and the movement area of an aerodrome shall be marked. lighting of objects within the lateral boundaries of the obstacle limitation surfaces. (2) Subject to sub-regulation (1), the vehicles and aerodrome shall be lighted if used at night or in conditions of low visibility. (3) Elevated aeronautical ground lights within the movement area shall be marked to be conspicuous. (4) Obstacle lights shall not be installed on elevated ground lights or signs in the movement area. (5) All obstacles within the distance specified in column 11 or 12 of Table S10-4 in the Second Schedule, from the centre line of a taxiway, an apron taxiway or aircraft stand taxi lane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxi lane is used at night, lighted. (6) All obstacles within the distance specified in the Tenth Schedule (Table S10-4), column 11 or 12, from the centre line of a taxiway, an apron taxiway or aircraft stand taxi lane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxi lane is used at night, lighted. (7) A fixed obstacle that extends above a take-off climb surface within 3000m of the inner edge of the take-off climb surface shall be marked and, if the runway is used at night, lighted, except that— (a) such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; (c) the marking may be omitted when the obstacle is lighted by high intensity obstacle lights by day; and (d) lighting may be omitted where the obstacle is a lighthouse, and an aeronautical study indicates the lighthouse light to be sufficient.  Kenya Subsidiary Legislation, 2026 3115 (7) A fixed object, other than an obstacle, adjacent to a take-off climb surface shall be marked and, if the runway is used at night, lighted if such marking and lighting is considered necessary to ensure its avoidance, except that the marking may be omitted when— (a) the object is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; or (b) the object is lighted by high-intensity obstacle lights by day. (8) A fixed obstacle that extends above an approach surface within 3 000 m of the inner edge or above a transitional surface shall be marked and, if the runway is used at night, lighted, except that— (a) such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150 m; (c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day; and (d) the lighting may be omitted where the obstacle is a lighthouse, and an aeronautical study indicates the lighthouse light to be sufficient. (9) A fixed obstacle that extends above a horizontal surface shall be marked. (10) Subject to sub-regulation (9), if the aerodrome is used at night, a fixed obstacle shall be lighted except that— (a) such marking and lighting may be omitted when— (i) the obstacle is shielded by another obstacle; or (ii) for a circuit extensively obstructed by immovable objects or terrain, procedures have been established to ensure safe vertical clearance below prescribed flight paths; or  3116 Kenya Subsidiary Legislation, 2026 (iii) an aeronautical study shows the obstacle not to be of operational significance. (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; (c) the marking may be omitted when the obstacle is lighted by high intensity obstacle lights by day; and (d) the lighting may be omitted where the obstacle is a lighthouse, and an aeronautical study indicates the lighthouse light to be sufficient. (11) A fixed object that extends above an obstacle protection surface shall be marked and, if the runway is used at night, lighted. (12) Other objects inside the obstacle limitation surfaces that constitute a hazard to aircraft shall be marked or lighted. (13) Overhead wires, cables, etc., crossing a river, waterway, valley or highway shall be marked and their supporting towers marked and lighted when in close proximity to aerodromes. 210. (1) Obstacles in areas beyond the limits of the obstacle Marking and limitation surfaces, which extend to a height of 150 m or more above lighting of objects outside the lateral ground elevation shall be marked and lighted. boundaries of the obstacle limitation surfaces. (2) Other objects outside the obstacle limitation surfaces that could constitute a hazard to aircraft shall be marked or lighted. 211. (1) The presence of objects which must be lighted, in Marking and/or accordance with these regulations shall be indicated by low-intensity, lighting of objects medium-intensity or high-intensity lights, or a combination of such lights. (2) Low-intensity obstacle lights, Types A, B, C and D, medium- intensity obstacle lights, Types A, B and C, high-intensity obstacle lights Type A and B, shall be in accordance with the specifications in Table S10-13 to Table S11-15 in the Second Schedule. (3) Pursuant to sub-regulations (1) and (2)— (a) the number and arrangement of low-, medium- or high-  Kenya Subsidiary Legislation, 2026 3117 intensity obstacle lights at each level to be marked shall be such that the object is indicated from every angle in azimuth; (b) where a light is shielded in any direction by another part of the object, or by an adjacent object, additional lights shall be provided on that adjacent object or the part of the object that is shielding the light, in such a way as to retain the general definition of the object to be lighted; and (c) if the shielded light does not contribute to the definition of the object to be lighted, it may be omitted. 212. (1) All mobile objects to be marked shall be coloured or Marking and display flags. lighting of mobile objects. (2) A single conspicuous colour shall be used when mobile objects are marked by colour preferably red or yellowish green for emergency vehicles and yellow for service vehicles. (3) Flags used to mark mobile objects shall be displayed around, on top of, or around the highest edge of the object. (4) Flags shall not increase the hazard presented by the object they mark. (5) Pursuant to sub-regulations (1) and (2),— (a) flags used to mark mobile objects shall not be less than 0.9 m on each side and shall consist of a chequered pattern, each square having sides of not less than 0.3 m; (b) the colours of the pattern shall contrast each with the other and with the background against which they will be seen.; and (c) orange and white or alternatively red and white shall be used, except where such colours merge with the background. (6) Low-intensity obstacle lights, Type C, shall be displayed on vehicles and other mobile objects excluding aircraft. (7) Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security shall be flashing-blue and those displayed on other vehicles shall be flashing-yellow. (8) Low-intensity obstacle lights, Type D, shall be displayed on  3118 Kenya Subsidiary Legislation, 2026 follow-me vehicles. (9) Low-intensity obstacle lights on objects with limited mobility such as passenger boarding bridges shall be fixed-red, and as a minimum be in accordance with the specifications in Table S10-14 of the Second Schedule for low-intensity obstacle lights, Type A. (10) The intensity of the lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of illumination against which they would normally be viewed. 213. (1) Low-intensity obstacle lights, Type C, shall be displayed Intensity and on vehicles and other mobile objects excluding aircraft. colour of obstacle lights. (2) Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security shall be flashing-blue and those displayed on other vehicles shall be flashing-yellow. (3) Low-intensity obstacle lights, Type D, shall be displayed on follow-me vehicles. (4) Low-intensity obstacle lights on objects with limited mobility such as aerobridges shall be fixed-red, and in accordance with the specifications for low-intensity obstacle lights, Type A, in Table S10- 13 of the Second Schedule. 214. (1) All fixed objects to be marked shall be coloured display Marking and markers or flags on or above them. colour of fixed objects. (2) Pursuant to sub-regulation (1) — (a) an object shall be coloured to show a chequered pattern if it has unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions; (b) the pattern shall consist of rectangles of not less than 1.5 m and not more than 3 m on a side, the corners being of the darker colour; (c) the colours of the pattern shall contrast each with the other and with the background against which they will be seen; (d) orange and white or alternatively red and white shall be used, as indicated in Figure S10-37 of the Second Schedule.  Kenya Subsidiary Legislation, 2026 3119 (3) An object shall be coloured to show alternating contrasting bands if— (a) it has unbroken surfaces and has one dimension, horizontal or vertical, greater than 1.5 m, and the other dimension, horizontal or vertical, less than 4.5 m; or (b) it is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m. (4) Subject to subregulation (2)— (a) the bands shall be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30 m, whichever is less; (b) the colours of the bands shall contrast with the background against which they will be seen; (c) orange and white shall be used, except where such colours are not conspicuous when viewed against the background; (d) the bands on the extremities of the object shall be of the darker colour as specified in in Figure S10-37 and Figure S10-38 of the Second Schedule. 215. (1) Flags used to mark fixed objects shall be displayed Marking by flags around, on top of, or around the highest edge of, the object and when of fixed objects. flags are used to mark extensive objects or groups of closely spaced objects, they shall be displayed at least every 15 m and such flags shall not increase the hazard presented by the object they mark. (2) Flags used to mark fixed objects shall not be less than 0.6 m on each side. (3) Flags used to mark fixed objects shall be orange in colour or a combination of two triangular sections, one orange and the other white, or one red and the other white, except that where such colours merge with the background; other conspicuous colours shall be used. (4) Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general definition of the object and shall be recognizable in clear weather from a distance of at least 1 000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object.  3120 Kenya Subsidiary Legislation, 2026 (5) Pursuant to sub-regulation (4) the shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is not increased. (6) A marker shall be of one colour and when installed, white and red, or white and orange markers shall be displayed alternately, and the colour selected shall contrast with the background against which it will be seen. 216. (1) One or more low- intensity, medium- intensity or high- Lighting of fixed intensity obstacle lights shall be located as close as practicable to the objects. top of the object in the case of an object to be lighted. (2) The top lights of chimney or other structure of like function shall be placed sufficiently below the top to minimize contamination by smoke as specified in Figure S10-38 of the Second Schedule. (3) A high-intensity obstacle light shall be located at the highest practicable point where it is not possible to locate it on the top of the appurtenance greater than 12 m, including a rod or an antenna, for a during the day. (4) Subject to sub-regulation (3) a medium-intensity obstacle light, Type A, may be mounted on the top of the appurtenance. (5) The structure owner of an extensive object or of a group of closely spaced objects shall arrange the top lights to indicate the general definition, extent of the objects and the points or edges of the highest object in relation to the OLS— (a) or above the ground for objects penetrating a horizontal obstacle limitation surface (OLS) or located outside an OLS; (b) for objects penetrating a sloping OLS; (c) subject to sub regulation (5)(b) the edge nearest the landing area shall be marked where two or more edges are of the same height (6) Additional obstacle lights shall be placed on the highest point of the object when the obstacle limitation surface concerned is sloping and the highest point above the OLS is not the highest point of the object. (7) Where lights are applied to display the general definition of an extensive object or a group of closely spaced objects, the spacing of the longitudinal intervals shall not exceed—  Kenya Subsidiary Legislation, 2026 3121 (a) 45 m when low-intensity lights are used; and (b) 900 m when medium-intensity lights are used (8) High-intensity obstacle lights, Type A, and medium-intensity obstacle lights, Types A and B, located on an object shall flash simultaneously. (9) The installation setting angles for high-intensity obstacle lights, Type A, shall be in accordance with specifications in Table S10- 17 of the Second Schedule. (10) Notwithstanding sub-regulation (9), where high-intensity obstacle lights are intended for day use as well as night use, care shall be taken to ensure that these lights do not create disconcerting dazzle. 217. (1) The structure owner shall install lighting of objects with Lighting of height less than 45m above ground level as specified below— objects with height less than 45m above ground level. (a) low-intensity obstacle lights, Type A or B, where the object is a less extensive one; (b) medium-intensity or high-intensity obstacle lights where the use of low-intensity obstacle lights, Type A or B, will be inadequate or an early special warning is required; (c) low-intensity obstacle lights, Type B, may be used either alone or in combination with medium-intensity obstacle lights, Type B, in accordance with paragraph (d) below; (d) medium-intensity obstacle lights, Type A, B or C, may be used where the object is an extensive one, including a group of buildings; (e) subject to paragraph (d) above, medium-intensity obstacle lights, Types A and C, may be used alone. (2) Subject to sub-regulation (1)(d), medium-intensity obstacle lights, Type B, may be used either alone or in combination with low- intensity obstacle lights, Type B. 218. (1) The structure owner shall use the following for lighting Lighting of objects with a height 45m or more to a height less than 150 m above of objects with a height 45m ground level— or more to a height less than 150 m above  3122 Kenya Subsidiary Legislation, 2026 ground level. (a) medium-intensity obstacle lights, Type A, B or C; (b) medium-intensity obstacle lights, Types A and C, shall be used alone; (c) medium-intensity obstacle lights, Type B, may be used either alone or in combination with low-intensity obstacle lights, Type B. (2) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type A, and the top of the object is more than 105 m above the level of the surrounding ground or the elevation of tops of nearby buildings when the object to be marked is surrounded by buildings. (3) Pursuant to sub-regulation (2), additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m. (4) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type B, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings and the object to be marked is surrounded by buildings. (5) Pursuant to sub-regulation (4), these additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. (6) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type C, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings and the object to be marked is surrounded by buildings. (7) Subject to sub-regulation (6), these additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. (8) Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding 105 m between the  Kenya Subsidiary Legislation, 2026 3123 ground level and the top light. (9) Notwithstanding sub-regulation (8), the elevation of the tops of the buildings may be used as the equivalent of the ground level when determining the number of light levels where an object to be marked is surrounded by buildings. 219. (1) The structure owner shall install high-intensity obstacle Lighting of lights, Type A to indicate the presence of an object if its height above objects with a height 150 m or the level of the surrounding ground exceeds 150 m and an aeronautical more above study indicates such lights to be essential for the recognition of the ground level. object by day. (2) The lights in sub-regulation (1), when used shall be spaced at uniform intervals not exceeding 105 m between the ground level and the top light. (3) Notwithstanding sub-regulation (2), the elevation of the tops of the buildings may be used as the equivalent of the ground level when determining the number of light levels where an object is to be marked. (4) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type A. (5) Subject to sub-regulation (4), additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings with the spacing not exceeding 105 m. (6) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type B. (7) Subject to sub-regulation (6), additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and medium- intensity obstacle lights, Type B, and spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings with the spacing not exceeding 52 m. (8) Additional lights shall be provided at intermediate levels where an object is indicated by medium-intensity obstacle lights, Type C. (9) Subject to sub-regulation (8), additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings with the spacing not exceeding 52 m.  3124 Kenya Subsidiary Legislation, 2026 220. The owner of a wind turbine shall mark or light a wind Wind turbines. turbine if the Authority determines that it is an obstacle. 221. The rotor blades, nacelle and upper 2/3 of the supporting Marking of wind mast of wind turbines shall be painted white, unless otherwise indicated turbines. by an aeronautical study. 222. (1) The wind farm shall be regarded as an extensive object Lighting of wind and lighting is mandatory. turbines. (2) Subject to sub-regulation (1), the wind farm lights shall be installed— (a) to identify the perimeter of the wind farm; (b) respecting the maximum spacing between the lights along the perimeter, unless a dedicated assessment shows that a greater spacing can be used; (c) to flash simultaneously where flashing lights are used; (d) to identify any wind turbines of significantly higher elevation wherever they are located within a wind farm; (e) at locations specified in paragraphs (a), (b) and (d), respecting the following criteria— (i) medium-intensity lighting on the nacelle shall be provided for wind turbines of less than 150 m in overall height hub height plus vertical blade height; (ii) a second light serving as an alternate shall be provided in case of failure of the operating light and the lights installed to assure that the output of either light is not blocked by the other, for wind turbines from 150 m to 315 m in overall height, in addition to the medium-intensity light installed on the nacelle; (iii) subject to sub-paragraph (ii), an intermediate level at half the nacelle height of at least three low-intensity Type E lights, as specified these Regulations shall be provided; (iv) subject to sub-paragraph (iii), low-intensity Type A or B lights may be used if an aeronautical study shows that low- intensity Type E lights are not suitable. (3) The obstacle lights shall be installed on the nacelle in such a manner as to provide an unobstructed view for aircraft approaching  Kenya Subsidiary Legislation, 2026 3125 from any direction. (4) Where lighting is deemed necessary for a single wind turbine or short line of wind turbines, the installation shall be in accordance with sub-regulation (1)(e) or as determined by an aeronautical study. 223. (1) The owners of wires and cables shall equip them with Marking of markers and colour the supporting tower. overhead wires, cables and supporting towers. (2) The supporting towers of overhead wires and cables that require marking shall be marked in accordance with these Regulations. (3) Notwithstanding sub-regulation (2), the marking may be omitted when the supporting towers are lighted by high-intensity obstacle lights by day. (4) Markers displayed on or adjacent to objects shall be located in conspicuous positions to retain the general definition of the object and be recognizable in clear weather from a distance of at least 1 000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. (5) Subject to sub-regulation (4), the shape of markers shall be distinctive to ensure that they are not mistaken for markers employed to convey other information and be such that the hazard presented by the object they mark is not increased. (6) A marker displayed on an overhead wire and cable shall be spherical and have a diameter of not less than 60 cm. (7) The spacing between two consecutive markers or between a marker and a supporting tower shall be appropriate to the diameter of the marker, but in no case shall the spacing exceed— (a) 30 m where the marker diameter is 60 cm progressively increasing with the diameter of the marker to; (b) 35 m where the marker diameter is 80 cm and further progressively increasing to a maximum of; (c) 40 m where the marker diameter is of at least 130 cm. (8) Subject to sub-regulation (7), a marker shall be located not lower than the level of the highest wire at the point marked where multiple wires and cables are involved.  3126 Kenya Subsidiary Legislation, 2026 (9) A marker shall be of one colour. (10) Subject to sub-regulation (9), when white and red or white and orange markers are installed, they shall be displayed alternately and the colour selected to contrast with the background. (11) High intensity obstacle lights, Type B, shall be provided on the supporting towers of overhead wire or cable when it has been determined that they need to be marked but it is not practicable to install markers. 224. (1) High-intensity obstacle lights, Type B, shall be used to Lighting of indicate the presence of a tower supporting overhead wires or cables overhead wires, cables and where— supporting towers. (a) an aeronautical study indicates such lights to be essential for the recognition of the presence of wires and cables; or (b) it has not been found practicable to install markers on the wires and cables. (2) High-intensity obstacle lights, Type B, where used, shall be located at three levels— (a) at the top of the tower; (b) at the lowest level of the catenary of the wires or cables; and (c) at approximately midway between these two levels. (3) Subject to sub-regulation (2), high-intensity obstacle lights, Type B may be located off the tower. (4) High-intensity obstacle lights, Type B, indicating the presence of a tower supporting overhead wires or cables shall flash sequentially; first the middle light, second the top light and last, the bottom light. (5) Subject to sub-regulation (4), the intervals between flashes of the lights shall approximate the following ratios— Flash interval between Ratio of cycle time middle and top light 1/13 top and bottom light 2/13  Kenya Subsidiary Legislation, 2026 3127 bottom and middle light 10/13 (6) Pursuant to sub-regulation (5), the owner shall ensure high intensity obstacle lights when used during day and night do not create disconcerting dazzle. (7) The installation setting angles for high-intensity obstacle lights, Type B, shall be in accordance with specifications in Table S10- 17 of the Second Schedule. PART IX—VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS 225. (1) This Part applies to all categories of aerodromes. Application of this Part. (2) Any colours for aeronautical ground lights, markings, signs and panels provided for in this Part shall be in accordance with the appropriate specifications in the Fourth Schedule. 226. (1) An aerodrome operator shall ensure that restricted areas Marking of are marked restricted use in a manner that is visible to aircraft operating restricted use areas. on the ground and in the air areas. (2) An aerodrome operator shall adhere to visual aids requirements prescribed in these regulations so as to ensure that aircraft operations can be conducted safely on the aerodrome. (3) The aerodrome operator shall obliterate all normal runway and taxiway markings when a runway or taxiway or portion thereof is permanently closed. (4) Lighting systems provided for a closed runway or taxiway, or portion thereof shall not be operated, except as required for maintenance purposes or where operationally required. (5) Pursuant to closed runway markings, as specified in these Regulations, when a closed runway or taxiway or portion thereof is intercepted by a runway or taxiway which is can be used at night, unserviceability lights shall be placed across the entrance to the closed area at intervals not exceeding 3 m. 227. (1) An aerodrome operator shall display closed runway Closed runway marking on a runway or portion thereof, which is permanently closed to markings. the use of all aircraft. (2) Notwithstanding sub-regulation (1), marking may be omitted on a temporarily closed runway or portion thereof when the closing is of short duration and adequate warning by air traffic services is provided.  3128 Kenya Subsidiary Legislation, 2026 (3) A closed runway marking shall be placed at each extremity of the runway or portion thereof, and additional markings be so placed that the maximum interval between markings does not exceed 300m. (4) The closed runway marking shall be white in colour and of the form and proportions as detailed in Figure S10-39, Illustration a of the Second Schedule. 228. (1) A closed taxiway marking shall be displayed on a Closed taxiway taxiway or portion thereof which is permanently closed to the use of all markings. aircraft. (2) Notwithstanding sub-regulation (1), marking may be omitted on a temporarily closed taxiway or portion thereof when the closing is of short duration and adequate warning by air traffic services is provided. (3) A closed taxiway marking shall be placed at least at each extremity of the taxiway or portion thereof closed. (4) Subject to sub-regulation (3), the closed taxiway marking shall be yellow in colour and of the form and proportions as detailed in Figure S10-39, (Illustration b) of the Second Schedule 229. (1) A closed runway lighting shall be placed on the centre Closed runway line, at each extremity of the runway temporarily declared closed. lighting. (2) The closed runway lighting as viewed by the pilot shall be of the equivalent elevated form and proportions as detailed in Figure S10- 44 of the Second Schedule showing a minimum of five lights uniformly spaced on each branch, with a minimum interval as specified in Table S10-22 of the Second Schedule. (3) Closed runway lights shall show flashing variable white in the direction of approach to the runway, at a rate of one second on and one second off. (4) Closed runway lights shall automatically revert to fixed lights in the event of the flashing system failure. (5) Closed runway lights shall be in accordance with the specifications in Figure S5-26 of the Ninth Schedule. 230. (1) Shoulders for taxiways, holding bays, aprons and other Marking of non- non-load-bearings surfaces, which cannot readily be distinguished from load bearing surfaces. loadbearing 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  Kenya Subsidiary Legislation, 2026 3129 the loadbearing pavement, with the outer edge of the marking approximately on the edge of the load-bearing pavement (3) A taxi side stripe marking shall consist of a pair of solid lines, each 15cm wide and spaced 15cm apart and the same colour as the taxiway centre line marking. 231. (1) An aerodrome operator shall establish chevron markings Marking of pre- for the entire length before the threshold, when such surface is paved threshold areas. and exceeds 60m in length and not suitable for normal use by aircraft. (2) A chevron marking shall point in the direction of the runway and placed as specified in Figure S10-40 of the Second Schedule. (3) A chevron marking shall be of conspicuous colour and contrast with the colour used for the runway markings. (4) Subject to sub-regulation (3), the colour of the marking shall be yellow with an overall width of at least 0.9m. Unserviceable areas 232. (1) An aerodrome operator shall install unserviceability Unserviceability markings on the surface of the pavement where it is impractical to markings. install an unserviceability sign in accordance with the provisions of these Regulations. (2) Unserviceability markings shall consist of an inscription in black upon an orange background. (3) The character height shall be 4 m and the inscriptions shall be in the form and proportions shown in the Twelfth Schedule. (4) The background shall be rectangular and extend a minimum of 0.5 m laterally and vertically beyond the extremities of the inscription. 233. (1) Unserviceability lights shall be provided on a movement Unserviceability area used at night, wherever any portion of the movement area is unfit lights. for the movement of aircraft but it is still possible for aircraft to bypass the area safely. (2) Unserviceability lights shall be placed at intervals sufficiently close to delineate the unserviceable area. (3) An unserviceability light shall consist of a red fixed light having sufficient intensity to ensure conspicuity.  3130 Kenya Subsidiary Legislation, 2026 (4) Subject to sub-regulation (3), the intensity shall not be less than 10cd of red light taking into consideration the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed. 234. (1) The aerodrome operator shall provide unserviceability Unserviceability signs where there is an operational need to indicate temporary changes signs. to runway declared distances. (2) Unserviceability signs may be provided where there is an operational need to indicate temporary changes to taxiways and aprons. (3) Existing signs shall be removed or obscured at an aerodrome if they provide inadequate or misleading information regarding unserviceability areas. (4) The information provided by unserviceability signs in sub- regulations (1) and (2) shall not conflict with the information provided by the appropriate aeronautical information services. (5) Unserviceability signs shall be located where operationally needed on the movement area. (6) The location distances on the manoeuvring area shall be as per taxiing guidance signs in the Second Schedule (Table S10-12) (7) Subject to sub-regulation (6) the location of unserviceability signs shall not visually obscure or provide conflicting information with existing operationally required visual aids. (8) Unserviceability signs shall be frangible with those located near a runway or taxiway sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. (9) The installed height of unserviceability signs shall not exceed the dimension for taxiing guidance signs shown in TableS10-12 of the Second Schedule. (10) Unserviceability signs shall be rectangular, as shown in Figure S10-45 of the Second Schedule with the longer side horizontal. (11) The inscriptions on an unserviceability sign shall be in accordance with the provisions of the Sixth Schedule. (12) Unserviceability signs shall consist of an inscription in black on an orange background. (13) Subject to sub-regulation (12), unserviceability signs shall be supplemented by a black outline measuring 10 mm in width for  Kenya Subsidiary Legislation, 2026 3131 runways where the code number is 1 or 2, and 20 mm in width for runways where the code number is 3 or 4. (14) The inscription on an unserviceability sign shall consist of a legible, clear and simple message, only providing the useful and necessary information for the safety of the operation. (15) Unserviceability signs shall be retroreflective in accordance with the provisions of the Sixth Schedule. 235. (1) The aerodrome operator shall display unserviceability Unserviceability markers wherever any portion of a taxiway, apron or holding bay is markers. unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely. (2) They shall be placed at intervals sufficiently close so as to delineate the unserviceable area. (3) Unserviceability markers shall consist of conspicuous upstanding devices such as flags, cones or marker boards. (4) An unserviceability cone shall be at least 0.5m in height and red, orange or yellow or any one of these colours in combination with white. (5) An unserviceability flag shall be at least 0.5m square and red, orange or yellow or any one of these colours in combination with white. (6) An unserviceability marker board shall be at least 0.5m in height and 0.9m in length, with alternate red and white or orange and white vertical stripes. PART X-ELECTRICAL SYSTEMS 236. (1) An aerodrome operator shall provide electrical power Electrical power supply systems for air navigation services and facilities. supply systems for air navigation services facilities. (2) The primary power supply where provided, shall be available and adequate for the safe functioning of air navigation services and facilities. (3) Subject to sub-regulation (2), the design and provision of electrical power systems for aerodrome visual and radio navigation aids shall be such that an equipment failure does not leave the pilot with inadequate visual and non-visual guidance or misleading information.  3132 Kenya Subsidiary Legislation, 2026 (4) The existing secondary power supply shall meet the required switch-over time. (5) Subject to sub-regulation (4), the electrical power supply connections to facilities for which secondary power connection is required shall be so arranged to be capable of meeting maximum switch-over requirements as specified in Table S10-18 of the Second Schedule. (6) The secondary power supply for visual aids facilities shall be— (a) provided for precision approach runway and capable of meeting the requirements specified in Table S10-18 of the Second Schedule for the appropriate category of precision approach runway; and (b) so arranged that electric power supply connections to those facilities for which secondary power is required are automatically connected to the secondary power supply on failure of the primary source of power. (7) The aerodrome operator shall provide a secondary power supply capable of meeting the relevant requirements specified in Table S10-18 of the Second Schedule for a runway meant for take-off in runway visual range conditions less than a value of 800 m. (8) An aerodrome operator shall provide with secondary power supply capable of supplying power where there is a failure of the primary power supply to the following aerodrome facilities— (a) the signalling lamp and the minimum lighting necessary to enable air traffic services personnel to carry out their duties; (b) all obstacle lights which, in the opinion of the Authority are essential to ensure the safe operation of aircraft; (c) closed runway lighting, if provided in accordance with Regulation and connected to the primary power supply; (d) approach, runway and taxiway lighting; (e) meteorological equipment; (f) essential security lighting, if provided;  Kenya Subsidiary Legislation, 2026 3133 (g) essential equipment and facilities for the aerodrome emergency agencies; (h) floodlighting on a designated isolated aircraft packing position if provided; and (i) illumination of apron areas over which passengers may walk. (9) The time interval between failure of the primary source of power and the complete restoration of the services required by sub- regulation (6) shall be as short as practicable. (10) Notwithstanding sub-regulation (9), the maximum switch over times specified in Table S10-18 of the Second Schedule shall apply for visual aids associated with non-precision, precision approach or take-off runways. (11) Requirements for a secondary power supply shall be met by either of the following— (a) independent public power, which is a source of power supplying the aerodrome service from a substation other than the normal substation through a transmission line following a route different from the normal power supply route and such that the possibility of a simultaneous failure of the normal and independent public power supplies is extremely remote; or (b) standby power unit including engine generators and batteries from which electric power can be obtained. 237. (1) The electrical systems for the power supply, lighting and Electrical system control of the lighting systems specified in Table S10-18 of the Second design. Schedule shall be so designed that an equipment failure will not leave the pilot with inadequate visual guidance or misleading information for a runway meant for use in runway visual range conditions less than a value of 550 m. (2) The secondary power supply provided at an aerodrome by the use of duplicate feeders shall be physically and electrically separate to ensure the required level of availability and independence. (3) The runway and taxiway lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting where a runway forming part of a standard taxi- route is provided.  3134 Kenya Subsidiary Legislation, 2026 (4) The electrical systems for the power supply and the control of the closed runway lighting shall be so designed that the closed runway lighting system is operated independently of runway lighting systems. 238. (1) An aerodrome operator shall establish a monitoring Monitoring of system to indicate the operational status of electrical lighting systems. electrical systems. (2) The lighting systems where used for aircraft control purposes shall be monitored automatically to provide an indication of any fault which may affect the control functions. (3) Pursuant to sub-regulation (2), this information shall be relayed automatically to the air traffic services unit. PART XI—AERODROME OPERATIONAL SERVICES, EQUIPMENT, INSTALLATIONS AND FACILITIES 239. (1) An aerodrome operator shall establish an aerodrome Aerodrome emergency plan at the aerodrome, commensurate with the aircraft emergency planning. operations and other activities conducted at the aerodrome. (2) An aerodrome emergency plan shall provide for the coordination of the actions to be taken in the event of an emergency occurring at the aerodrome or in its vicinity. (3) The plan shall coordinate the response or participation of all existing agencies, which, in the opinion of the appropriate authority, could be of assistance in responding to an emergency. (4) Pursuant to sub-regulation (3), the agencies shall include, inter alia— (a) on the aerodrome: air traffic control units, rescue and firefighting services, aerodrome administration, medical and ambulance services, aircraft operators, ground handling service providers, security services, and police; (b) off the aerodrome: fire departments, police, health authorities including medical, ambulance, hospital and public health services, military, and harbour patrol or coast guard. (5) The aerodrome emergency plan shall include at least the following— (a) the types of emergencies planned for; (b) agencies to be involved in the plan; (c) the responsibility and role of each agency, the emergency operation centre and the command post for each type of  Kenya Subsidiary Legislation, 2026 3135 emergency; (d) names and contacts of offices or people to be contacted in the case of a particular emergency; and (e) a grid map of the aerodrome and its immediate vicinity. (6) The plan shall observe human factors principles to ensure optimum response by all existing agencies participating in emergency operations. (7) Aerodrome emergencies shall include— (a) aircraft emergencies; (b) sabotage including bomb threats; (c) unlawfully seizure of aircraft; (d) dangerous goods occurrences; (e) building fires; (f) natural disasters; and (g) public health emergencies. (8) Subject to sub-regulation (7)(g), public health emergencies shall include— (a) increased risk of travellers or cargo spreading a serious communicable disease internationally through air transport; and (b) severe outbreak of a communicable disease potentially affecting a large proportion of aerodrome staff. (9) Public health services shall include planning to minimize adverse effects to the community from health-related events and deal with population health issues rather than provision of health services to individuals. (10) This regulation applies to all aerodromes in category A and any other category of aerodrome where deemed necessary by the  3136 Kenya Subsidiary Legislation, 2026 Authority. 240. (1) An aerodrome operator shall ensure that a fixed Emergency emergency operations centre and a mobile command post are available operation centre and command for use during an emergency. post. (2) The emergency operations centre shall be part of the aerodrome facilities and responsible for the overall coordination and general direction of the response to an emergency. (3) The command post shall be a facility capable of being moved rapidly to the site of an emergency, when required, and undertake the local coordination responding agencies. (4) An aerodrome operator shall assign a person to assume control of the emergency operations centre and, when appropriate, another person for the mobile command post. (5) An aerodrome operator shall provide adequate communication systems linking the command post, the emergency operations centre and with the participating agencies in accordance with the plan and consistent with the particular requirements of the aerodrome. 241. (1) The aerodrome emergency plan shall contain Aerodrome procedures for periodic testing of the adequacy of the plan, and for emergency exercise. reviewing the results in order to improve its effectiveness. (2) Subject to sub-regulation (1), the aerodrome emergency plan shall include all participating agencies and associated equipment. (3) The aerodrome emergency plan required by sub-regulations (1) and (2) shall be tested by conducting— (a) a full-scale aerodrome emergency exercise at intervals not exceeding two years and partial emergency exercises in the intervening year to ensure that any deficiencies found during the full-scale aerodrome emergency exercise have been corrected; or (b) a series of modular tests commencing in the first year and concluding in a full-scale aerodrome emergency exercise at intervals not exceeding three years. (4) The exercise in sub-regulation (3) shall be reviewed thereafter, or after an actual emergency, to correct any deficiency found during such exercises or actual emergency. (5) Notwithstanding sub-regulations (3) and (4), contingency plan  Kenya Subsidiary Legislation, 2026 3137 exercises shall be conducted in accordance with the Civil Aviation (Security) Regulations. 242. (1) The aerodrome emergency plan shall include the ready Emergencies in availability of and coordination with appropriate specialist rescue difficult environment. services to be able to respond to emergencies where an aerodrome is located close to water or swampy areas and where a significant portion of approach or departure operations takes place over these areas. (2) At an aerodrome located close to a water body, a swampy area, or difficult terrain, the aerodrome emergency plan may include the establishment, testing and assessment at regular intervals of a pre- determined response for the specialist rescue services. (3) An assessment of the approach and departure areas within 1,000 m of the runway threshold shall be carried out to determine the options available for intervention. (4) This regulation applies to aerodromes in category A where applicable and any other aerodrome close to water bodies, swampy areas or difficult terrain. 243. (1) An aerodrome operator shall form an emergency Emergency planning committee to discuss, determine and implement emergency planning committee. planning arrangements commensurate with the size and type of aircraft that uses the aerodrome. (2) This regulation applies to aerodromes in category A. (3) This regulation may apply to an aerodrome in category B were deemed necessary by the Authority. (4) This regulation shall not apply to aerodromes in categories C, D and E. 244. (1) An aerodrome operator shall provide rescue and Establishment of firefighting equipment and services at an aerodrome serving aerodrome rescue and firefighting commercial air transport operations. services. (2) The rescue and firefighting equipment and services provided in sub-regulation (1) shall be commensurate with the category and complexity of the aerodrome. (3) Specialist rescue services and fire-fighting equipment appropriate to the hazard and risk shall be made available where an aerodrome is located close to a water body, a swampy area or difficult terrain and a significant portion of approach or departure operations takes place over such an area.  3138 Kenya Subsidiary Legislation, 2026 (4) These Regulations shall apply to aerodromes in categories A and B. (5) The Authority may require aerodrome operators in category C, D and E to demonstrate an alternative means of compliance with this regulation. 245. (1) The aerodrome operator shall provide an appropriate Level of level of protection commensurate with the aerodrome category. protection provided for rescue and firefighting services. (2) The level of protection provided at an aerodrome for rescue and firefighting shall be appropriate to the aerodrome category as determined in sub-regulations (4) and (5). (3) Notwithstanding sub-regulation (2), where the number of movements of the aeroplanes in the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months, the level of protection provided shall be not less than one category below the determined category. (4) The aerodrome category shall be determined as specified in Table S10-19 of the Tenth Schedule and based on the longest aeroplanes normally using the aerodrome and their fuselage width. (5) The aerodrome category determined in sub-regulation (4) shall be one category higher, where fuselage width of the aeroplane used is greater than the maximum width in Table S10-19 column 3 of the Tenth Schedule, for that category. (6) The level of protection available shall be no less than that needed for the highest category of aeroplane planned to use the aerodrome during anticipated periods of reduced activity, irrespective of the number of movements. (7) The level of protection at aerodromes used for cargo aeroplane operations shall be reduced in accordance with Table S10-19 column 4 of Tenth Schedule. 246. (1) The aerodrome operator shall provide both principal Extinguishing and complementary agents at an aerodrome. agents. (2) The principal extinguishing agent shall be—  Kenya Subsidiary Legislation, 2026 3139 (a) a foam meeting the minimum performance level A; (b) a foam meeting the minimum performance level B; (c) a foam meeting the minimum performance level C; (d) a combination of these agents. (3) Notwithstanding sub-regulation (2), the principal extinguishing agent for aerodromes in categories 1 to 3 shall meet the minimum performance level B or C foam. (4) The complementary extinguishing agent shall be a dry chemical powder suitable for extinguishing hydrocarbon fires. (5) The amounts of water for foam production and the complementary agents to be provided on the rescue and fire fighting vehicles shall be in accordance with the aerodrome category determined in accordance with Table S10-20 in the Second Schedule. (6) Without prejudice to sub-regulation (5), up to one hundred per cent of water may be replaced by a complementary agent for aerodrome firefighting categories 1 and 2. (7) Pursuant to sub-regulation (6), 1 kg of complementary agent shall be equivalent to 1.0 L of water for production of a foam meeting performance level A for the purpose of agent substitution. (8) The quantities of water shall be re-calculated and the amount of water for foam production and the discharge rates for foam solution be increased accordingly at aerodromes where operations by aeroplanes larger than the average size in a given category are planned. (9) The quantity of foam concentrates separately provided on vehicles for foam production shall be in proportion to the quantity of water provided and the foam concentrate selected. (10) The amount of foam concentrate provided on a vehicle shall be sufficient to produce at least two loads of foam solution. (11) When a combination of different performance level foams are provided at an aerodrome, the total amount of water to be provided for foam production may be calculated for each foam type and the distribution of these quantities be documented for each vehicle and applied to the overall rescue and firefighting equipment. (12) The discharge rate of the foam solution shall be no less than the values specified in Table S10-20 of the Tenth Schedule.  3140 Kenya Subsidiary Legislation, 2026 (13) The complementary agents shall comply with the appropriate specifications of the International Organization for Standardisation. (14) The discharge rate of complementary agents shall be no less than the values specified in Table S10-20 of the Tenth Schedule. (15) Dry chemical powders may only be substituted with an agent that has equivalent or better firefighting capabilities for all types of fires where complementary agent is expected to be used. (16) A reserve supply of foam concentrate, equivalent to 200 per cent of the quantities identified in Table S10-20 of the Tenth Schedule shall be maintained on the aerodrome for vehicle replenishment purposes. (17) A reserve supply of complementary agent, equivalent to 100 per cent of the quantity identified in Table S10-20 of the Tenth Schedule shall be maintained on the aerodrome for vehicle replenishment purposes. (18) Subject to sub-regulation (17), the aerodrome operator shall provide adequate propellant gas to utilize the reserve complementary agent. (19) Category 1 and 2 aerodromes that have replaced up to 100 per cent of the water with complementary agent shall hold a reserve supply of complementary agent of 200 per cent. (20) The amount of reserve supply required by sub-regulations (16) to (19) shall be increased as determined by a risk assessment, where a major delay in the replenishment of the supplies is anticipated. (21) At aerodromes with cargo and passenger terminals, the aerodrome operator shall ensure constant supply of water through fire hydrants and maintain serviceability requirement. (22) Without prejudice to sub-regulation (18), the aerodrome operator may provide supplementary water supplies, for the expeditious replenishment of rescue and fire fighting vehicles at the scene of an aircraft accident. 247. An aerodrome operator shall provide rescue equipment Rescue commensurate with the level of aircraft operations on the rescue and equipment. fire fighting vehicle. 248. (1) The aerodrome operator shall set the operational Response time for rescue and  Kenya Subsidiary Legislation, 2026 3141 objective of rescue and firefighting service to achieve the required firefighting response time. services. (2) Subject to sub-regulation (1), the response time shall not exceed three minutes to any point of each operational runway in optimum visibility and surface conditions. (3) Suitable guidance, equipment and/or procedures for rescue and firefighting services shall be provided to meet the operational objectives in less than optimum conditions of visibility, especially during low visibility operations. (4) Any vehicles, other than the first responding vehicle, required to deliver the amounts of extinguishing agents specified in Table S10- 20 of the Tenth Schedule shall ensure continuous agent application and arrive no more than four minutes from the initial call. (5) A system of preventive maintenance of rescue and fire fighting vehicles shall be employed to ensure effectiveness, maximum mechanical efficiency of the equipment and compliance with the specified response times throughout the life of the vehicle. 249. (1) The aerodrome operator shall provide emergency access Emergency access roads on an aerodrome where terrain conditions permit their roads. construction, to facilitate achieving minimum response times. (2) Subject to sub-regulation (1), the aerodrome operator may provide emergency access roads to approach areas up to 1000 m from the threshold, within the aerodrome boundary and where a fence is provided, the need for convenient access to outside areas. (3) Emergency access roads shall be capable of supporting the heaviest vehicles which will use them and be usable in all weather conditions. (4) Emergency access roads within 90 m of a runway shall be surfaced to prevent surface erosion and the transfer of debris to the runway. (5) Sufficient vertical clearance shall be provided from overhead obstructions for the largest vehicles. (6) When the surface of the road is indistinguishable from the surrounding area, edge markers shall be placed at intervals of about 10 m. (7) Where the airport is fenced, access to outside areas shall be facilitated by provision of emergency gates or frangible barriers.  3142 Kenya Subsidiary Legislation, 2026 (8) Where emergency gates or frangible barriers leads emergency vehicles on to public roads, the aerodrome operator shall mark the exterior face of the gate or barrier to indicate its purpose with a prohibition of vehicle parking in its immediate vicinity. (9) Subject to sub-regulation (8), the aerodrome operator shall, in coordination with the relevant authority, erect signage and road markings to caution motorists when approaching the portion of the road meant for emergency response vehicles. (10) An aerodrome operator shall design suitable corners with adequate radii for the manoeuvring of rescue and firefighting vehicles to facilitate departure of responding vehicles through the airport fenced emergency gates or barriers. 250. (1) The aerodrome operator shall house all rescue and Fire stations. firefighting vehicles in a fire station. (2) Subject to sub-regulation (1), satellite fire stations shall be provided where the response time cannot be achieved from a single fire station. (3) The fire station shall be located so that the access for rescue and fire fighting vehicles into the runway area is direct and clear, requiring a minimum number of turns. (4) The fire station shall have a watch office sited in a position which overlooks as much of the movement area as possible. 251. (1) An aerodrome operator shall provide a discreet Communication communication system linking a fire station with the control tower, and alerting systems. any other fire station on the aerodrome and the rescue and fire fighting vehicles. (2) An aerodrome operator shall provide an alerting system for rescue and firefighting personnel at a fire station, any satellite fire station on the aerodrome and at the aerodrome control tower capable of being operated from each station. 252. The minimum number of rescue and firefighting vehicle Number of rescue provided at an aerodrome shall be in accordance with specifications in and firefighting vehicles. Table S10-2 of the Tenth Schedule. 253. (1) An aerodrome operator shall ensure that all rescue and Requirements for firefighting personnel are properly trained to perform their duties in an rescue and firefighting efficient manner. personnel. (2) Subject to sub-regulation (1), all rescue and firefighting personnel shall participate in live fire drills commensurate with the types of aircraft and type of rescue and firefighting equipment in use at  Kenya Subsidiary Legislation, 2026 3143 the aerodrome, including pressure-fed fuel fires. (3) The rescue and firefighting personnel training programme shall include training in human performance, team coordination and shall be submitted to the Authority for approval. (4) Sufficient trained and competent personnel shall be designated to be readily available to ride the rescue and fire fighting vehicles and to operate the equipment at maximum capacity during flight operations. (5) Pursuant to sub-regulation (4), the rescue and firefighting personnel shall be deployed in a way that ensures minimum response times can be achieved and continuous agent application at the appropriate rate can be fully maintained (6) Subject to sub-regulation (5), the aerodrome operator shall take into account, the need for the personnel to use hand lines, ladders and other rescue and firefighting equipment normally associated with aircraft rescue and firefighting operations. (7) An aerodrome operator shall carry out a task resource analysis to determine the minimum number of rescue and firefighting personnel required at the aerodrome and document the level of staffing in the Aerodrome Manual. (8) All responding rescue and firefighting personnel shall be provided with protective clothing and respiratory equipment to enable them to perform their duties in an effective manner. (9) Rescue and firefighting personnel shall be medically and physically fit to be able to perform the tasks associated with rescue and firefighting operations. (10) Subject to sub-regulation (9), the aerodrome operator shall conduct medical and physical assessment during recruitment and thereafter at regular intervals of not more than twenty-four months. 254. (1) An aerodrome operator shall establish a plan for the Removal of removal of an aircraft disabled on, or adjacent to, the movement area disabled aircrafts. and designate a coordinator to implement the plan when necessary. (2) The disabled aircraft removal plan shall be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome, and include among other things— (a) a list of equipment and personnel on, or in the vicinity of, the aerodrome which would be available for such purpose; (b) arrangement for the rapid receipt of aircraft recovery equipment kits from other aerodromes, where applicable;  3144 Kenya Subsidiary Legislation, 2026 and (c) the name and contacts of the co-ordinator designated to implement the plan. (3) Subject to sub-regulations (1) and (2) the aerodrome operator shall remove all other aircraft that may impede safe aircraft operations at an airport. 255. (1) An aerodrome operator shall, in consultation with the Wildlife strike authority responsible for wildlife, take all reasonable steps to develop hazard reduction. and implement a Wildlife Hazard Management Programme (WHMP) to minimize the risks associated with wildlife strike hazards. (2) An aerodrome operator shall develop, implement, and demonstrate an effective WHMP at the aerodrome tailored to, and commensurate with— (a) the size and level of complexity of the aerodrome; and (b) the number of aircraft movements and their type, taking into account— (i) the wildlife hazards identified; and (ii) the risk assessment of those hazards. (3) An aerodrome operator shall take practical measures to control the wildlife habitat at or around the aerodrome and to disperse birds, which are a potential hazard to aircraft operations. (4) A wildlife strike hazard on, or in the vicinity of, an aerodrome shall be assessed through— (a) the establishment of a national procedure for recording and reporting wildlife strikes to aircraft; (b) the collection of information from aircraft operators, aerodrome personnel, and other sources on the presence of wildlife on, or around the aerodrome constituting a potential hazard to aircraft operations; and (c) an ongoing evaluation of the wildlife hazard by competent personnel. (5) The aerodrome operator shall collect and forward wildlife strike reports to the Authority. (6) The Authority shall submit to ICAO the wildlife strike reports for inclusion in the ICAO Bird Strike Information System (IBIS)  Kenya Subsidiary Legislation, 2026 3145 database. (7) An aerodrome operator shall take action to decrease the risk to aircraft operations by adopting measures to minimize the likelihood of collisions between wildlife and aircraft. (8) An aerodrome operator, in liaison with other relevant agencies, shall take action to eliminate or prevent the establishment of refuse collection sites, garbage disposal dumps, including landfills, or any other source which may attract wildlife to the aerodrome, or its vicinity, unless an appropriate wildlife assessment indicates that they are unlikely to create conditions conducive to a wildlife hazard problem. (9) Subject to sub-regulation (8), the aerodrome operator and any relevant authorities shall ensure that any risk to aircraft posed by these sites is assessed and reduced to as low as reasonably practicable where elimination of existing sites is not possible. (10) Subject to sub-regulations (8) and (9), refuse collection sites, garbage disposal dumps and landfills shall be located no closer than a 13 kilometre radius circle centred on the aerodrome reference point. (11) Pursuant to sub-regulation (10), refuse collection sites, garbage disposal dumps and landfills shall be located further, if in the vicinity of an approach and take-off path of an aerodrome, except where studies of flight lines of birds attracted to these sites show that the birds will not be problematic for the aerodrome. (12) The aerodrome operator in liaison with the Authority shall give due consideration to aviation safety concerns related to land developments in the vicinity of the aerodrome that may attract wildlife. (13) An aerodrome operator shall— (a) establish aerodrome wildlife control unit, adequately equipped to control and manage wildlife hazard at the aerodrome; (b) provide wildlife hazard management service during the hours of operation of the aerodrome; (c) appoint a wildlife coordinator or manager who is responsible and accountable for wildlife hazard management and personnel engaged wildlife hazard control; (d) adequately train wildlife hazard control personnel in wildlife hazard management by a competent wildlife hazard control  3146 Kenya Subsidiary Legislation, 2026 personnel or specialist with proven experience in the field; (e) provide conducive working environment for efficient operations and the well-being of the wildlife personnel; (f) establish a local wildlife hazard management committee to manage wildlife hazard at the aerodrome; (g) monitor and consider the local environment including any activities that may attract wildlife in designing the wildlife hazard management programme; (h) cause records of all aspects of wildlife hazard control to be kept and report all wildlife strikes to the Authority; (i) integrate wildlife hazard reduction measures and procedures into the Safety Management System (SMS); and (j) develop and implement coordination procedures with air traffic control tower, where provided during air carrier operations. 256. (1) A person shall not bring, permit or graze an animal in the Animals not restricted area of an aerodrome or cause any animal to graze or feed in allowed in restricted areas of the restricted area of an aerodrome. the aerodrome. (2) Subject to sub-regulation (1), a person who brings, receives, permits, or grazes an animal in the restricted area of the aerodrome, shall ensure that the animal is at all times under proper control while in the restricted area. 257. There shall be a national committee on wildlife hazard National management established by the Authority. Committee on Wildlife Hazard Management. 258. The national committee on wildlife hazard management shall Responsibilities of be responsible for— the National Committee on Wildlife Hazard Management. (a) analysing wildlife hazard problems at aerodromes; (b) carrying out research and development on wildlife hazard management; (c) acting as an interface between the aerodrome operators and air operators;  Kenya Subsidiary Legislation, 2026 3147 (d) advising aerodrome operators on wildlife hazard management; (e) reviewing the effectiveness of the wildlife hazard management programmes at aerodromes; and (f) dealing with challenges beyond the scope of the aerodrome operators. 259. The national committee on wildlife hazard management Composition of shall consist of— the National Committee on Wildlife Hazard Management. (a) The Director-General of Authority who shall be the Chairperson; (b) the Managing Director of the Kenya Airports Authority who shall be the secretary; (c) a representative from the ministries responsible for— (i) civil aviation; (ii) internal security; (iii) environment; and (iv) defence; (d) two representatives from the county governments; (e) a representative of aerodrome operators’; (f) a representative of aircraft operators’; (g) the chairpersons of the airports’ local wildlife hazard management committees; (h) a representative of the air navigation service provider; (i) one representative of agencies responsible for wildlife services; and (j) such other two persons appointed by the Cabinet Secretary as may be deemed necessary. 260. (1) The aerodrome operator shall provide an appropriate Apron apron management service when warranted by the volume of traffic management service.  3148 Kenya Subsidiary Legislation, 2026 and operating conditions on an apron. (2) Subject to sub-regulation (1), apron management service may be provided by an aerodrome air traffic services unit, the aerodrome operator, or a cooperative combination of these in order to— (a) regulate movement with the objective of preventing collisions between aircraft, and between aircraft and obstacles; (b) regulate entry of aircraft into, and coordinate exit of aircraft from, the apron with the aerodrome control tower; and (c) ensure safe and expeditious movement of vehicles and appropriate regulation of other activities. (3) Coordination procedures shall be established to facilitate the orderly transition of aircraft between the apron management unit and the aerodrome control tower where the later does not participate in the apron management service. (4) An aerodrome operator shall provide radiotelephony communication facilities where an apron management service is established. (5) Persons and vehicles operating in the apron shall be restricted to the essential minimum where low visibility procedures are in effect. (6) An emergency vehicle responding to an emergency shall have priority over all other surface movement traffic. (7) A vehicle operating on an apron shall— (a) give way to an emergency vehicle, an aircraft taxiing, about to taxi, or being pushed or towed; and (b) give way to other vehicles in accordance with Kenya road regulations. (8) An aircraft stand shall be visually monitored in-person or remotely to ensure that the recommended clearance distances are maintained. (9) The aerodrome operator shall ensure that personnel offering apron management services possess minimum training and certification specified by the Authority.  Kenya Subsidiary Legislation, 2026 3149 (10) The aerodrome operator shall establish a contingency plan to deal with the parking demand exceeding apron capacity provided under regulation 99 (2). (11) Where apron control services are provided at aerodromes, the apron controller shall have visual contact with all traffic within the apron and areas under his or her control. (12) Notwithstanding sub-regulation (11), alternative means to ensure effective control shall be provided where visual contact is not possible. (13) The aerodrome operator shall allocate aircraft to an aircraft stand or apron area appropriate to the aircraft characteristics. (14) The aerodrome operator shall carry out a risk assessment if there is a need to allocate aircraft parking to areas other than aircraft stands or apron areas. (15) The aerodrome operator shall guide aircraft while arriving on or departing from the aircraft stand. (16) The aerodrome operator shall put in place emergency stop procedures to stop aircraft when the safety of operations on the aircraft stand is compromised. (17) The aerodrome operator shall, when allocating an aircraft to an aircraft stand, consider the following parameters— (a) parking aids; (b) facilities serving the aircraft stand; (c) proximity of infrastructure; (d) other parked aircraft in the neighbouring aircraft stands; (e) aircraft stand dependencies; and (f) jet blast and propeller wash related protection. (18) The aerodrome operator shall not allow personnel, other than those required to assist the initial arrival and departure of the aircraft, to approach the aircraft when anti-collision lights are turned on and engines are running. (19) The aerodrome operator shall ensure that parked aircraft are appropriately secured to prevent any unintended movement. (20) This regulation does not apply to aerodromes in categories C, D and E unless otherwise deemed necessary by the Authority.  3150 Kenya Subsidiary Legislation, 2026 261. (1) An aerodrome operator shall in the event of a fuel-fire Ground servicing provide suitable fire extinguishing equipment for at least the initial of aircraft. intervention and personnel trained in its use during the ground servicing of an aircraft. (2) Pursuant to sub-regulation (1), the aerodrome operator shall provide means of quickly summoning the rescue and firefighting service in the event of a fire or major fuel spill. (3) An aerodrome operator shall ensure that, when aircraft refuelling operations take place while passengers are on board, embarking or disembarking, ground equipment are positioned in a manner that allows— (a) the use of a sufficient number of exits for expeditious evacuation; and (b) a ready escape route from each of the exits to be used in an emergency. (4) This regulation shall lapse on the 25th day of November, 2026. 262. (1) The Authority shall regularly assess the impact of ground Ground handling. handling operations on aviation safety. (2) The Authority shall establish criteria for the safety oversight of ground handling as part of the State Safety Programme (SSP). (3) An aerodrome operator shall in the event of a fuel-fire provide suitable fire extinguishing equipment for at least the initial intervention and personnel trained in its use during the ground servicing of an aircraft. (4) Pursuant to sub-regulation (3), the aerodrome operator shall provide means of quickly summoning the rescue and firefighting service in the event of a fire or major fuel spill. (5) An aerodrome operator shall ensure that, when aircraft refuelling operations take place while passengers are on board, embarking or disembarking, ground equipment are positioned in a manner that allows— (a) the use of a sufficient number of exits for expeditious evacuation; and (b) a ready escape route from each of the exits to be used in an emergency.  Kenya Subsidiary Legislation, 2026 3151 (6) This regulation shall come into force on the 26th day of November 2026. 263. (1) An aerodrome operator shall establish and implement a Aerodrome formal driver training assessment and permit schemes for all drivers vehicle operations. operating on the airside. (2) A person shall not operate a vehicle on— (a) the manoeuvring area of an aerodrome where air traffic service is provided, except where authorized by the aerodrome control tower; and (b) an apron except where authorized by the aerodrome operator. (3) A vehicle operating on the movement area shall have a beacon lights as specified in these Regulations. (4) The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by markings and signs, except where authorized by— (a) the aerodrome control tower when on the manoeuvring area; and (b) on an apron only as authorized by the apron control unit. (5) The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by lights. (6) The driver of a vehicle on the movement area shall be appropriately trained for the tasks to be performed, be issued with an Airside Divers Permit (ADP) and shall comply with the instructions issued by— (a) the aerodrome control tower, when on the manoeuvring area; and (b) the apron control unit, when on the apron. (7) The driver of a radio-equipped vehicle shall establish satisfactory two-way radio communication with the aerodrome control tower before entering the manoeuvring area and with the apron control unit before entering the apron. (8) Subject to the requirement in sub-regulation (7), the driver shall maintain a continuous listening watch on the assigned frequency  3152 Kenya Subsidiary Legislation, 2026 while on the movement area. 264. (1) An aerodrome operator shall provide a surface Surface movement guidance and control system (SMGCS) at an aerodrome. movement guidance and control systems. (2) The design of an SMGCS shall take into account— (a) the density of air traffic; (b) the visibility conditions under which operations are intended; (c) the need for pilot orientation; (d) the complexity of the aerodrome layout; and (e) movements of vehicles. (3) The visual aid components of an SMGCS including markings, lights and signs, shall be designed to conform with the relevant specifications in these regulations. (4) An SMGCS shall be designed to assist in the prevention of— (a) inadvertent incursions of aircraft and vehicles onto an active runway; and (b) collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area. (5) The following requirements shall be met where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights — (a) taxiway routes which are indicated by illuminated taxiway centre line lights capable of being terminated by an illuminated stop bar; (b) the control circuits arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it are suppressed; and (c) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.  Kenya Subsidiary Legislation, 2026 3153 (6) Surface movement radar for the manoeuvring area shall be provided at an aerodrome intended for use in runway visual range conditions less than a value of 350 m. (7) Surface movement radar for the manoeuvring area shall be provided at an aerodrome other than that specified in sub-regulation (6) when traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities. 265. (1) An equipment or installation shall not be sited— Siting of equipment and installations on operational areas. (a) on a runway strip, a runway end safety area, a taxiway strip or within the distances specified in column 11 of Table S10- 4 in the Second Schedule if it would endanger an aircraft; or (b) on a clearway if it would endanger an aircraft in the air, unless its function requires it to be there for air navigation or for aircraft safety purposes. (2) Any equipment or installation required for air navigation or for aircraft safety purposes which must be located— (a) on that portion of a runway strip within— (i) 75 m of the runway centre line where the code number is 3 or 4; (ii) 45 m of the runway centre line where the code number is 1 or 2; (b) on a runway end safety area, a taxiway strip or within the distances specified in Table S10-4 of the Second Schedule; or (c) on a clearway and which would endanger an aircraft in the air, shall be frangible and mounted as low as possible. (3) An equipment or installation on a precision approach runway  3154 Kenya Subsidiary Legislation, 2026 category I, II or III, unless its functions are required for air navigation or aircraft safety shall not be located within 240 m from the end of the strip and within— (a) 60 m of the extended centre line where the code number is 3 or 4; or (b) 45 m of the extended centre line where the code number is 1 or 2. (4) Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on or near a strip of a precision approach runway category I, II or III and which— (a) is situated on that portion of the strip within 77.5 m of the runway centre line where the code number is 4 and the code letter is F; (b) is situated within 240 m from the end of the strip and within— (i) 60 m of the extended runway centre line where the code number is 3 or 4; or (ii) 45 m of the extended runway centre line where the code number is 1 or 2; or (c) penetrates the inner approach surface, the inner transitional surface or the balked landing surface, shall be frangible and mounted as low as possible. 266. (1) An aerodrome operator shall provide a fence or a Fencing of suitable barrier on the aerodrome to— aerodromes. (a) prevent the entrance into the movement area, of any animals likely to be a hazard to aircraft; and (b) deter the inadvertent or premeditated access of an unauthorised person onto a non-public area of the aerodrome. (2) Suitable means of protection shall be provided to deter the inadvertent or premeditated access of unauthorised persons into ground installations and facilities essential for the safety of civil aviation located off the aerodrome. (3) The fence or barrier required under subregulation (1) shall be located to separate the movement area and other facilities or zones on the aerodrome which are vital to the safe operation of aircraft from  Kenya Subsidiary Legislation, 2026 3155 areas open to public access. (4) A cleared area shall be provided on both sides of the fence or barrier, where greater security is needed, to facilitate the work of patrols and to make trespassing more difficult. (5) Pursuant to sub-regulation (4), the aerodrome operator shall provide a perimeter road along the aerodrome fencing for the use of both maintenance personnel and security patrols. (6) This regulation applies to aerodromes in category A and B. (7) This regulation may apply to aerodromes in category C and D where deemed necessary by the Authority. 267. (1) A fence or other barrier provided for the protection of Security lighting international civil aviation and its facilities may be illuminated at a of aerodrome fence. minimum essential level where deemed desirable for security reasons. (2) Subject to sub-regulation (1), the security lighting should be located in such a way that the ground area on both sides of the fence or barrier, particularly at access points, is illuminated. 268. (1) Where an ARIWS is installed at an aerodrome— Autonomous runway incursion warning system. (a) it shall provide autonomous detection of a potential incursion or of the occupancy of an active runway and a direct warning to a flight crew or vehicle operator; (b) it shall function and be controlled independently of any other visual system on the aerodrome; (c) its visual aid components, that is, lights, shall be designed to conform with the relevant specifications as prescribed by the Authority; and (d) failure of part or all of it shall not interfere with normal aerodrome operations, with provision made to allow the ATC unit to partially or entirely shut down the system. (2) Information on ARIWS characteristics and status where installed at an aerodrome shall be provided to the appropriate aeronautical information services for promulgation in the AIP with the description of the aerodrome surface movement guidance and control system and markings as specified in the Civil Aviation (Aeronautical Information Services) Regulations.  3156 Kenya Subsidiary Legislation, 2026 269. (1) An aerodrome operator shall establish and implement a Safety inspection safety inspection program for the aerodrome. programme. (2) The safety inspection programme shall provide— (a) procedures to ensure that competent aerodrome personnel execute the programme effectively; and (b) a reporting system to ensure prompt correction of unsafe aerodrome conditions noted during any inspection. 270. (1) An aerodrome operator shall establish a fire prevention Establishment of unit at an aerodrome. Fire Prevention Unit and Maintenance of fire prevention programme. (2) Subject to sub-regulation (1) the unit shall— (a) develop a program with preventive measures against possible fires; (b) identify a person to maintain the fire prevention program. (3) An aerodrome operator shall oversee any practice that may result in fire on the aerodrome or within its vicinity. (4) This regulation shall apply to aerodromes in category A and B. 271. (1) An aerodrome operator shall— Access of ground vehicles to aerodrome movement area. (a) limit the access of any ground vehicles used for aerodrome and aircraft operations, to the aerodrome manoeuvring area; (b) provide adequate procedures for the safe and orderly access to the aerodrome and operation in the manoeuvring area of ground vehicles; (c) ensure that each ground vehicle operating in an aerodrome manoeuvring area, where an air traffic service unit is in operation is controlled by—  Kenya Subsidiary Legislation, 2026 3157 (i) two-way radio communication between the vehicle and the air traffic service unit; (ii) an accompanying radio communication or an escort vehicle with adequate measures including signals or guards to control the vehicle, where the vehicle does not have a radio; (d) provide adequate measures to ensure that ground vehicles operating in the aerodrome movement area are controlled by signs or pre-arranged signals where an air traffic service unit is not in operation at the aerodrome; (e) ensure that any person who operates a ground vehicle on the aerodrome movement area is familiar and complies with the rules and procedures for the operation of ground vehicles; and (f) ensure that a person who has access to the aerodrome movement area wears a conspicuous coloured reflective gear. 272. (1) An aerodrome operator shall not accommodate an Operation of aircraft that exceeds the certified characteristics of aerodromes unless aircraft exceeding certified approved by the Authority. characteristics of an aerodrome. (2) An aerodrome operator intending to accommodate an aircraft exceeding the certified characteristics of the aerodrome shall carry out a compatibility study in collaboration with stakeholders including inter alia, aircraft operator, air navigation service providers and ground handling agencies. (3) The aerodrome operator shall assess the compatibility between the operation of the aeroplane and aerodrome infrastructure. (4) Subject to sub-regulation (3), the aerodrome operator shall develop and implement appropriate measures in order to maintain an acceptable level of safety during operations. (5) Information concerning alternative measures, operational procedures and operating restrictions implemented at an aerodrome arising from sub-regulations (2) to (4), shall be published in Aeronautical Information Publication. 273. (1) A supplier of aviation fuel at an aerodrome shall not Supply of aviation cause or permit any aviation fuel to be delivered to or from its fuel to aircraft. installation to an aircraft unless satisfied that— (a) the installation is capable of storing and dispensing the fuel not to render it unfit for use in an aircraft;  3158 Kenya Subsidiary Legislation, 2026 (b) the installation is marked in an appropriate manner to the grade of the fuel stored or where different grades are stored in different parts, that each part is so marked; (c) the fuel has been sampled and is of the grade appropriate to that installation or part of the installation as the case may be, and fit for use in an aircraft, in the case of delivery into the installation or part of the installation from a vehicle or vessel. (2) A person shall not cause or permit aviation fuel to be dispensed where that person knows or has reason to believe that it is not fit for use in an aircraft. (3) An operator of an aviation fuel installation shall not supply fuel to an aircraft except at a place and in a manner approved by the aerodrome operator. (4) Subject to the approval granted under sub-regulation (3), the operator of aviation fuel installation shall comply with any conditions as the aerodrome operator may impose, in order to safeguard persons or property on the ground. (5) An operator of an aviation fuel installation shall keep a written record in respect of each installation managed by that operator. (6) The record required in sub-regulation (5) shall include particulars of— (a) the grade and quantity of aviation fuel delivered and the date of delivery; (b) all aviation fuel samples taken and the results of the tests of those samples; and (c) the maintenance and cleaning of the installation. (7) Subject to sub-regulation (5) the written records shall be preserved for a period of twelve months. (8) Notwithstanding sub-regulation (7), fuel records may be preserved for longer period in particular cases as directed by the Authority and shall produce them within a reasonable time after being requested by an authorised person. (9) The operator of an aviation fuel installation shall not permit aviation fuel to be dispensed when directed by the Authority or an authorised person, where it appears that the aviation fuel is intended or  Kenya Subsidiary Legislation, 2026 3159 likely to be delivered in contravention of this regulation. PART XII-AERODROME MAINTENANCE 274. (1) This Part shall apply to all aerodromes unless otherwise Application of this specified. Part. (2) Without prejudice to sub-regulation (1), operators of Category C, D and E shall be required to ensure the aerodromes are maintained in good condition at all times to facilitate safe operations. (3) Pursuant to sub-regulation (2), aerodromes in category C, D and E may not require a maintenance program but need to develop procedures to facilitate maintenance as required from time to time. 275. (1) An aerodrome operator shall establish at the aerodrome, Maintenance a maintenance programme program, including preventive maintenance programme. to maintain a facility in a condition that does not impair the safety, regularity, and efficiency of air navigation. (2) The design and application of the maintenance programme shall observe human factors principles. 276. (1) An aerodrome operator shall at all times ensure that— Maintenance of pavements. (a) the surfaces of all movement areas including runways, taxiways, and aprons pavements and adjacent areas are inspected and their conditions monitored regularly as part of an aerodrome preventive and corrective maintenance programme with the objective of avoiding and eliminating any Foreign Objects Debris (FOD) that might cause damage to aircraft or impair the operation of aircraft systems; (b) the surface of the runway is maintained in a condition that precludes formation of harmful irregularities such as water pools and rough surfaces; (c) the paved runway is maintained in a condition so as to provide surface friction characteristics at or above the minimum friction level specified by the Authority; (d) the runway surface friction characteristics for maintenance purposes is periodically measured with a continuous friction measuring device using self-wetting features and documented as specified in the Fifth Schedule; and (e) the frequency of the measurements in paragraph (d) are sufficient to determine the trend of the surface friction  3160 Kenya Subsidiary Legislation, 2026 characteristics of the runway. (2) The performance of the self-wetting continuous friction- measuring device when used to measure runway surface friction for maintenance purposes shall meet the standard set or agreed between the aerodrome operator and the Authority and specified in the technical guidance materials and aerodrome manuals. (3) Subject to sub-regulation (2), the aerodrome operator shall train personnel measuring runway surface friction to fulfil their duties. (4) Subject to sub-regulation (2), corrective maintenance action shall be taken to prevent the runway surface friction characteristics for either the entire runway or a portion thereof from falling below a minimum friction level specified in Table S9 of the Fifth Schedule. (5) The runway surface shall be visually assessed, as necessary, under natural or simulated rain conditions for ponding or poor drainage and where required, corrective maintenance action taken. (6) Surface of the shoulders where a taxiway is used by turbine- engine aircraft, shall be maintained to be free of any loose stones or other objects that may be ingested by the aircraft engines. (7) Pursuant to sub-regulations (1) to (5), the aerodrome operator shall submit the results of the runway friction tests carried out to the Authority in accordance with the frequency of measurements specified in Table S9-2 of the Fifth Schedule and set out in the aerodrome manual. 277. (1) The aerodrome operator shall remove standing water, Removal of mud, dust, sand, oil, rubber deposits and other contaminants from the contaminants. surface of runways in use as rapidly and completely as possible to minimize accumulation. (2) Subject to sub-regulation (1), chemicals which may have harmful effects on aircraft or pavements, or toxic effects on the aerodrome environment, shall not be used during the removal of contaminants. (3) Pursuant to sub-regulations (1) and (2) the aerodrome operator shall submit the reports of the rubber removal to the Authority in accordance with the frequency of rubber removal specified in Table S9-2 of the Fifth Schedule and set out in the aerodrome manual. 278. (1) An aerodrome operator shall ensure that the overlaying Runway pavement of runway pavements is done in accordance with standards prescribed overlays. in these regulations. (2) The longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, shall be—  Kenya Subsidiary Legislation, 2026 3161 (a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness; and (b) not more than 0.5 per cent for overlays more than 5 cm in thickness. (3) Overlaying shall proceed from one end of the runway toward the other end so that based on runway utilization, most aircraft operations will experience a down ramp. (4) The entire width of the runway shall be overlaid during each work session. (5) A runway centre line marking conforming to the specification prescribed in these regulations shall be provided before a runway being overlaid is returned to a temporary operational status. (6) Pursuant to sub-regulation (5), the location of any temporary threshold shall be identified by a 3.6 m wide transverse stripe. (7) An aerodrome operator shall ensure that, the overlay is constructed and maintained above the minimum friction level specified by the Authority in Table S9-1 of the Fifth Schedule. 279. (1) An aerodrome operator shall not operate an aerodrome Preventive unless there is an established system of preventive maintenance of maintenance of visual aids. visual aids. (2) A light shall be deemed to be unserviceable when the main beam average intensity is less than 50 per cent of the value specified in the appropriate figure in the Ninth Schedule. (3) For light units where the main beam average intensity is required to be higher than the value specified in the appropriate figure in the Ninth Schedule, a light shall be deemed to be unserviceable when the main beam average intensity value is less than 50 per cent of this higher value and not the value specified in the Fifth Schedule. (4) The system of preventive maintenance of visual aids shall be employed to ensure lighting and marking system reliability. (5) The system of preventive maintenance employed for a precision approach runway category II or III shall include at least the following checks— (a) visual inspection and in-field measurement of the intensity, beam spread and orientation of lights included in the approach and runway lighting systems;  3162 Kenya Subsidiary Legislation, 2026 (b) control and measurement of the electrical characteristics of each circuitry included in the approach and runway lighting systems; and (c) control of the correct functioning of light intensity settings used by air traffic control. (6) The in-field measurements of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken by measuring all lights, as far as practicable, to ensure conformance with the applicable specification in the Ninth Schedule. (7) Measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken using a mobile measuring unit of sufficient accuracy to analyse the characteristics of the individual lights. (8) Subject to sub-regulation (7), the frequency of measurement of lights shall be based on traffic density, the local pollution level, the reliability of installed lighting equipment and the continuous assessment of the result of the in-field measurements. (9) Notwithstanding sub-regulation (8), the frequency shall in any event, not be less than twice a year for in-pavement lights and not less than once a year for other lights. (10) The system of preventive maintenance employed for a precision approach runway category II or III shall have as its objective that, during any period of category II or III operations, all approach and runway lights are serviceable and that, in any event, at least— (a) 95 per cent of the lights are serviceable in each of the following particular significant elements— (i) precision approach category II and III lighting system, the inner 450 m; (ii) runway centre line lights; (iii) runway threshold lights; and (iv) runway edge lights; (b) 90 per cent of the lights are serviceable in the touchdown zone lights;  Kenya Subsidiary Legislation, 2026 3163 (c) 85 per cent of the lights are serviceable in the approach lighting system beyond 450 m; and (d) 75 per cent of the lights are serviceable in the runway end lights. (11) Subject to sub-regulation (10), the allowable percentage of unserviceable lights shall not be permitted in such a way as to alter the basic pattern of the lighting system in order to provide continuity of guidance. (12) Pursuant to sub-regulation (11), an unserviceable light shall not be permitted adjacent to another unserviceable light, except in a barrette or a crossbar where two adjacent unserviceable lights may be permitted. (13) The system of preventive maintenance employed for a stop bar provided at a runway-holding position used in conjunction with a runway intended for operations in runway visual range conditions less than a value of 300 m shall have the following objectives— (a) no more than two lights will remain unserviceable; and (b) two adjacent lights will not remain unserviceable unless the light spacing is significantly less than that specified. (14) The system of preventive maintenance employed for a taxiway intended for use in runway visual range conditions less than a value of 300 m shall have as its objective that no two adjacent taxiway centre line lights are unserviceable. (15) The system of preventive maintenance employed for a precision approach runway category I shall have as its objective that, during any period of category I operations, all approach and runway lights are serviceable and that, in any event, at least 85 per cent of the lights are serviceable in each of the following— (a) precision approach category I lighting system; (b) runway threshold lights; (c) runway edge lights; and (d) runway end lights. (16) Subject to sub-regulation (15), an unserviceable light shall not be permitted adjacent to another unserviceable light unless the light  3164 Kenya Subsidiary Legislation, 2026 spacing is significantly less than that specified in order to provide continuity of guidance. (17) The system of preventive maintenance employed for a runway meant for take-off in runway visual range conditions— (a) less than a value of 550 m shall have as its objective that, during any period of operations, all runway lights are serviceable and that in any event at least — (i) 95 per cent of the lights are serviceable in the runway centre line lights, where provided and in the runway edge lights; and (ii) 75 per cent of the lights are serviceable in the runway end lights. (b) of a value of 550 m or greater shall have as its objective that, during any period of operations, all runway lights are serviceable and that, in any event, at least 85 per cent of the lights are serviceable in the runway edge lights and runway end lights (18) Subject to sub-regulation (17), an unserviceable light shall not be permitted adjacent to another unserviceable light in order to provide continuity of guidance. (19) The aerodrome operator shall restrict construction or maintenance activities in the proximity of aerodrome electrical systems during low visibility procedures. 280. (1) The aerodrome operator shall develop a process for Works at planning, coordinating, and managing aerodrome works on the aerodromes. movement area to ensure that they are undertaken in a safe and compliant manner, while maintaining the operational safety, capacity and efficiency of the aerodrome operations. (2) The process shall clearly establish and document the responsibilities and procedures for— (a) work planning; (b) the authorization of the works; (c) the safety assessment of the planned changes to the operations, facilities and systems;  Kenya Subsidiary Legislation, 2026 3165 (d) the worksite establishment and return to aircraft operations including date and time when the facilities will be withdrawn or changed from normal operations; (e) the methods by which such information related to the works will be promulgated; (f) the monitoring, oversight and control of the works; (g) worksite establishment and return to aircraft operations; (h) the compliance with all relevant movement area safety rules; (i) complying with regulatory requirements relating to the period of notice for works; (j) addressing safety hazards resulting from aerodromes works; (k) notification of completion of works to the Authority and other airport users; and (l) promulgation of any changes to the physical characteristics and operations as a result of such works. (3) Subject to sub-regulations (1) and (2), such procedures and precautions shall ensure protection and safety of worksite, workers and any aircraft operations. (4) The aerodrome operator shall identify and mitigate the risks resulting from planned major works affecting operational areas. (5) Pursuant to sub-regulation (4), timely and comprehensive planning shall be coordinated with all involved parties and relevant stakeholders for effective safety management. (6) Subject to sub-regulation (5), all measures necessary for the works to be undertaken safely, including timely notification of resulting operational changes, shall be communicated to all involved parties and relevant stakeholders prior to commencement. (7) Representatives from aerodrome operations and other concerned stakeholders such as ATS shall be involved at the earliest opportunity during the planning process, to consider requirements for efficient aerodrome operations during the proposed works. (8) A safety assessment of all planned works shall be completed beforehand in order to ensure the risks to the safe operation of aircraft have been identified by the aerodrome operator in coordination with interested parties, and appropriate mitigation measures introduced to  3166 Kenya Subsidiary Legislation, 2026 keep risks to an acceptable level. (9) The aerodrome operator shall document and make available processes, procedures, actions and decisions available to all relevant parties and stakeholders involved in the works or affected by any change in operations. (10) Draft operational procedures, instructions or other information to be promulgated, shall be discussed and coordinated with the directly affected stakeholders, and subjected to verification by qualified personnel, to ensure their meaning is clear to potential users before implementation. (11) The aerodrome operator shall authorize the party conducting the works prior to commencement. (12) Subject to sub-regulation (11), specific permissions and conditions shall be agreed upon between the aerodrome operator and the relevant stakeholders and recorded in the authorization document. (13) The authorization document in sub-regulation (12) shall be communicated to the contractors, to be fully aware of conditions of the conditions of the contract. (14) The aerodrome operator shall ensure that the following actions are taken when establishing the worksite, as well as throughout the duration of the works, as applicable— (a) unserviceability markers are displayed when any portion of a taxiway, apron, or holding bay is unfit for the movement of aircraft, but it is still possible for aircraft to bypass the area safely; (b) existing markings leading into a worksite masked or the route closed; (c) unserviceability lights be used and existing aeronautical ground lighting and signs leading into a worksite be extinguished or masked on a movement area used at night or during low visibility; (d) suitable site fencing be installed to protect from jet blast, and FOD containment within the site should be enforced; and (e) the perimeter of the worksite be clearly marked or lit, particularly at night or during reduced visibility.  Kenya Subsidiary Legislation, 2026 3167 (15) Procedures shall be developed and implemented to monitor the safety of the aerodrome and aircraft operations in proximity of the works, such that timely corrective action is taken when necessary to assure their continued, safe operations. 281. (1) The aerodrome operator shall seek approval from the Aerodrome works Authority prior to commencement of aerodrome works. oversight. (2) Subject to sub-regulation (1), the aerodrome operator shall submit the method of work and safety plan to the Authority for review for all major works on the movement areas to ensure operational safety, the details of which are specified in the technical guidance materials. (3) Minor repairs and time limited works may be exempted from the requirements in sub-regulation (2) provided the aerodrome operator has given adequate notification and coordination procedures with air traffic services are in place. (4) Regulatory fee for the approval of aerodrome works shall be as specified in the relevant Aeronautical Information Circulars issued by the Authority. PART XIII-INFORMATION TO BE REPORTED TO AERONAUTICAL INFORMATION SERVICES 282. (1) An aerodrome operator shall ensure that information Availability of relating to the aerodrome and its facilities, which is significant for the information. conduct of flights to and from the aerodrome, is available to the users of the aerodrome. (2) An aerodrome operator shall be responsible for notifying the Aeronautical Information Services of any errors and omissions in the aeronautical information of operational significance, published in the Aeronautical Information Publication or Aeronautical Information Circular or in the NOTAM, and of any pending changes in the aerodrome or its facilities which are likely to affect this information. (3) An aerodrome operator shall provide information on the following for the guidance of pilots and other operators— (a) status of certification, licensing and registration of aerodrome; (b) construction or maintenance work on or immediately adjacent to the manoeuvring area; (c) unserviceable portions of any part of the manoeuvring area; (d) the runway surface conditions when affected by water, ‘ damp, wet, water patches or flooded, as appropriate;  3168 Kenya Subsidiary Legislation, 2026 (e) parked aircraft or other objects on, or immediately adjacent to the taxiways; (f) the presence of other temporary hazards; (g) failure or irregular operation of any part of the aerodrome lighting system, or of the aerodrome main and secondary power supplies; (h) failure, irregular operation and changes in the operational status of any electronic approach or navigation aid, or aeronautical communication facility; (i) failures and changes in the runway visual range observer system; and (j) any other information of operational significance. 283. (1), An aerodrome operator shall take immediate action to Action required amend the information contained in the Aeronautical Information for occurrences of operational Publication and where necessary, promulgate the change by NOTAM significance other through the Aeronautical Information Services using the , where any of than those the following conditions occur or are anticipated— involving electronic aids and communication facilities. (a) changes in the availability of the manoeuvring area and changes in the runway declared distance; except that increases in declared distances may only be made with the approval of the Authority; (b) significant changes in aerodrome lighting and other visual aids; (c) presence or removal of temporary obstructions to aircraft operation in the manoeuvring area; (d) presence of airborne hazards to air navigation; (e) interruption, return to service, or major changes to rescue facilities and firefighting services in terms of the new category of the rescue and firefighting service available at the aerodrome; except that, permanent changes to the promulgated rescue firefighting category may only be made with the approval of the Authority;  Kenya Subsidiary Legislation, 2026 3169 (f) failure of or return to operation of hazard beacons and obstruction lights on or in the vicinity of the aerodrome; (g) erection or removal of obstructions to air navigation, and erection or removal of significant obstacles in take-off, climb or approach areas; (h) air displays, air races, parachute jumping, or any unusual aviation activity; and (i) any other information of operational significance. (2) The aerodrome operator shall notify the Aeronautical Information Services for promulgation of a NOTAM, where any of the conditions in sub-regulation (1) arises at short notice. (3) The aerodrome operator shall make a written request to the Aeronautical Information Services, where any of the conditions in sub- regulation (1) is intended, for the amendment of the Aeronautical Information Publication, Aeronautical Information Circular or for supplementary action. 284. (1) An aerodrome operator or a person in charge of a Action required navigation facility shall initiate NOTAM action required for— for occurrences that affect electronic aids and communication facilities. (a) the issue, validation, renewal, extension or variation of any licence, certificate, approval, or any other document, including a copy of any of these; (b) the undertaking of any examination, test, inspection, or investigation; and (c) the grant of any permission or approval required for the purpose of these Regulations. (2) Subject to sub-regulation (1), an applicant shall pay the required fee, before the application is processed for which any fee is chargeable. (3) The Authority shall not refund the fees where an application is withdrawn after payment of fees or where the application ceases to have effect or is refused. 285. An operator shall provide aeronautical data to the Authority Aeronautical data  3170 Kenya Subsidiary Legislation, 2026 for promulgation as specified in Part IV of these Regulations. reporting. PART XIV—GENERAL PROVISIONS 286. (1) The Authority shall notify the public of the fees to be Aeronautical user charged in connection with— charges. (a) the issue, validation, renewal, extension or variation of any licence, certificate, approval, or any other document, including a copy of any of these; (b) the undertaking of any examination, test, inspection, or investigation; (c) the grant of any permission or approval required for the purpose of these Regulations. (2) Subject to sub-regulation (1), an applicant shall pay the required fee before the application is processed. (3) The Authority shall not refund the fees where an application is withdrawn after payment of fees or where the application ceases to have effect or is refused. 287. The Authority may require regulated entities to carry out Safety safety assessments, aeronautical or compatibility studies, where the assessments, Aeronautical and requirements of these regulations cannot be met. compatibility studies (2) Subject to sub-regulation (1), the regulated entities shall, following safety assessments and studies, propose mitigation measures, conditions and procedures that are necessary to ensure a level of safety equivalent to that established by the relevant regulation. (3) The Authority shall evaluate the findings of safety assessments, aeronautical and compatibility studies before approval of the proposed development or operation. (4) The Authority may accept, reject or propose amendments to the findings of the assessments and studies in the interest of safety. (5) The proponent shall implement the proposed development or operation and comply with the conditions issued by the Authority following acceptance of the assessment or study. 288. (1) A person shall not operate, or cause or permit any other Obligation to person to operate an aerodrome unless there is a policy of insurance in insure an aerodrome. force in relation to that aerodrome.  Kenya Subsidiary Legislation, 2026 3171 (2) A policy of insurance shall be of no effect for the purposes of this sub-regulation, unless— (a) there has been issued by the insurer to the aerodrome operator a certificate in relation to the policy of insurance in such form and containing such particulars as the Authority may specify; (b) the aerodrome operator has sent, or caused to be sent, to the Authority a copy of such certificate; (c) if the policy of insurance at any time or for any reason ceases to have effect, any licence or certificate issued under these Regulations in respect of the aerodrome to which the policy of insurance relates shall thereupon be deemed to have been revoked. (3) A licence or certificate shall not be renewed or amended under these Regulations in relation to the operation of an aerodrome where the policy of insurance has expired. (4) In this regulation "policy of insurance" means a policy which insures the aerodrome operator of an aerodrome against liability in respect of loss and damage caused to any person or property at that aerodrome and which complies with such conditions as maybe prescribed by the Authority. (5) This regulation shall not apply to aerodromes in categories C, D and E unless required by the Authority. 289. (1) The aerodrome operator shall, where applicable, Land use and consider the following land-use planning requirement— environment. (a) encouraging compatible land-uses in the vicinity of an airport; (b) reducing the environmental impact from aviation activities, including noise exposure to the local communities; (c) managing habitat and accumulated solid waste on which wildlife may feed and thus could cause a hazard to approaching or departing aircraft; (d) eliminating light pollution or glint or glare effects that might  3172 Kenya Subsidiary Legislation, 2026 affect a pilot’s interpretation of navigational aids, or air traffic control tower personnel’s ability to visually monitor aircraft; (e) monitoring activities that could compromise the safe flight of aircraft such as electrical interference with radio communications and navigation aids; and (f) minimizing the impact of wind turbulence from obstacles in the vicinity of the runway, etc. (2) Pursuant to sub-regulation (1), the aerodrome operator shall identify and liaise with stakeholders including key airport users, relevant government authorities, county governments, neighbouring communities, security agencies, environmentalists, and wildlife experts. PART XV-OFFENCES, PENALTIES & TRANSITION PROVISIONS 290. (1) No matter or action taken by the Authority or by any Protection from member of staff or agent of the Authority shall, if the matter or action personal liability. taken was in good faith for the purposes of performing the functions of the Authority under the Act or these regulations, render the Authority or the person liable for any action, claim or demand. (2) Any expenses incurred or to be incurred by any person mentioned in sub-regulation (1) in defending an action, claim or demand in any suit brought against that person in respect of any act or omission done or purported to be done by that person under these Regulations, or on the direction of the Authority, shall be reimbursed or borne by the Authority unless the act or omission was done in bad faith. 291. (1) Any person who fails to comply with any direction given Offences and pursuant to these Regulations by the Authority or by any authorized penalties. person under any provision of the Act or these Regulations commits an offence and shall be liable upon conviction, to a fine not exceeding two million shillings or to imprisonment for a term not exceeding three years. (2) A person who contravenes any provision specified as an “A” provision in the Thirteenth Schedule of these Regulations, commits an offence and is liable upon conviction to a fine not exceeding one million shillings for each offence or to imprisonment for a term not exceeding one year, or to both. (3) A person who contravenes any provision specified as a “B” provision in the Thirteenth Schedule of these regulations commits an offence and is liable upon conviction to a fine not exceeding two million shillings for each offence or to imprisonment for a term not exceeding three years, or to both.  Kenya Subsidiary Legislation, 2026 3173 (4) If any provision of these Regulations is contravened in relation to aerodrome design and operations, the operator of that aerodrome, even if the operator is not the person who contravened that provision shall, without prejudice to the liability of any other person under these Regulations for that contravention, be deemed to have contravened that provision unless he or she proves that the contravention occurred without his or her consent or connivance and that he or she exercised all due diligence to prevent the contravention. (5) Any person who contravenes the provisions of these Regulations and whose penalty has not been specified in this Regulations commits an offence and shall be liable upon conviction, to a fine not exceeding two million shillings or to imprisonment for a term not exceeding three years, or to both. 292. The Civil Aviation (Aerodromes) Regulations, 2013, are Revocation of LN. hereby revoked. No 84 of 2013. 293. (1) A license, certificate, approval or any other document Transitional issued to an operator prior to the commencement of these Regulations provisions. shall continue in force as if it was issued under these Regulations until it expires or is cancelled by the Authority. (2) Notwithstanding any other provision of these Regulations, a person who at the commencement of these Regulations, is carrying out any acts, duties or operations affected by these Regulations shall, within one year from the date of commencement comply with the requirements of these Regulations or cease to carry out such acts, duties or operations.  3174 Kenya Subsidiary Legislation, 2026 FIRST SCHEDULE (rr.7(e); 35(1)(e)) PART 1 METHODOLOGY FOR DETERMINATION OF A CATEGORY E AERODROME 1. Purpose These guidelines sets out factors to be considered when determining an aerodrome to be used as a category E aerodrome pursuant to regulation 7 of these regulations and Part IV of Civil Aviation (Certification, Licencing & Registration of Aerodromes) Regulations. The determination will be guided by— (a) type of aircraft that may use the aerodrome; (b) types of operations that may be conducted on the aerodrome; (c) recommended minimum physical characteristics of the aerodrome; (d) visual aids available at the aerodrome; (e) surface type and serviceability of runway surface during adverse weather conditions; and (f) any other factors that may be considered prior to using a category E Aerodrome. 2. Types of operations that may be conducted from a Category E Aerodrome Aircrafts engaged in the following operations may use a Category E Aerodrome- (a) non-scheduled air services; (b) any other operations subject to a satisfactory safety risk assessment being undertaken by the aircraft operator and the aerodrome operator. 3. Other factors that shall be considered prior to using a category E Aerodrome (1) A pilot shall not use a Category E Aerodrome or have an aircraft engine running unless the aircraft is clear of all persons, animals, vehicles, or other obstructions. (2) A pilot shall not use a Category E Aerodrome without taking all reasonable steps to ensure the physical characteristics and dimensions are satisfactory. (3) Operators who intend to have their aerodromes classified under category E shall apply to the Authority. (4) The Category E Airstrip may be unmanned. (5) The Aerodrome Manual, Security Manual or Safety Management Systems Manual shall not be required for registered aerodromes. However, the aerodrome operator may be required to develop operational procedures; (6) The Aerodrome infrastructure that has been developed shall be reported in the self-reporting form; (7) The Obstacle limitation surfaces shall be observed by the aerodrome operator, in accordance with these regulations.  Kenya Subsidiary Legislation, 2026 3175 (8) The Authority shall undertake audits and inspections (including random inspections) of the aerodrome and its facilities. (9) The aerodrome operator and air operator shall have ultimate discretion and full responsibility in all matters of safety and security of category E aerodromes and accordingly absolving the Authority any liability or duty of care that may arise from the use thereof. 4. Geographical Location. (1) A Category E Aerodrome shall not be located— (a) within the area or in such close proximity as to create a hazard to aircraft conducting a published instrument approach, including the holding pattern; or (b) within any area where the density of aircraft movements makes it undesirable; or (c) where take-off or landing involving flight over a populated area creates an unnecessary hazard. (2) Except in an emergency, the consent of the owner/operator is required before a Category E Aerodrome may be used. 5. Surface testing of a Category E Aerodrome (1) Rough Surfaces. (a) The presence of holes, cracks and ruts will degrade aircraft performance and handling and increase the possibility of structural damage to aircraft. (b) The smoothness of a runway can be tested by driving a stiffly sprung vehicle along the runway at a speed of at least 75 kph. (c) If this is accomplished without discomfort to the occupants, the surface can be considered satisfactory. (2) Soft, Wet Surfaces (a) a test vehicle shall be driven in a zig-zag pattern at a speed not exceeding 15 kph along the full length and width of the runway. (b) particular attention shall be paid to suspect areas with possibly three passes over these areas. (c) if tyre imprints exceed a depth of 25 mm the surface is not suitable for aircraft operations represented by the test vehicle. (d) experience may prove that for a certain type of aircraft (e.g., an aircraft with small wheels or high tyre pressure) operations are unsafe with a lesser imprint. (e) testing with a crowbar shall also be done in several places along the runway to ensure that a dry surface crust does not conceal a wet base.  3176 Kenya Subsidiary Legislation, 2026 PART 2: SELF- REPORTING FORM FOR CATEGORY “E” AERODROMES New Application Renewal (tick as applicable) # INFORMATION PARTICULARS DECLARATION COMMENTS DETAILS BY THE AERODROME OPERATOR/ OWNER LOCATION 1. Name of Aerodrome 2. Location (County, Town etc.) 3. Location (WGS-84 Coordinates) 4. Aerodrome Reference Point Coordinates (WGS 84 Co- ordinates) OPERATOR’S DETAILS 5. Name of Operator: Postal Address of the Operator: Telephone Number: Email: Mobile Number: 6. Name of Landowner and Address of Landowner AERODROME PHYSICAL CHARACTERISTICS 7. Runway Orientation 8. Runway Lengths (m) 9. Runway Widths (m) 10. Runway Surface Type 11. Runway Slope (%) 12. Runway Elevation (feet AMSL) 13. Mean Temperature (degrees) Celsius 14. Runway Obstructions 15. Apron surface type 16. Approximate runway surface Strength (PCN) 17. Runway surface testing 18. Prominent Obstructions  Kenya Subsidiary Legislation, 2026 3177 # INFORMATION PARTICULARS DECLARATION COMMENTS DETAILS BY THE AERODROME OPERATOR/ OWNER 19. Location and size of aprons (sq. m.) 20. Location and Widths of Taxiways 21. Surface Type of Taxiways VISUAL AIDS 22. Windsock Position 23. Markers 24. Any other visual aids available RISK ANALYSIS 25. Recommendations on aircraft weight/types 26. Landing Direction Recommendations 27. Take off Direction Recommendations 28. Obstructions mitigations 29. Wildlife hazard control measures if any 30. If not fenced, human and vehicle control measures OTHER SERVICES AVAILABLE 31. Terminal buildings 32. Toilets 33. Distance to the Lodge / Operator house 34. Distance to Guard House 35. Arrangements for Rescue and Firefighting if any 36. Access roads 37. Communication facilities if any 38. Contact person (Name, address, e- mail, telephone number) ADDITIONAL INFORMATION (IF ANY)  3178 Kenya Subsidiary Legislation, 2026 SECOND SCHEDULE (rr. 13(4) and (5); 98(8)and (9); 122(3); 128(2), (6) and (7); 129(2) and (6); 130(5), (7) and (13); 131(1); 132(1) and (3); 133(2); 134(5), (6) and (8); 136(10)(a); 138; 139(3); 140(3); 144(2) and (4); 163(7); 174(2) and (3); 178(2); 185;194(7) and (10); 195(4), (5) and (7); 197(10), (13), (26) , (28) and (30)(d); 198(4); 203(1) and (6); 207(2); 209(5); 211(2); 212(9); 213(4); 214(2)(d); 216(2) and (9); 224(7); 227(4); 228(4); 229(2); 231(2); 234(6), (9) and (10); 236; 237(1) and (5); 265(1)(a) and (2)(b)) FIGURES AND TABLES 10.1 Figures Figure S10-1. Typical turn pad Figure S10-2. Taxiway Curve  Kenya Subsidiary Legislation, 2026 3179 Figure S10 - 3 Rapid exit taxiway Figure S10-4. Obstacle limitation surfaces  3180 Kenya Subsidiary Legislation, 2026 Figure S10-5. Inner approach, inner transitional and balked landing obstacle limitation surfaces Figure S10-6. Landing direction indicator  Kenya Subsidiary Legislation, 2026 3181 Figure S10-7. Runway designation, centre line and threshold markings 3182 Kenya Subsidiary Legislation, 2026 Figure S10-8. Form and proportions of numbers and letters for runway designation markings  Kenya Subsidiary Legislation, 2026 3183 Figure S10-9. Displaced threshold markings 3184 Kenya Subsidiary Legislation, 2026 Figure S10-10. Aiming point and touchdown zone markings (illustrated for a runway with a length of 2 400 m or more) Kenya Subsidiary Legislation, 2026 3185 Figure S10-11. Taxiway markings (Shown with basic runway markings) 3186 Kenya Subsidiary Legislation, 2026 Figure S10-12. Enhanced taxiway centre line marking  Kenya Subsidiary Legislation, 2026 3187 Figure S10-13. Runway-holding position markings Note.— Patterns A1 and B1 are no longer valid after 2026. Figure S10-14. VOR aerodrome checkpoint marking 3188 Kenya Subsidiary Legislation, 2026 Figure S10-15. Mandatory instruction marking Figure S10-16. Protected flight zones  Kenya Subsidiary Legislation, 2026 3189 Figure S10-17. Multiple runway laser-beam free flight zone Figure S10-18. Protected flight zones with indication of maximum irradiance levels for visible laser beams 3190 Kenya Subsidiary Legislation, 2026 Figure S10-19. Inner 300 m approach and runway lighting for precision approach runways, categories II and III  Kenya Subsidiary Legislation, 2026 3191 Figure S10-20. Inner 300 m approach and runway lighting for precision approach runways, categories II and III, where the serviceability levels of the lights specified as maintenance objectives in these Regulations can be demonstrated. 3192 Kenya Subsidiary Legislation, 2026 Figure S10-21. Visual Approach Slope Indicator Systems  Kenya Subsidiary Legislation, 2026 3193 Figure S10-22. Siting of PAPI and APAPI 3194 Kenya Subsidiary Legislation, 2026  Kenya Subsidiary Legislation, 2026 3195 Figure S10-23. Light beams and angle of elevation setting of PAPI and APAPI Figure S10-24. Obstacle protection surface for Visual Approach Slope Indicator Systems 3196 Kenya Subsidiary Legislation, 2026 Figure S10-25. Arrangement of runway threshold and runway end lights  Kenya Subsidiary Legislation, 2026 3197 Figure S10-26. Example of approach and runway lighting for runway with displaced thresholds 3198 Kenya Subsidiary Legislation, 2026 Figure S10-27. Simple touchdown zone lighting Figure S10-28. Rapid exit taxiway indicator lights (RETILS) Kenya Subsidiary Legislation, 2026 3199 Figure S10-29. Taxiway lighting 3200 Kenya Subsidiary Legislation, 2026 Figure S10-30. Offset runway and taxiway centre line lights. Figure S10-31. Runway guard lights  Kenya Subsidiary Legislation, 2026 3201 Figure S10-32. Mandatory instruction signs 3202 Kenya Subsidiary Legislation, 2026 Figure S10-33. Information signs  Kenya Subsidiary Legislation, 2026 3203 Figure S10-34. Examples of sign positions at taxiway/runway intersections 3204 Kenya Subsidiary Legislation, 2026 Figure S10-35.VOR aerodrome checkpoint sign Figure S10-36. Boundary markers  Kenya Subsidiary Legislation, 2026 3205 Figure S10-37. Basic marking patterns 3206 Kenya Subsidiary Legislation, 2026 Figure S10-38. Examples of marking and lighting of tall structures  Kenya Subsidiary Legislation, 2026 3207 Figure S10-39. Closed runway and taxiway markings Figure S10-40. Pre-threshold marking 3208 Kenya Subsidiary Legislation, 2026 Figure S10-41. Obstacle Limitation Surfaces  Kenya Subsidiary Legislation, 2026 3209 Figure S10-42. Location and dimension of unpaved runway edge marker 3210 Kenya Subsidiary Legislation, 2026 Figure S10-43. Location and dimension of unpaved runway end marker  Kenya Subsidiary Legislation, 2026 3211 Figure S10- 44. Example of equivalent elevated closed runway lighting with five lights per branch Figure S10- 45. Examples of unserviceability signs  3212 Kenya Subsidiary Legislation, 2026 10.2 Supplementary Tables to the Regulations Table S10-1. Aerodrome reference code Code element 1 Code number Aeroplane reference field length 1 Less than 800 m 2 800 m up to but not including 1 200 m 3 1 200 m up to but not including 1 800 m 4 1 800 m and over Code element 2 Code letter Wingspan A Up to but not including 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 S10-2. Runway width tabulation Outer Main Gear Wheel Span (OMGWS) Code Up to but 4.5 m up 6 m up 9 m up number not to but to but to but including not not not 4.5 m including including including 6m 9m 15 m 1a 18 m 18 m 23 m – 2a 23 m 23 m 30 m - 3 30 m 30 m 30 m 45 m 4 - - 45 m 45 m a. The width of a precision approach runway should be not less than 30 m where the code number is 1 or 2. Table S10-3A. Runway Turn pad OMGWS Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not including 4.5 m including 6 m including 9 m including 15 m Clearance 1.50 m 2.25 m 3 ma,b or 4 mc 4m a. If the turn pad is intended to be used by aeroplanes with a wheel base less than 18 m. b. If the turn pad is intended to be used by aeroplanes with a wheel base equal to or greater than 18 m.  Kenya Subsidiary Legislation, 2026 3213 Table S10-3B. Taxiway OMGWS clearances OMGWS Up to but not 4.5 m up to but not 6 m up to but not 9 m up to but not including 4.5 m including 6 m including 9 m including 15 m Clearance 1.50 m 2.25 m 3 ma,b or 4 mc 4m a. On straight portions. b. On curved portions if the taxiway is intended to be used by aeroplanes with a wheelbase of less than 18 m. c. On curved portions if the taxiway is intended to be used by aeroplanes with a wheelbase equal to or greater than 18 m. Note. — Wheelbase means the distance from the nose gear to the geometric centre of the main gear. Table S10-3C. Width of TaxiwaysOMGWS Up to but not 4.5 m up to but 6 m up to but not 9 m up to but not including not including including 9 m including 4.5 m 6m 15 m Taxiway width 7.5 m 10.5 m 15 m 23 m Table S10-4. Taxiway minimum separation distances Code Taxiway Taxiway, Aircraft stand Aircraft Distance between taxiway centre line letter centre other than taxilane centre stand and runway centre line (metres) line to aircraft line to aircraft taxilane taxiway stand stand taxilane centre line centre taxilane, centre line to object line centre line (metres) (metres) (metres) to object (metres) Instrument runways Non-instrument Code number runways Code number 1 2 3 4 1 2 3 4 (1) (2) (3) (4) (5) (6) (7) (8) ( (10) (11) (12) (13) 9 ) A 77. 77.5 – – 37.5 47.5 – – 23 15.5 19.5 12 5 B 82 82 152 – 42 52 87 – 32 20 28.5 16.5 C 88 88 158 158 48 58 93 9 44 26 40.5 22.5 3 D – – 166 166 – – 101 1 63 37 59.5 33.5 0 1  3214 Kenya Subsidiary Legislation, 2026 E – – 172. 172. – – 107.5 1 76 43.5 72.5 40 5 5 0 7 . 5 F – – 180 180 – – 115 1 91 51 87.5 47.5 1 5 Note 1.— The separation distances shown in columns (2) to (9) represent ordinary combinations of runways and taxiways. The basis for development of these distances is given in the Aerodrome Design Manual (Doc 9157), Part 2. Note 2.— The distances in columns (2) to (9) do not guarantee sufficient clearance behind a holding aeroplane to permit the passing of another aeroplane on a parallel taxiway. See the Aerodrome Design Manual (Doc 9157), Part 2. Table S10-5. Minimum distance from the runway centre line to a holding bay, runway- holding position or road-holding position Type of runway Code number 1 2 3 4 Non-instrument 30 m 40 m 75 m 75 m Non-precision approach 40 m 40 m 75 m 75 m Precision approach category I 60 mb 60 mb 90 ma,b 90 ma,b,c Precision approach categories II and — — 90 ma,b 90 ma,b,c III Take-off runway 30 m 40 m 75 m 75 m a. If a holding bay, runway-holding position or road-holding position is at a lower elevation compared to the threshold, the distance may be decreased 5 m for every metre the bay or holding position is lower than the threshold, contingent upon not infringing the inner transitional surface. b. This distance may need to be increased to avoid interference with radio navigation aids, particularly the glide path and localizer facilities. Information on critical and sensitive areas of ILS and MLS is contained in Civil Aviation (Radio Navigation Aids ) Regulations Note 1.— The distance of 90 m for code number 3 or 4 is based on an aircraft with a tail height of 20 m, a distance from the nose to the highest part of the tail of 52.7 m and a nose height of 10 m holding a t an angle of 45° or more with respect to the runway centre line, being clear of the obstacle free zone and not accountable for the calculation of OCA/H. Note 2.— The distance of 60 m for code number 2 is based on an aircraft with a tail height of 8 m, a distance from the nose to the highest part of the tail of 24.6 m and a nose height of 5.2 m holding at an angle of 45° or more with respect to the runway centre line, being clear of the obstacle free zone. c. Where the code letter is F, this distance should be 107.5 m. Note.— The distance of 107.5 m for code number 4 where the code letter is F is based on an aircraft with a tail height of 24 m, a distance from the nose to the highest part of the tail of 62.2 m and a nose height of 10 m holding at an angle of 45° or more with respect to the runway centre line, being clear of the obstacle free zone.  Kenya Subsidiary Legislation, 2026 3215 Table S10-6. Dimensions and slopes of obstacle limitation surfaces — Approach runways RUNWAY CLASSIFICATION Precision approach category Non-instrument Non-precision approach I II or III Code number Code number Code number Code numb er Surface and dimensions 1 2 3 4 1,2 3 4 1,2 3,4 3,4 (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) CONICAL Slope 5% 5% 5% 5% 5% 5% 5% 5% 5% 5% Height 35 m 55 m 75 m 100 m 60 m 75 m 100 m 60 m 100 m 100 m INNER HORIZONTAL Height 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m Radius 2 000 2 500 4 000 4 000 3 500 4 000 4 000 3 500 4 000 4 000 m m m m m m m m m m INNER APPROACH Width — — — — — — — 90 m 120 me 120 me Distance from — — — — — — — 60 m 60 m 60 m threshold Length — — — — — — — 900 m 900 m 900 m Slope 2.5% 2% 2% APPROACH Length of inner edge 60 m 80 m 150 m 150 m 140 m 280 m 280 m 140 m 280 m 280 m Distance from 30 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m threshold Divergence (each side) 10% 10% 10% 10% 15% 15% 15% 15% 15% 15% First section Length 1 600 2 500 3 000 3 000 2 500 3 000 3 000 3 000 3 000 3 000 m m m m m m m m m m Slope 5% 4% 3.33% 2.5% 3.33% 2% 2% 2.5% 2% 2% Second section Length — — — — — 3 600 3 600 12 000 3 600 3 600 mb mb mb m mb Slope — — — — — 2.5% 2.5% 3% 2.5% 2.5% Horizontal section Length — — — — — 8 400 8 400 — 8 400 8 400 mb mb mb mb Total length — — — — — 15 000 15 000 15 000 15 000 15 000 m m m m m TRANSITIONAL Slope 20% 20% 14.3% 14.3% 20% 14.3% 14.3% 14.3% 14.3% 14.3% INNER TRANSITIONAL Slope — — — — — — — 40% 33.3% 33.3%  3216 Kenya Subsidiary Legislation, 2026 BALKED LANDING SURFACE Length of inner edge — — — — — — — 90 m 120 me 120 me Distance from — — — — — — — c 1 800 1 800 md threshold md Divergence (each side) — — — — — — — 10% 10% 10% Slope — — — — — — — 4% 3.33% 3.33% a. All dimensions are measured horizontally unless e. Where the code letter is F (Table S10-1), the specified otherwise. width is increased to 140 m except for those b. Variable length aerodromes that accommodate a code letter F c. Distance to the end of strip. aeroplane equipped with digital avionics that provide steering commands to maintain an d. Or end of runway whichever is less. established track during the go-around manoeuvre. Table S10-7. Dimensions and slopes of obstacle limitation surfaces RUNWAYS MEANT FOR TAKE-OFF Code number Surface and dimensions 1 2 3 or 4 (1) (2) (3) (4) TAKE-OFF CLIMB Length of inner edge 60 m 80 m 180 m Distance from runway endb 30 m 60 m 60 m Divergence (each side) 10% 10% 12.5% Final width 380 m 580 m 1 200 m 1 800 mc Length 1 600 m 2 500 m 15 000 m Slope 5% 4% 2%d a. All dimensions are measured horizontally unless specified otherwise. b. The take-off climb surface starts at the end of the clearway if the clearway length exceeds the specified distance. c. 1 800 m when the intended track includes changes of heading greater than 15° for operations conducted in IMC, VMC by night.  Kenya Subsidiary Legislation, 2026 3217 Table S10-8. Location and dimensions of aiming point marking Landing distance available Location and dimensions Less than 800 m 800 m up to but not 1 200 m up to but not 2 400 m and (1) (2) including 1 200 m including 2 400 m above (3) (4) (5) Distance from 150 m 250 m 300 m 400 m threshold to beginning of marking Length of stripea 30–45 m 30–45 m 45–60 m 45–60 m Width of stripe 4m 6m 6–10 mb 6–10 mb Lateral spacing 6 mc 9 mc 18–22.5 m 18–22.5 m between inner sides of stripes a. The greater dimensions of the specified ranges are intended to be used where increased conspicuity is required. b. The lateral spacing may be varied within these limits to minimize the contamination of the marking by rubber deposits. c. These figures were deduced by reference to the outer main gear wheel span which is element 2 of the aerodrome reference code Table S10-1. Table S10-9. Wheel clearance over threshold for PAPI and APAPI Eye-to-wheel height of aeroplane Desired wheel Minimum wheel in the approach configuration a clearance clearance (metres)b,c (metres)d (1) (2) (3) up to but not including 3 m 6 3e 3 m up to but not including 5 m 9 4 5 m up to but not including 8 m 9 5 8 m up to but not including 14 9 6 m a. In selecting the eye-to-wheel height group, only aeroplanes meant to use the system on a regular basis shall be considered. The most demanding amongst such aeroplanes shall determine the eye-to-wheel height group. b. Where practicable the desired wheel clearances shown in column (2) shall be provided. c. The wheel clearances in column (2) may be reduced to no less than those in column (3) where an aeronautical study indicates that such reduced wheel clearances are acceptable. d. When a reduced wheel clearance is provided at a displaced threshold it shall be ensured that the corresponding desired wheel clearance specified in column (2) will be available when an aeroplane at the top end of the eye-to-wheel height group chosen overflies the extremity of the runway. e. This wheel clearance may be reduced to 1.5 m on runways used mainly by light-weight non-turbojet aeroplanes.  3218 Kenya Subsidiary Legislation, 2026 Table S10-10. Dimensions and slopes of the obstacle protection surface Runway type/code number Non-instrument Instrument Code number Code number Surface dimensions 1 2 3 4 1 2 3 4 a Length of inner edge 60 m 80 m 150 m 150 m 150 m 150 m 300 m 300 m Distance from the D1+30 D1+60 D1+60 D1+60 D1+60 m D1+60 m D1+60 m D1+60 visual approach m m m m m slope indicator systeme Divergence (each 10% 10% 10% 10% 15% 15% 15% 15% side) Total length 7 500 m 7 500 15 000 15 000 7 500 m 7 500 mb 15 000 15 000 mb m m m m Slope –c 1.9° 1.9° 1.9° – 1.9° 1.9° 1.9° a) T-VASIS and AT-VASIS b) PAPId – A–0.57° A–0.57° A–0.57° A–0.57° A–0.57° A–0.57° A– 0.5 7° c) APAPId A–0.9° A–0.9° – – A–0.9° A–0.9° – – a. This length is to be increased to 150 m for a T-VASIS or AT-VASIS. b. This length is to be increased to 15 000 m for a T-VASIS or AT-VASIS. c. No slope has been specified if a system is unlikely to be used on runway type/code number indicated. d. Angles as indicated in Figure S10-23. e. D1 is the distance of the visual approach slope indicator system from threshold prior to any displacement to remedy object penetration of the OPS. The start of the OPS is fixed to the visual approach slope indicator system location, such that displacement of the PAPI results in an equal displacement of the start of the OPS. Table S10-11. A-VDGS recommended displacement accuracy. Guidance Maximum deviation Maximum deviation Maximum deviation Maximum deviation information at at at at stop position. 9 m from 15 m from 25 m from (stop area) stop position stop position stop position Azimuth ±250 mm ±340 mm ±400 mm ±500 mm Distance ±500 mm ±1 000 mm ±1 300 mm Not specified  Kenya Subsidiary Legislation, 2026 3219 Table S10-12. Location distances for taxiing guidance signs including runway exit signs. Sign height (mm) Perpendicular Perpendicular distance from distance from Code Legend Face Installed defined taxiway defined runway number (min.) (max.) pavement edge pavement edge to to near side of near side of sign sign 1 or 2 200 400 700 5–11 m 3–10 m 1 or 2 300 600 900 5–11 m 3–10 m 3 or 4 300 600 900 11–21 m 8–15 m 3 or 4 400 800 1 100 11–21 m 8–15 m Table S10-13. Characteristics of obstacle lights 1 2 3 4 5 6 7 Light Type Colour Signal type/ Peak intensity (cd) at given Background Light (flash rate) Luminance (b) Distribution Table Day Twilight Night (Above 500 cd/m2) (50-500 cd/m2) (Below 50 cd/m2) Low-intensity, Red Fixed N/A N/A 10 Table S10 -14 Type A (fixed obstacle) Low-intensity, Red Fixed N/A N/A 32 Table S10 -14 Type B (fixed obstacle) Low-intensity, Yellow/Blue Flashing N/A 40 40 Table S10 -14 Type C (a) (60-90 fpm) (mobile obstacle) Low-intensity, Yellow Flashing N/A 200 200 Table S10 -14 Type D (60–90 fpm) (follow-me vehicle) Low-intensity, Red Flashing N/A N/A 32 Table S10 -14 Type E (c) (Type B) Medium-intensity, White Flashing 20 000 20 000 2 000 Table S10 -15 Type A (20–60 fpm) Medium-intensity, Red Flashing N/A N/A 2 000 Table S10 -15 Type B (20–60 fpm) Medium-intensity, Red Fixed N/A N/A 2 000 Table S10 -15 Type C High-intensity, White Flashing 200 000 20 000 2 000 Table S10 -15 Type A (40–60 fpm) High-intensity, White Flashing 100 000 20 000 2 000 Table S10 -15 Type B (40–60 fpm) a) See Regulation 213 b) For flashing lights, effective intensity as determined in accordance with the Aerodrome Design Manual (Doc 9157), Part 4. c) For wind turbine application, to flash at the same rate as the lighting on the nacelle.  3220 Kenya Subsidiary Legislation, 2026 Table S10-14. Light distribution for low-intensity obstacle lights Minimum intensity Maximum intensity Vertical beam spread (a) (a) (f) Minimum beam Intensity spread Type A 10 cd (b) N/A 10° 5 cd Type B 32 cd (b) N/A 10° 16 cd Type C 40 cd (b) 400 cd 12° (d) 20 cd Type D 200 cd (c) 400 cd N/A (e) N/A Note.— This table does not include recommended horizontal beam spreads. Regulation 198 requires 360° coverage around an obstacle. Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the shape of the obstacle. Thus, with narrower beam spreads, more lights will be required. a) 360° horizontal. For flashing lights, the intensity is read into effective intensity, as determined in accordance with the Aerodrome Design Manual (Doc 9157), Part 4. b) Between 2 and 10° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled. c) Between 2 and 20° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled. d) Peak intensity should be located at approximately 2.5° vertical. e) Peak intensity should be located at approximately 17° vertical. f) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in the “intensity” column. Table S10-15. Light distribution for medium- and high-intensity obstacle lights according to benchmark intensities of Table S 10-13 Benchmark Minimum requirements Recommendations intensity Vertical elevation angle (b) Vertical beam spread Vertical elevation angle (b) Vertical beam spread (c) (c) 0° -1° 0° -1° -10° Minimum Minimum Minimum Minimum Intensity Maximum Maximum Maximum Maximum Intensity average intensity intensity beam (a) intensity intensity intensity beam spread (a) intensity (a) (a) spread (a) (a) (a) (a) 200 000 200 000 150 000 75 000 3° 75 000 250 000 112 500 7 500 7° 75 000 100 000 100 000 75 000 37 500 3° 37 500 125 000 56 250 3 750 7° 37 500 20 000 20 000 15 000 7 500 3° 7 500 25 000 11 250 750 N/A N/A 2 000 2 000 1 500 750 3° 750 2 500 1 125 75 N/A N/A  Kenya Subsidiary Legislation, 2026 3221 Note.— This table does not include recommended horizontal beam spreads. .These Regulations requires 360° coverage around an obstacle. Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the shape of the obstacle. Thus, with narrower beam spreads, more lights will be required. a) 360° horizontal. All intensities are expressed in Candela. For flashing lights, the intensity is read into effective intensity, as determined in accordance with the Aerodrome Design Manual (Doc 9157), Part 4. b) Elevation vertical angles are referenced to the horizontal when the light unit is levelled. c) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in the “intensity” column. Table S10-16. Marking band widths Longest dimension Greater than Not exceeding Band width 1.5 m 210 m 1/7 of longest dimension 210 m 270 m 1/9 ’’ ’’ ’’ 270 m 330 m 1/11 ’’ ’’ ’’ 330 m 390 m 1/13 ’’ ’’ ’’ 390 m 450 m 1/15 ’’ ’’ ’’ 450 m 510 m 1/17 ’’ ’’ ’’ 510 m 570 m 1/19 ’’ ’’ ’’ 570 m 630 m 1/21 ’’ ’’ ’’ Table S10-17. Installation setting angles for high intensity obstacle lights Height of light unit Angle of the peak of the beam above terrain (AGL) above the horizontal Greater than Not exceeding 151 m 0° 122 m 151 m 1° 92 m 122 m 2° 92 m 3°  3222 Kenya Subsidiary Legislation, 2026 Table S10-18. Secondary power supply requirements Runway Lighting aids requiring Maximum power switch-over time Non-instrument Visual approach slope See indicatorsa Regulation 232 Runway edgeb Runway thresholdb Runway endb Obstaclea Non-precision approach Approach lighting system 15 seconds Visual approach slope 15 seconds indicatorsa, d 15 seconds Runway edged 15 seconds Runway thresholdd 15 seconds Runway end 15 seconds Obstaclea Precision approach category I Approach lighting system 15 seconds Runway edged 15 seconds Visual approach slope 15 seconds indicatorsa, d 15 seconds Runway thresholdd 15 seconds Runway end 15 seconds Essential taxiwaya 15 seconds Obstaclea Precision approach category II/III Inner 300 m of the 1 second approach lighting 15 seconds system 15 seconds Other parts of the approach 15 seconds lighting system 1 second Obstaclea 1 second Runway edge 1 second Runway threshold 1 second Runway end 1 second Runway centre line 15 seconds Runway touchdown zone All stop bars Essential taxiway Runway meant for take-off in Runway edge 15 secondsc runway visual range conditions Runway end 1 second less than a value of 800 m Runway centre line 1 second All stop bars 1 second Essential taxiwaya 15 seconds Obstaclea 15 seconds  Kenya Subsidiary Legislation, 2026 3223 a. Supplied with secondary power when their operation is essential to the safety of flight operation. b. See Regulation 155 regarding the use of emergency lighting. c. One second where no runway centre line lights are provided. d. One second where approaches are over hazardous or precipitous terrain. Table S10-19. Aerodrome category for rescue and firefighting Aerodrome Aeroplane overall length Maximum Reclassification of category (2) fuselage width aerodrome (1) (3) category for all-cargo aeroplanes 1 0 m up to but not including 9 m 2m 1 2 9 m up to but not including 12 m 2m 1 3 12 m up to but not including 18 m 3m 3 4 18 m up to but not including 24 m 4m 4 5 24 m up to but not including 28 m 4m 5 6 28 m up to but not including 39 m 5m 5 7 39 m up to but not including 49 m 5m 6 8 49 m up to but not including 61 m 7m 6 9 61 m up to but not including 76 m 7m 7 10 76 m up to but not including 90 m 8m 7  3224 Kenya Subsidiary Legislation, 2026 Table S10-20. Minimum usable amounts of extinguishing agents Foam meeting performance Foam meeting performance Foam meeting performance Complementary level A level B level C agents Aerodrome Water Discharge rate Water Discharge rate Water Discharge rate Dry Discharge category (L) foam solution/ (L) foam solution/ (L) foam solution/ chemical Rate minute minute minute powders (kg/second) (L) (L) (L) (kg) (1) (2) (3) (4) (5) (6) (7) (8) (9) 11 350 350 230 230 160 160 45 2.25 12 1 000 800 670 550 460 360 90 2.25 13 1 800 1 300 1 200 900 820 630 135 2.25 14 3 600 2 600 2 400 1 800 1 700 1 100 135 2.25 15 8 100 4 500 5 400 3 000 3 900 2 200 180 2.25 16 11 800 6 000 7 900 4 000 5 800 2 900 225 2.25 17 18 200 7 900 12 100 5 300 8 800 3 800 225 2.25 18 27 300 10 800 18 200 7 200 12 800 5 100 450 4.5 19 36 400 13 500 24 300 9 000 17 100 6 300 450 4.5 10 48 200 16 600 32 300 11 200 22 800 7 900 450 4.5 Note. — The quantities of water shown in columns 2, 4 and 6 are based on the average overall length of aeroplanes in a given category. Table S10-21. Number of Rescue and firefighting vehicles. AERODROME RESCUE AND FIRE FIGHTING VEHICLES CATEGORY 1 1 2 1 3 1 4 1 5 1 6 2 7 2 8 3 9 3 10 3 Table S10-22. Minimum Intervals between closed runway lights centres. Number of lights per branch Minimum interval between light centres 5 1.5 m 7 1.0 m 9 0.8 m Note 1. — The closed runway lighting may be either fixed or mobile. Note 2. — The fixed closed runway lighting may be formed as if shadowed (i.e. stretched) from the equivalent elevated structure  Kenya Subsidiary Legislation, 2026 3225 THIRD SCHEDULE (r. 19(1)) PART A SAFETY MANAGEMENT SYSTEM AT AERODROMES 1. Safety Management Aerodromes in Category A shall have in place a system for managing safety, to which it is committed, is readily identifiable by the personnel of the Aerodrome and the personnel of the Authority and is clearly documented in the Aerodrome Manual. 2. Interpretation In this Schedule, unless the context otherwise requires - “risk” is the combination of the probability, or frequency of occurrence of a defined hazard and the magnitude of the consequences of the occurrence. 3. Safety Objective An aerodrome and the facilities, equipment and systems of the aerodrome shall be designed and operated such that for any hazard, the combination of the probability of occurrence and the seriousness of the consequences of the hazard occurring must not result in a level of risk that is unacceptable. 4. Safety Management Policy Statements Safety Management Systems (SMS) established at aerodromes shall include the following- (a) a statement that the highest priority shall be attached to safety in relations to all business activities; (b) a business objective for safety that shall minimise the aerodrome’s contribution to aviation accidents risk to as low as reasonably practicable; (c) a commitment by the aerodrome operator to adopt an explicit and pro-active approach to safety management; (d) statements of safety-related responsibilities and accountabilities at all levels of the organization; (e) a commitment to comply with all appropriate safety standards; (f) a commitment that the safety assurance processes used by external suppliers comply with safety standards and requirements; (g) an emergency response plan that provides for the orderly and efficiency transition and coordination of operations from normal to emergency and back to normal. 5. Safety Management Principles (1) Whenever practicable, quantitative safety levels shall be derived, maintained, and improved for all aviation products and services delivered by the aerodrome; and when quantitative safety levels cannot be derived, a qualitative reasoning shall be performed in order to meet the safety objective.  3226 Kenya Subsidiary Legislation, 2026 (2) An operator shall assess all existing operations, proposed changes, additions, or replacements for their safety significance. (3) An aerodrome operator shall identify and record the safety requirements for a service or product, the results of the safety assessment process and the evidence that the safety requirements have been met; and the records shall be maintained throughout the life of the service or product. (4) An aerodrome operator shall ensure that personnel whose functions impact on safety at the aerodrome are adequate, trained and qualified for the job they are required to do and for which they have accountability. (5) An aerodrome operator shall ensure that there is accountability, at a suitable senior level for the management, development and monitoring of the safety management system. (6) An aerodrome operator shall routinely carry out internal safety audits to provide assurance of the safety activities and to confirm compliance with the safety requirements and the safety management system. (7) An aerodrome operator shall have in place suitable monitoring arrangements so that undesirable trends in service or product performance can be recognized and be subject to remedial action; and in order to achieve this, the aerodrome operator shall in accordance with the provisions of the Part B of this Schedule – (a) establish a reporting system for accident and incident reporting that ensures the (b) Authority is informed of the aviation safety aspects in connection with the aerodrome; (c) investigate safety significant occurrences, identify any failures of its management of safety and take corrective action if required; (8) The aerodrome operator shall establish and maintain procedures, which enable tracing of documents and data related to the safety management system, and the procedures shall ensure that all safety related documents and data are available, and that invalid documents and data shall be destroyed and secured against unintended use. 6. Safety Management Strategy (1) An aerodrome operator shall establish processes to identify safety shortcomings, so that remedial action can be taken to ensure safety levels are maintained. (2) The basic principles to be applied in the safety management strategy shall include - (a) safety achievement specifying the means by which the safety performance of the organization meets its safety objectives and derived requirements; (b) safety assurance specifying the means for providing assurance that risks are being managed properly and effectively; (c) safety performance monitoring and measurement; specifying the means to verify safety performance of the organisation and to validate the effectiveness of safety risk controls; (d) safety promotion specifying the means by which safety issues are communicated within the aerodrome to eliminate unnecessary risks and avoid  Kenya Subsidiary Legislation, 2026 3227 repeat errors or risks and safety training programme that ensures personnel are trained and competent to perform SMS duties. (3) An aerodrome operator shall develop and maintain a formal process to— (a) ensure that hazards in operations are identified. (b) identify changes within the organisation which may affect processes and services and shall describe arrangements to ensure safety performance before implementing changes. (c) identify the causes of substandard performance of safety management systems, determine the implications of substandard performance of the SMS in operation and eliminate or mitigate such processes. 7. Operational safety assurances documentation. An aerodrome operator shall produce and maintain safety assurance documentation, and this documentation shall cover- (a) all safety related roles and functions; (b) a safety-based risk assessment of the roles and functions where practicable; (c) a process of risk management for safety related tasks and functions to ensure that identified risks remain tolerable; (d) safety performance measurements of the current operations as part of the ongoing risk management; and (e) corrective procedures and measures that modify the original tasks or functions to address inadequate performance. 8. Safety assurance documentation on systems requiring approval. (1) An aerodrome operator shall, when intending to introduce new systems into operation, or introduce changes to, or replace existing systems, submit an application for approval by the Authority. (2) The aerodrome operator shall also submit an application for approval if the intended changes affect the approvals in the aerodrome licence. (3) An aerodrome licensee shall, if satisfied that their own safety requirements as well as those issued by the Authority have met the compliance criteria, notify the Authority in writing indicating compliance with the specified safety requirements for any operational system. 9. Safety assessment methodology The safety assessment of the aerodrome shall involve - (a) systematic identification of possible hazards to aircraft; (b) evaluation of the seriousness of the consequences of the hazard occurring; (c) considering the chances of a hazard happening; (d) determining whether the consequent risk is tolerable and within the aerodrome operator’s acceptable safety performance criteria; and (e) taking action to reduce the severity of the hazard or the probability of it arising in order to reduce the risk to a tolerable level.  3228 Kenya Subsidiary Legislation, 2026 10. Safety auditing of aerodromes An aerodrome operator shall carry out internal safety auditing of the aerodrome in order to determine – (a) the level of compliance with requirements; (b) the areas and degree of risk and their effective management; and (c) the competence and performance of those responsible for safety. PART B AIRCRAFT ACCIDENT AND INCIDENT REPORTING AND INVESTIGATION AT AERODROMES 1. Aerodrome occurrence reporting (1) This schedule prescribes the requirements for reporting the occurrence or detection of defects, failures or malfunctions at an aerodrome, its components or equipment, which could jeopardize the safe operation of the aerodrome or cause it to become a danger to persons or property. (2) The objectives of the aerodrome occurrence reports are as follows – (a) to ensure that knowledge of these occurrences is disseminated so that other persons and organizations may learn from them; and (b) to enable an assessment to be made by those concerned (whether internal or external to the aerodrome operator) of the safety implications of each occurrence, both in itself and in relation to previous similar occurrences, so that they may take or initiate any necessary action. 2. Reportable occurrences and reporting procedures (1) An aerodrome operator shall notify the Authority of any accident, serious incident, fatal or serious injury occurring at the aerodrome as soon as practicable after the occurrence and provide a detailed occurrence report thereafter. (2) For the purpose of this Schedule— “accident” means an occurrence associated with the operation of an aircraft, which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which⸺ (a) a person is fatally or seriously injured as a result of— (i) being in the aircraft, or (ii) direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or (iii) direct exposure to jet blast, except when the injury is from natural causes, self-inflicted, or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew or; (b) the aircraft sustains damage or structural failure which- (i) adversely affects the structural strength, performance or flight characteristics of the aircraft; and (ii) would normally require major repair or replacement of the affected component except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or (c) the aircraft is missing or is completely inaccessible;  Kenya Subsidiary Legislation, 2026 3229 “serious incident” includes— (a) a near collision requiring avoidance manoeuvre to avoid a collision or an unsafe situation or where an avoidance action would have been appropriate; (b) a controlled flight into terrain only marginally avoided; (c) an aborted take-off on a closed or engaged runway; (d) a take-off from a closed or engaged runway with marginal separation from an obstacle; (e) a landing or attempted landing on a closed or engaged runway; (f) a take-off or landing incident such as undershooting; or overrunning or running off the side of runways; or (g) a major failure of any navigation aid when a runway is in use; “serious injury” means any injury that is sustained by a person in an accident and that- (a) requires hospitalisation for more than forty-eight hours, commencing within seven days from the date the injury was received; (b) results in a fracture of any bone, except simple fractures of fingers, toes or nose; (c) involves lacerations which cause severe haemorrhage, nerve, muscle, or tendon damage; (d) involves any injury to any internal organ; (e) involves second or third degree burns, or any burns affecting more than 5% of the body surface; or (f) involves verified exposure to infectious substances or injurious radiation. (3) The aerodrome operator shall notify the Aircraft Accident and Incident Investigation Branch whenever an accident or serious incident occurs on or adjacent to his aerodrome in accordance with the provisions of the Civil Aviation (Aircraft Accident and Incident Investigation) Regulations. (4) Information to be provided in the reporting and notification of an accident, serious incident or serious injury shall as far as possible include the following – (a) the date and local time of occurrence; (b) the exact location of the occurrence with reference to some easily defined geographical point; (c) detailed particulars of the parties involved, including the owner, operator, manufacturer, nationality, registration marks, serial numbers, assigned identities of aircraft and equipment; (d) a detailed description of the sequence of events leading up to the incident; (e) the physical characteristics, environment or circumstances of the area in which the incident occurred and an indication of the access difficulties or special requirements to reach the site; (f) the identification of the person sending the notice and where the incident occurred; (g) in the case of an aircraft accident, the number of crew members, passengers or other persons respectively killed or seriously injured as a result of the accident; and (h) a description of the follow-up action being taken after the incident has occurred.  3230 Kenya Subsidiary Legislation, 2026 3. Aerodrome occurrence records (1) An operator shall establish and maintain aerodrome occurrence reports for any accident, serious incident, serious injury or any occurrence or event that has a bearing on the safety of aerodrome operations. (2) An aerodrome operator shall use aerodrome occurrence reports to monitor and improve the level of operational safety, including reviews of safety standards required. (3) The Authority may require the aerodrome operator to produce and provide information contained in the aerodrome occurrence report relating to any safety occurrence or event. 4. Aircraft accident and incident investigation (1) In the event of an accident or serious incident, an aerodrome operator shall carry out its own investigations. (2) The investigations carried out by the aerodrome operator shall be additional to that carried out by the Aircraft Accident and Incident Investigation Branch to enable the aerodrome operator to assess safety of aircraft operations at his aerodrome. (3) The investigator, or team of investigators, shall be technically competent and shall either possess or have access to the background information, so that the facts and events are interpreted accurately. The investigations shall be a search to establish how the mishap happened, why it occurred, including organizational contributing factors, and to recommend action to prevent a recurrence, and shall not be intended to apportion blame. (4) The lesson learnt derived from an aerodrome incident or accident investigation shall be disseminated to personnel to provide feedback for safety improvement. (5) The Authority may require the aerodrome operator to produce and provide information contained in the aerodrome accident or incident investigation report relating to any such event. (6) An aerodrome operator shall inspect his aerodrome, as circumstances require, to ensure safety as soon as practicable after any aircraft accident or incident.  Kenya Subsidiary Legislation, 2026 3231 FOURTH SCHEDULE (r. 29) REPORTING FORMAT USING STANDARD RUNWAY CONDITION REPORT 1.1 RUNWAY SURFACE CONDITION ASSESSMENT AND REPORTING 1.1.1 General 1.1.1.1 Assessing and reporting the condition of the movement area and related facilities is necessary in order to provide the flight crew with the information needed for safe operation of the aeroplane. The runway condition report (RCR) is used for reporting assessed information. 1.1.1.2 On a global level, movement areas are exposed to a multitude of climatic conditions and consequently a significant difference in the condition to be reported. The RCR describes a basic structure applicable for all these climatic variations. Assessing runway surface conditions rely on a great variety of techniques and no single solution can apply to every situation. 1.1.1.3 The philosophy of the RCR is that the aerodrome operator assesses the runway surface conditions whenever water, snow, slush, ice, or frost are present on an operational runway. From this assessment, a runway condition code (RWYCC) and a description of the runway surface are reported which can be used by the flight crew for aeroplane performance calculations. This format, based on the type, depth, and coverage of contaminants, is the best assessment of the runway surface condition by the aerodrome operator; however, all other pertinent information will be taken into consideration and be kept up to date and changes in conditions reported without delay. 1.1.1.4 The RWYCC reflects the runway braking capability as a function of the surface conditions. With this information, the flight crew can derive, from the performance information provided by the aeroplane manufacturer, the necessary stopping distance of an aircraft on the approach under the prevailing conditions. 1.1.1.5 The operational requirements in 1.1.1.3 stem from Civil Aviation (Operation of Aircraft, and (Airworthiness of Aircraft) Regulations with the objective of achieving the desired level of safety for the aeroplane operations. 1.1.1.6 The Aerodrome Design and Operations Regulation contains provisions related to the assessment and reporting of runway surface condition. Associated objectives and operational practices are described in 1.1.1.2 and 1.1.1.3. 1.1.1.7 The operational practices are intended to provide the information needed to fulfil the syntax requirements for dissemination and promulgation specified in the Civil Aviation (Aeronautical Information Management) and (Air Traffic Management) Regulations. 3232 Kenya Subsidiary Legislation, 2026 Note. — For practical reasons, the RCR information string has been provisionally incorporated in Annex 15 as a revision of the SNOWTAM format. 1.1.1.8 When the runway is wholly or partly contaminated by standing water the runway condition report should be disseminated through the AIS and ATS services. When the runway is wet, not associated with the presence of standing water, the assessed information should be disseminated using the runway condition report through the ATS only. Note. — Operationally relevant information concerning taxiways and aprons are covered in the situational awareness section of the RCR. 1.1.1.9 The operational practices describe procedures to meet the operationally needed information for the flight crew and dispatchers for the following sections: a) aeroplane take-off and landing performance calculations: i) dispatch — pre-planning before commencement of flight: — take-off from a runway; and — landing on a destination aerodrome or an alternate aerodrome; ii) in flight — when assessing the continuation of flight; and — before landing on a runway; and b) situational awareness of the surface conditions on the taxiways and aprons. 1.1.2 Objectives Note. — This section contains the basic principles that have been defined for the topic and have been formulated as required for global uniform application. They cover the whole subject matter and are broken down into the individual subsections. 1.1.2.1 The RWYCC shall be reported for each third of the runway assessed. 1.1.2.2 The assessment process shall include: a) assessing and reporting the condition of the movement area; b) providing the assessed information in the correct format; and c) reporting significant changes without delay. 1.1.2.3 The information shall be included in an information string in the following order using only AIS- compatible characters: a) aeroplane performance calculation section: i) aerodrome location indicator; ii) date and time of assessment; iii) lower runway designation number;  Kenya Subsidiary Legislation, 2026 3233 iv) RWYCC for each runway third; v) per cent coverage contaminant for each runway third; vi) depth of loose contaminant for each runway third; vii) condition description for each runway third; and viii) width of runway to which the RWYCCs apply if less than published width. b) situational awareness section: i) reduced runway length; ii) loose sand on the runway; iii) chemical treatment on the runway; iv) taxiway conditions; v) apron conditions; vi) State-approved, and published use of, measured friction coefficient; and vii) plain language remarks 1.1.2.4 The syntax for dissemination as described in the RCR template in the relevant section of Civil Aviation (AIM) Regulations is determined by the operational need of the flight crew and the capability of trained personnel to provide the information arising from an assessment. Note. ― For practical reasons, the RCR information string has been provisionally incorporated in Civil Aviation — Aeronautical Information Services Regulations as a revision of the SNOWTAM format. 1.1.2.5 The syntax requirement in 1.1.2.4 shall be strictly adhered to when providing the assessed information through the RCR. 1.1.3 Operational practices Note. — This section covers the specific operational practices and the ways in which they are applied in order to achieve the basic principles defined in 1.1.2 — Objectives. 1.1.3.1 Reporting, in compliance with the runway condition report, shall commence when a significant change in runway surface condition occurs due to water. 1.1.3.2 Reporting of the runway surface condition should continue to reflect significant changes until the runway is no longer contaminated. When this situation occurs, the aerodrome will issue a runway condition report that states the runway is wet or dry as appropriate. 1.1.3.3 A change in the runway surface condition used in the runway condition report is considered significant whenever there is: a) any change in the RWYCC; b) any change in contaminant type; 3234 Kenya Subsidiary Legislation, 2026 c) any change in reportable contaminant coverage according to Table S11-1-1; d) any change in contaminant depth according to Table S11-1-2; and e) any other information, for example a pilot report of runway braking action, which according to assessment techniques used, are known to be significant. Runway Condition Report — Aeroplane performance calculation section 1.1.3.4 The aeroplane performance calculation section is a string of grouped information separated by a space “ ” and ends with a return and two- line feed “≪≡”. This is to distinguish the aeroplane performance calculation section from the following situational awareness section or the following aeroplane performance calculation section of another runway. The information to be included in this section consists of the following. a) Aerodrome location indicator: a four-letter ICAO location indicator in accordance with Doc 7910, Location Indicators. This information is mandatory. Format: nnnn Example: ENZH b) Date and time of assessment: date and time (UTC) when the assessment was performed by the trained personnel. This information is mandatory. Format: MMDDhhmm Example: 09111357 c) Lower runway designation number: a two- or three-character number identifying the runway for which the assessment is carried out and reported. This information is mandatory. Format: nn[L] or nn[C] or nn[R] Example: 09L d) Runway condition code for each runway third: a one-digit number identifying the RWYCC assessed for each runway third. The codes are reported in a three-character group separated by a “/” for each third. The direction for listing the runway thirds shall be in the direction as seen from the lower designation number. This information is mandatory. When transmitting information on runway surface conditions by ATS to flight crews, the sections are, however, referred to as the first, second or third part of the runway. The first part always means the first third of  Kenya Subsidiary Legislation, 2026 3235 the runway as seen in the direction of landing or take-off as illustrated in Figures S11-1-1 and S11-1-2 and relevant section in the Civil Aviation Air Traffic Management Regulations. Format: n/n/n Example: 5/5/2 Note 1.― A change in RWYCC from, say, 5/5/2 to 5/5/3 is considered significant. (See further examples below). Note 2.― A change in RWYCC requires a complete assessment taking into account all information available. Note 3.― Procedures for assigning a RWYCC are available in 1.1.3.12 to 1.1.3.16. e) Percent coverage contaminant for each runway third: a number identifying the percentage coverage. The percentages are to be reported in an up-to-nine-character group separated by a “/” for each runway third. The assessment is based upon an even distribution within the runway thirds using the guidance in Table S11-1-1. This information is conditional. It is not reported for one runway third if it is dry or covered with less than 10 per cent. Format: [n]nn/[n]nn/[n]nn Example: 25/50/100 NR/50/100 if contaminant coverage is less than 10% in the first third 25/NR/100if contaminant coverage is less than 10% in the middle third 25/50/NR if contaminant coverage is less than 10% in the last third with uneven distribution of the contaminants, additional information is to be given in the plain language remark part of the situational awareness section of the runway condition report. Where possible, a standardized text should be used. Note. ― When no information is to be reported, insert “NR” at its relevant position in the message to indicate to the user that no information exists (/NR/). f) Depth of loose contaminant: dry snow, wet snow, slush or standing water for each runway third: a two- or three-digit number representing the assessed depth (mm) of the contaminant for each runway third. The depth is reported in a six to nine-character group separated by a “/” for each runway third as defined in Table S11-1- 2. The assessment is based upon an even distribution within the runway thirds as assessed by trained personnel. If measurements are included as part of the assessment process, the reported values are still reported as assessed depths, as the trained personnel have placed their judgment upon the measured depths to be representative for the runway third. Format: [n]nn/[n]nn/[n]nn Examples: 04/06/12 [STANDING WATER] 3236 Kenya Subsidiary Legislation, 2026 This information is conditional. It is reported only for STANDING WATER. Example of reporting depth of contaminant whenever there is a significant change 1) After the first assessment of runway condition, a first runway condition report is generated. The initial report is: 5/5/5 100/100/100 NR/NR/NR WET/WET/WET Note. ― The full information string is not used in this example. 2) With continuing precipitation, a new runway condition report is required to be generated as subsequent assessment reveals a change in the runway condition code. A second runway condition report is therefore created as: 2/2/2 100/100/100 04/04/04 STANDING WATER/STANDING WATER/STANDING WATER 3) With even more precipitation, further assessment reveals the depth of precipitation has increased from 4 mm to 5 mm along the entire length of the runway. However, a new runway condition report is not required because the runway condition code has not changed (change in depth is less than the significant change threshold of 3 mm). 4) A final assessment of the precipitation reveals that the depth has increased to 7 mm. A new runway condition code is required because the change in depth from the last runway condition report (second runway condition code) i.e., from 4 mm to 7 mm is greater than the significant change threshold of 3 mm. A third runway condition report is thus created as below: 2/2/2 100/100/100 07/07/07 STANDING WATER/STANDING WATER/STANDING WATER\ For contaminants other than STANDING WATER, SLUSH, WET SNOW or DRY SNOW, the depth is not reported. The position of this type of information in the information string is then identified by /NR/. Example: /NR/ When the depth of the contaminants varies significantly within a runway third, additional information is to be given in the plain language remark part of the situational awareness section of the runway condition report. Note. — In this context a significant variation in depth in the lateral direction is more than twice the depth indicated in column 3 of Table 11-1-2. Further information is available in Circular 355 — Assessment, Measurement and Reporting of Runway Surface Conditions. g) Condition description for each runway third: to be reported in capital letters using terms specified in Regulation 46. The  Kenya Subsidiary Legislation, 2026 3237 condition type is reported by any of the following condition type descriptions for each runway third and separated by an oblique stroke “/”. This information is mandatory. DRY STANDING WATER h) Width of runway to which the RWYCCs apply if less than published width is the two-digit number representing the width of cleared runway in metres. This information is optional. Format: nn Example: 30 If the cleared runway width is not symmetrical along the centre line, additional information is to be given in the plain language remark part of the situational awareness section of the runway condition report. Runway condition report — Situational awareness section: 1.1.3.5 All individual messages in the situational awareness section end with a full stop sign. This is to distinguish the message from subsequent message(s). 1.1.3.6 The information to be included in this section consists of the following: a) Reduced runway length This information is conditional when a NOTAM has been published with a new set of declared distances affecting the LDA. Format: Standardized fixed text RWY nn [L] or nn [C] or nn [R] LDA REDUCED TO [n]nnn Example: RWY 22L LDA REDUCED TO 1450. b) Loose sand on the runway This information is optional. Format: RWY nn[L] or nn[C] or nn[R] LOOSE SAND Example: RWY 02R LOOSE SAND. c) Chemical treatment on the runway This information is mandatory. Format: RWY nn[L] or nn[C] or nn[R] CHEMICALLY TREATED 3238 Kenya Subsidiary Legislation, 2026 Example: RWY 06 CHEMICALLY TREATED d) Taxiway conditions This information is optional. Format: TWY [nn] n POOR Example: TWY B POOR. e) Apron conditions This information is optional. Format: APRON [nnnn] POOR Example: APRON NORTH POOR. f) State-approved and published use of measured friction coefficient This information is optional. Format: [State set format and associated procedures] Example: [Function of State set format and associated procedures]. g) Plain language remarks using only allowable characters in capital letters Where possible, standardized text should be developed. This information is optional. Format: Combination of allowable characters where use of full stop « . » marks the end of the message. Allowable characters: A B C D E F G H I J K LM N O P Q R S T U V W X Y Z 0 1 2 3 4 5 6 7 8 9/ [oblique stroke] “.” [Period] “ ” [space] h) Complete information string 1.1.3.7 An example of a complete information string prepared for dissemination is as follows: [COM header and Abbreviated header] (Completed by AIS) GG HKNAZQZX 070645 HKJKYNYX SWHK0151 HKJK 02170055 SNOWTAM 0151 [Aeroplane performance calculation section] HKJK 02170055 05L 5/5/5 100/100/100 NR/NR/NR WET/WET/WET HKJK 02170135 05R 5/5/2 100/50/75 NR/NR/06 WET/WET/STANDING WATER [Situational awareness section] RWY 05L LDA REDUCED TO 3500. TWY F POOR. APRON THREE POOR  Kenya Subsidiary Legislation, 2026 3239 Assessing a runway and assigning a runway condition code 1.1.3.8 The assessed RWYCC to be reported for each third of the runway is determined by following the procedure described in 1.1.3.12 to 1.1.3.16. 1.1.3.9 If 25 per cent or less area of a runway third is wet or covered by contaminant, a RWYCC 6 shall be reported. 1.1.3.10 If the distribution of the contaminant is not uniform, the location of the area that is wet or covered by the contaminant is described in the plain language remarks part of the situational awareness section of the runway condition report. 1.1.3.11 A description of the runway surface condition is provided using the contamination terms described in capital letters in Table S11-1-3 — Assigning a runway condition code (RWYCC). 1.1.3.12 If multiple contaminants are present where the total coverage is more than 25 per cent but no single contaminant covers more than 25 per cent of any runway third, the RWYCC is based upon the judgment by trained personnel, considering what contaminant will most likely be encountered by the aeroplane and its likely effect on the aeroplane’s performance. 1.1.3.13 The RWYCC is determined using Table S11-1-3. 1.1.3.14 The variables, in Table S11-1-3, that may affect the runway condition code are: a) type of contaminant; b) depth of contaminant; and c) Outside air temperature. Where available the runway surface temperature should preferably be used. Note. — At air temperatures of plus 3 degrees Celsius and below, with a dew point spread of 3 degrees Celsius or less, the runway surface condition may be more slippery than indicated by the runway condition code assigned by Table S11-1-3. The narrow dew point spread indicates that the air mass is relatively close to saturation, which is often associated with actual precipitation, intermittent precipitation, nearby precipitation, or fog. This may depend on its correlation with precipitation, but it may also, at least in part, depend on the exchange of water at the air-ice interface. Due to the other variables involved, such as surface temperature, solar heating and ground cooling or heating, a small temperature spread does not always mean that the braking action will be more slippery. The observation should be used by aerodrome operators as an indicator of slippery conditions but not as an absolute. 1.1.3.15 An assigned RWYCC 5, 4, 3 or 2 shall not be upgraded. 1.1.3.16 An assigned RWYCC 1 or 0 can be upgraded using the following procedures (but see also 1.1.3.16): 3240 Kenya Subsidiary Legislation, 2026 a) if a properly operated and calibrated State-approved measuring device and all other observations support a higher RWYCC as judged by trained personnel; b) the decision to upgrade RWYCC 1 or 0 cannot be based upon one assessment method alone. All available means of assessing runway slipperiness are to be used to support the decision; c) when RWYCC 1 or 0 is upgraded, the runway surface is assessed frequently during the period the higher RWYCC is in effect to ensure that the runway surface condition does not deteriorate below the assigned code; and d) variables that may be considered in the assessment that may affect the runway surface condition, include but are not limited to: i) any precipitation conditions; ii) changing temperatures; iii) effects of wind; iv) frequency of runway in use; and v) type of aeroplane using the runway. 1.1.3.17 Upgrading of RWYCC 1 or 0 using the procedures in 1.1.3.15 shall not be permitted to go beyond a RWYCC 3. 1.1.3.18 If sand or other runway treatments are used to support upgrading, the runway surface is assessed frequently to ensure the continued effectiveness of the treatment. 1.1.3.19 The RWYCC determined from Table S11-1-3 should be appropriately downgraded considering all available means of assessing runway slipperiness, including the criteria given in Table S11-1-4. 1.1.3.20 Where available, the pilot reports of runway braking action should be taken into consideration as part of the ongoing monitoring process, using the following principle: a) a pilot report of runway braking action is taken into consideration for downgrading purposes; and b) a pilot report of runway braking action can be used for upgrading purposes only if it is used in combination with other information qualifying for upgrading. Note 1. — The procedures for making special air-reports regarding runway braking action are contained in the relevant section in the Civil Aviation Air Traffic Management Regulations on Instructions for air-reporting by voice communication. Note 2. — Procedures for downgrading reported RWYCC can be found in 1.1.3.23 including the use of Table S11-1-5 Runway Condition Assessment Matrix (RCAM).  Kenya Subsidiary Legislation, 2026 3241 1.1.3.21 Two consecutive pilot reports of runway braking action of POOR shall trigger an assessment if an RWYCC of 2 or better has been reported. 1.1.3.22 When one pilot has reported a runway braking action of LESS THAN POOR, the information shall be disseminated, a new assessment shall be made and the suspension of operations on that runway shall be considered. Note 1.― If considered appropriate, maintenance activities may be performed simultaneously or before a new assessment is made. Note 2. — Procedures for the provision of information to arriving aircraft are contained in Civil Aviation Air Traffic Management Regulations. 1.1.3.23 Table S11-1-4 shows the correlation of pilot reports of runway braking action with RWYCCs. 1.1.3.24 Table S11-1-3 and Table S11-1-4 combined form the Runway Condition Assessment Matrix (RCAM) in Table S11-1-5. The RCAM is a tool to be used when assessing runway surface conditions. It is not a standalone document and shall be used in compliance with the associated procedures of which there are two main parts: a) assessment criteria; and b) downgrade assessment criteria.  3242 Kenya Subsidiary Legislation, 2026 1.2 AERODROME MOVEMENT AREA MAINTENANCE Method of assessing runway surface conditions is specified in table S11-1-6 List of Tables and Figures Table S11-1-1. Percentage of coverage for contaminants Assessed per cent Reported per cent 10 – 25 25 26 – 50 50 51 – 75 75 76 – 100 100 Table S11-1-2. Depth assessment for contaminants Contaminant Valid values to be Significant change reported STANDING WATER 04, then assessed 3 mm up to and value including 15 mm SLUSH 03, then assessed 3 mm up to and value including 15 mm Note 1. — For STANDING WATER, 04 (4 mm) is the minimum depth value at and above which the depth is reported. (From 3 mm and below, the runway third is considered WET). Note 2. — For SLUSH, 03 (3 mm) is the minimum depth value at and above which the depth is reported Note 3. — Above 4 mm for STANDING WATER and 3 mm for SLUSH, an assessed value is reported, and a significant change relates to observed change from this assessed value. Table S11-1-3. Assigning a runway condition code (RWYCC) Runway condition description Runway condition code (RWYCC) DRY 6 WET (the runway surface is covered 5 by any visible dampness or water up to and including 3 mm deep) N/A 4 WET (“Slippery wet” runway) 3  Kenya Subsidiary Legislation, 2026 3243 STANDING WATER (more than 3 2 mm depth) SLUSH (more than 3 mm depth) N/A 1 N/A 0 Table S11-1-4. Correlation of runway condition code and pilot reports of runway braking action Runway Pilot report of condition runway braking Description code action (RWYCC) N/A 6 GOOD Braking deceleration is normal for the wheel braking 5 effort applied AND directional control is normal GOOD TO Braking deceleration OR directional control is 4 MEDIUM between good and medium MEDIUM Braking deceleration is noticeably reduced for the 3 wheel braking effort applied OR directional control is noticeably reduced. MEDIUM TO Braking deceleration OR directional control is 2 POOR between medium and poor POOR Braking deceleration is significantly reduced for the 1 wheel braking effort applied OR directional control is significantly reduced LESS THAN Braking deceleration is minimal to non-existent for 0 POOR the wheel braking effort applied OR directional control is uncertain  3244 Kenya Subsidiary Legislation, 2026 Table S11-1-5A. Runway Condition Assessment Matrix (RCAM) RUNWAY CONDITION ASSESSMENT MATRIX (RCAM) – WATER CONTAMINANTS Assessment Criteria Downgrade assessment criteria Runway Aeroplane deceleration or Pilot report of condition Runway surface directional control runway code description observation braking action 6  DRY --- --- WET (The runway Braking deceleration is GOOD 5 surface is covered by any normal for the wheel visible dampness or water braking effort applied up to and including 3 mm AND directional control is depth) normal. 4 N/A Braking deceleration OR GOOD TO directional control is MEDIUM between Good and Medium. 3 N/A Braking deceleration is MEDIUM noticeably reduced for the wheel braking effort applied OR directional control is noticeably reduced. 2 More than 3 mm depth Braking deceleration OR MEDIUM TO of water: directional control is POOR STANDING WATER between Medium and Poor. N/A Braking deceleration is significantly reduced for 1 the wheel braking effort POOR applied OR directional control is significantly reduced. N/A Braking deceleration is minimal to non-existent for LESS THAN 0 the wheel braking effort POOR applied OR directional control is uncertain.  Kenya Subsidiary Legislation, 2026 3245 Figure S11-1- 1. Reporting of Runway Condition Code from ATS to flight crew for runway thirds  3246 Kenya Subsidiary Legislation, 2026 Figure S11-1- 2. Reporting of Runway Condition code for runway thirds from ATS to flight crew on a runway with displaced threshold Table S11-1-6. Methods of Assessing Runway Surface Condition CIVIL AVIATION (AERODROME REMARK DESIGN AND OPERATION) REGULATIONS Slope Regulation on Longitudinal slopes AND Regulation on Transverse slopes Texture The average surface texture depth of a new surface should be not less than DESIGN 1.0 mm. CONSTRUCTION Minimum A paved runway shall be so The State set criteria for friction level constructed or resurfaced as to surface friction characteristics set by the provide surface friction and output from State set or State characteristics at or above the agreed assessment methods minimum friction level set by the form the reference from State. which trend monitoring are performed and evaluated.  Kenya Subsidiary Legislation, 2026 3247 Polishing A paved runway shall be so Polished Stone Value. (PSV- constructed or resurfaced as to value) is a measure of provide surface friction skidding resistance on a small characteristics at or above the sample of stone surface, minimum friction level set by the having being subjected to a State. standard period of polishing. ASSESSMENT Rubber Geometry Polishing METHODS FOR build- change MONITIORING TREND OF CHANGE up TO SURFACE Visual − Visual assessment will only give a very X FRICTION macro crude assessment of the macro texture. CHARACTERISTICS texture Extensive rubber build-up can be identified. Visual − X micro Visual assessment will give a very crude texture assessment of the micro texture and to what degree the micro texture has been filled and covered by rubber. Visual – Visual assessment during a rainstorm and X runway subsequent drying process of the runway geometry will reveal how the runway drains and if (ponding) there have been any changes to runway geometry causing ponding. Depth of any pond can be measured by a ruler or any other appropriate depth measurement method/tool. By touch − Assessment by touch can differentiate X macro between degree of loss of texture but not texture quantifying it. By touch − Assessment by touch can identify if micro X micro texture texture has been filled in/covered by rubber build-up. Grease smear Measure a volume – Mean Texture Depth X method (MTD) primarily by using the grease smear (MTD) method, is the measurement method used for research purposes related to aeroplane performance. Sand (glass) Measure a volume – Mean Texture Depth X patch (MTD). The sand (glass) patch method is method not identical to the grease smear method. (MTD) There is at present no internationally accepted relationship between the two methods. Laser – Measure a profile – Mean Profile Depth X stationary (MPD). There is no established (MPD) relationship between MTD and MPD. The relationship must be established for the 3248 Kenya Subsidiary Legislation, 2026 Laser – laser devices used and the preferred moving volumetric measurement method used. (MPD) Rubber Geometry Polishing build- change up Friction A friction measurement is a system output, X X measurem which includes all the surface friction ent – characteristics and characteristics of the controlled measuring device itself. All other variables applied than those related to the surface friction water characteristics must be controlled in order depth to relate the measured values to the surface friction characteristics. The system output is a dimensionless number, which is related to the surface friction characteristics and as such is also a measure of macro texture. (The system generated number needs to be paired with other information (assessment methods) to identify which surface friction characteristics significantly influence the system output.) It is recognized that there is currently no consensus within the aviation industry on how to control the uncertainty related to repeatability, reproducibility and time stability. It is paramount to keep this uncertainty as low as possible; consequently, ICAO has tightened the Standards associated with use of friction measurement devices, including training of personnel who operate the friction measuring devices. Friction Friction measurements performed under X X X measurem natural wet conditions during a rainstorm ent – might reveal if portions of a runway are natural susceptible to ponding and/or to fall below wet State set criteria. conditions Modelling Emerging technologies based on the use of X of water a model of the runway surface describing flow and its geometrical surface (mapped) and prediction paired with sensor information of water of water depth allow real-time information and thus depth a complete runway surface monitoring, and anticipation of water depths.  Kenya Subsidiary Legislation, 2026 3249 FIFTH SCHEDULE (rr. 46(2); 60(4); 68(2); 276(1)(d), (4) and (7); 277(3); 278(7)) RUNWAY SURFACE FRICTION CHARACTERISTICS OF AN AERODROME 9.1 Aerodrome Operator Obligation for Restoration of Runway Skid Resistance The aerodrome operator has the responsibility of ensuring that the conditions of the movement areas are maintained in a serviceable condition in the following areas. 1) Runway surface conditions as detailed in theFourth Schedule. 2) Runway friction characteristics; and 3) Rubber removal 9.1.1 Determination of surface friction characteristics for construction and maintenance purposes Aerodrome maintenance requires the functional measurement of friction- related aspects related to runway construction and maintenance. The surface friction characteristics of a paved runway shall be— a) assessed to verify the surface friction characteristics of new or resurfaced paved runways b) assessed periodically in order to determine the slipperiness of paved runways of these regulations The condition of a runway pavement is generally assessed under dry conditions using a self-wetting continuous friction measuring device. Evaluation tests of runway surface friction characteristics are made on clean surfaces of the runway when first constructed or after resurfacing. Friction tests of existing surface conditions shall be taken periodically in order to avoid falling below the minimum friction level specified by the Authority. The following actions shall be taken; 1) When the friction of any portion of a runway is found to be below this value, the aerodrome operator will be required to ensure that such information is promulgated in a NOTAM specifying which portion of the runway is below the minimum friction level and its location on the runway. 2) A corrective maintenance action must be initiated without delay. Friction measurements are taken at time intervals that will ensure the identification of runways in need of maintenance or of special surface treatment before the condition becomes serious. 3) Friction measurements of existing, new or resurfaced runways are made with a continuous friction measuring device provided with a smooth tread tire. The device shall use self-wetting features to allow measurements of the surface friction characteristics to be made at a water depth of at least 1 mm. 4) When conducting friction tests using a self-wetting continuous friction measuring device, it is important to note that a wet runway produces a drop in friction with an increase in speed. However, as the speed increases, the rate at which the friction is reduced becomes less. Among the factors affecting the friction coefficient between the tire and the runway surface, texture is  3250 Kenya Subsidiary Legislation, 2026 particularly important. If the runway has a good macro-texture allowing the water to escape beneath the tire, then the friction value will be less affected by speed. Conversely, a low macro-texture surface will produce a larger drop in friction with increase in speed. The target friction levels using self-wetting measurement device are Design Objective for new surface (DONS) to give the criteria for surface friction characteristics of new or resurfaced runway surfaces referred to as. a) The Maintenance Planning Level (MPL) is the level below which appropriate corrective maintenance action shall be initiated to improve the friction. b) Minimum Friction Level (MFL) is the surface friction below which Corrective maintenance action must be taken. The Aerodrome Operator is required to comply as specified by the Authority in Table S9-1 on the Design objective level for new surfaces, maintenance planning level, and minimum friction levels for runway surfaces in use. Table S9-1: List of Continuous Friction Measurement Equipment (CFME) and their recommended target friction levels. Test Test Tyre Test Test Design Maintenance Minimum Equipment speed water objective for planning friction Type Pressure km/hr depth new surface level (MPL) level (kPa) (mm) (DONS) (MFL) Mu-meter A 70 65 1.00 0.72 0.52 0.42 trailer A 70 95 1.00 0.66 0.38 0.26 Skiddometer B 210 65 1.00 0.82 0.60 0.50 Trailer B 210 95 1.00 0.74 0.47 0.34 Surface B 210 65 1.00 0.82 0.60 0.50 Friction Tester B 210 95 1.00 0.74 0.47 0.34 Vehicle Runway B 210 65 1.00 0.82 0.60 0.50 Friction Tester B 210 95 1.00 0.74 0.54 0.41 Vehicle TATRA B 210 65 1.00 0.76 0.57 0.48 Friction Tester B 210 95 1.00 0.67 0.52 0.42 Vehicle Grip tester C 140 65 1.00 0.74 0.53 0.43 Trailer C 140 95 1.00 0.64 0.36 0.24 The Aerodrome Operator should devise engineering means for restoration of micro texture and macro texture of the pavement surface when friction levels fall below the recommended values which trigger maintenance consideration.  Kenya Subsidiary Legislation, 2026 3251 Additionally, the aerodrome operator is required to provide the required equipment for runway friction measurement and demonstrate compliance with the requirements. The procedures and frequency for friction measurement characteristics shall be documented in the aerodrome manual. 9.1.2 Removal of Rubber deposits on pavements Rubber deposited in the touchdown zone by tires of landing aeroplanes obliterates runway markings and, when wet, creates an extremely slick area on the runway surface. In assessing the effectiveness of any system for rubber removal, the objective must be clearly understood, i.e., to restore a good coefficient of friction in wet conditions to provide safe operational conditions for all aeroplanes. Additionally, the frequency of rubber removal must be determined in accordance with the number of aircraft movement. The removal of rubber may be carried out by means of: a) chemical solvents; b) high-pressure water blasting; c) chemical solvents and high-pressure water blasting; and d) hot compressed air. A change in surface colour, for example, from black to grey on Portland cement concrete can be very misleading, because even a small amount of residual rubber in the pores of the pavement can produce low friction values, while giving an overall clean appearance. It is therefore essential to quantify the friction coefficient by means of a reliable friction-measuring device. The frequency of rubber removal is mainly determined by the number of daily turbo-jet Aeroplane landings for runway ends. Other factors that should be considered by the airport operator when determining rubber removal are; - a) type and age of pavement; b) annual climate conditions; c) time of year; d) number of wide-body aeroplanes that operate on the runways; and e) length of runways. The aerodrome operator shall thereof determine the frequency of rubber removal based of the number of daily turbo-jet aeroplane landings for both runway ends, and the procedures and frequency be documented in the aerodrome manual. 9.2 Frequency of Runway Surface Friction Testing and rubber removal The frequency of runway surface friction surveys and subsequent rubber removal is based on the level of turbo-jet aeroplane operations for each runway end. The determination of the frequency and timing of friction measurements by employing a self – wetting CFME device. Additionally, airports that exceed 31 daily turbo-jet aeroplane landings are more critical with respect to friction deterioration caused by rubber accumulation due to increased aeroplane activity. The frequency has been designated in regard to operating condition of turbo-jet aircraft at a respective airport as indicated in Table S9- 2 below.  3252 Kenya Subsidiary Legislation, 2026 Table S9-2: Recommended Friction Survey and Rubber Removal Frequency Daily turbo-jet Annual aircraft weight Minimum Friction Minimum rubber aircraft arrivals for for runway end Survey Frequency removal frequency runway end (million kg) [M] [N] [H] [K] Less than 15 Less than 447 Once per year Once every 2 years 16 to 30 448 to 838 Once every 6 months Once every year 31 to 90 839 to 2404 Once every 3 months Once every 6 months 91 to 150 2405 to 3969 Once every month Once every 4 months 151 to 210 3970 to 5535 Once every 2 months Once every 3 months Greater than 210 Greater than 5535 Once every week Once every 2 months Notes: 1. Airports that exceed 31 daily turbo-jet aeroplane landings are more critical with respect to friction deterioration caused by rubber accumulation due to increased aeroplane activity. 2. In addition to daily turbo-jet aeroplane landings for runway ends, other factors should be considered by the airport operator when determining rubber removal, such as the type and age of pavement, annual climate conditions, time of year, number of wide- body aeroplanes that operate on the runways, and length of runways. 3. Reference columns [H] and [K]: After calculating [H] and [K], the airport operator should select the column which has the higher value and then select the appropriate values in columns [M] and [N]. The Aerodrome Operator is required to observe the testing frequency depicted above as a mandatory requirement for safe operation of aircraft: The aerodrome operator shall ensure that the maintenance personnel involved in the measurement of runway surface friction characteristics have the required competencies and skills to facilitate implementation of these procedures. 9.3 Maintenance of drainage characteristics of pavement Macrotexture and micro texture do not change within a short time span, but accumulation of rubber can fill up the texture and as such reduce the drainage capacity, which can result in impaired safety. Furthermore, the runway structure may change over time and give unevenness which results in ponding after rainfall. The aerodrome operator shall ensure the pavement surfaces and drainage characteristics are maintained to comply with the required conditions as per the guidance specified by the Authority in the advisory circulars and any other publication of the Authority.  Kenya Subsidiary Legislation, 2026 3253 SIXTH SCHEDULE (Regulation 101(4)) OBSTACLES RESTRICTION AND REMOVAL - OBSTACLE FREE SURFACES (OFS) AND OBSTACLE EVALUATION SURFACES (OES) 13.1 Introduction 13.1.1 This Schedule describes the management of obstacles within the aerodrome boundary and in its vicinity. The following specifications allow States to define the airspace around aerodromes to be maintained free from obstacles and the airspace where flexibility can be applied in managing the obstacle environment. This permits the existing and intended aeroplane operations at the aerodromes to be conducted safely and prevents the aerodromes from becoming restricted and eventually unusable by the growth of obstacles. 13.1.2 This is achieved by establishing obstacle limitation surfaces (OLS) consisting of obstacle free surfaces (OFS) and obstacle evaluation surfaces (OES). 13.1.3 The lateral and vertical extent of the OLS are being used in defining the requirements for the collection of terrain and obstacle data sets. Provisions on terrain and obstacle data sets are contained in the Civil Aviation (Aeronautical Information Services) 13.1.4 The establishment of, and requirements for, an obstacle protection surface for visual approach slope indicator systems are specified in Part VII of these Regulations. 13.1.5 These Regulations establish a process to prevent the growth of obstacles, both fixed and mobile, that may affect the safety or regularity of flight operations at an aerodrome. 13.2 Obstacle free surfaces (OFS) The purpose of the obstacle free surfaces is to establish a minimum volume of airspace that preserves the accessibility of the aerodrome and the safety of operations by protecting aeroplanes during approaches, take-offs and go-arounds. 13.2.1 Approach surface The purpose of the approach surface is to establish the airspace to be maintained free from obstacles to protect an aeroplane in the visual phase of the approach-to-land manoeuvres following a standard 3.0° approach as shown in Figure S13-1 13.2.1.1 Description. An inclined surface preceding the threshold. 13.2.1.2 Characteristics. The limits of the approach surface shall comprise: (a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located at a specified distance before the threshold; 3254 Kenya Subsidiary Legislation, 2026 (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from (c) the extended centre line of the runway; and (d) an outer edge parallel to the inner edge. 13.2.1.3 The surface mentioned in 13.2.1.2 shall be varied when lateral offset, angular offset or curved approaches are utilized; two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the lateral offset, angular offset, or curved ground track. 13.2.1.4 The elevation of the inner edge shall be equal to the elevation of the midpoint of the threshold. 13.2.1.5 The slope of the approach surface shall be measured: (a) when straight-in approaches are utilized — in the vertical plane containing the centre line of the runway and its extension; and (b) when lateral offset, angular offset or curved approaches are utilized — along any straight part of the approach, in the vertical plane containing the centre line of the lateral offset, angular offset or curved ground track or, along any curved part of the approach, in the vertical plane tangent with the curved ground track. 13.2.1.6 Except where the approach surface is raised to comply with approach angles greater than 3.0°, the slope of the approach surface shall not be greater than, and their other dimensions not less than, those specified in Table S13-1 for non- instrument runways and Table S13-2 for instrument runways. 13.2.1.7 Recommendation. — The slope of the approach surface should not be increased to facilitate the growth of obstacles. Note. — The slope of the approach surface is intended to adapt to approach operations that have a slope higher than 3.0°. Specifications concerning the modification of the approach surface are contained in the guidance materials developed by the Authority. 13.2.1.8 Where the approach angle is lower than 3.0°, the slope of the approach surface shall be decreased. 13.2.1.9 Where the slope of the obstacle protection surface of a visual approach slope indicator system is lower than that indicated in Table S13-1 and Table S13-2, the slope of the approach surface shall be decreased to match that of the obstacle protection surface. 13.2.1.10 Where the slope of the approach surface is reduced, corresponding adjustment in the length of the approach surface shall be made to provide protection to a height  Kenya Subsidiary Legislation, 2026 3255 equal to that reached with the slopes and lengths in Table S13-1 and Table S13-2. 13.2.1.11 On instrument approach runways, where the obstacle clearance height is higher than 150 m (500 ft) above the threshold, the length of the approach surface shall not be less than: (a) the value indicated in Table S13-2; or (b) that necessary to reach the obstacle clearance height; whichever is greater. Table S13- 1. Dimensions and slopes of approach surface — Non-instrument runways Aeroplane I IIA-IIB IIC III IV V design group Distance from 30 m 60 m 60 m 60 m 60 m 60 m threshold Length of 60 m a b 80 m c d 100 md 125 m 135 m 150 m inner edge Divergence 10 % 10 % 10 % 10 % 10 % 10 % Length 1 600 me 2 500 me 2 500 me 2 500 me 2 500 me 2 500 me Slope 5 %f 4 %f 3.33 %f 3.33 %f 3.33 %f 3.33 %f a Where runway width is above 23 m and up to 30 m, the inner width is increased to 80 m. b Where runway width is above 30 m, the inner width is increased to 100 m. c Where runway width is above 30 m and up to 45 m, the inner width is increased to 100 m. d Where runway width is above 45 m, the inner width is increased to 110 m. e See 13.2.1.10. f See 13.2.1.8 and 13.2.1.9. Table S13- 2. Dimensions and slopes of approach surface — Instrument runways Aeroplane I IIA-IIB IIC III IV V design group Distance from 60 m 60 m 60 m 60 m 60 m 60 m threshold Length of 110 a m 125 m b 155 mc 175 m 185 m 200 m inner edge Divergence 10 % 10 % 10 % 10 % 10 % 10 % Length 4 500 md 4 500 md 4 500 md 4 500 md 4 500 md 4 500 md Slope 3.33 %e 3.33 %e 3.33 %e 3.33 %e 3.33 %e 3.33 %e a When the runway width is above 30 m, the inner width is increased to 125 m. b When the runway width is above 30 m, the inner width is increased to 140 m. c When the runway width is 30 m or less, the inner width is decreased to 140 m. d See 13.2.1.10 and 13.2.1.11. e See 13.2.1.8 and 13.2.1.9. 3256 Kenya Subsidiary Legislation, 2026 13.2.2 Transitional surfaces The purpose of the transitional surfaces is to establish the volume of airspace to be maintained free from fixed obstacles to protect an aeroplane in the overflight of the runway or go-around manoeuvre following a standard 3.0° approach, beyond the approach surface as shown in Figure S13-1 13.2.2.1 Transitional surfaces. A complex surface along and at a specified distance from the runway centre line and part of the side of the approach surface that slopes upwards and outwards to a specified height. 13.2.2.2 The limits of a transitional surface shall comprise: (a) a lower edge beginning on the side of the approach surface at the elevation of the upper edge and extending down the side of the approach surface to the inner edge of the approach surface and from there along a line extending parallel to and at a specified distance from the runway centre line and its extension to the end of the strip; and (b) an upper edge located at 60 m above the elevation of the highest threshold of the runway. 13.2.2.3 The elevation of a point on the lower edge shall be: (a) along the side of the approach surface — equal to the elevation of the approach surface at that point; and (b) along the runway centre line and its extension after the threshold — equal to the elevation of the nearest point on the centre line of the runway or its extension. Note: As a result of b) the transitional surfaces along the line parallel to the runway centre line will be curved if the runway profile is curved, or a plane if the runway profile is a straight line. The upper edge of the transitional surfaces will also be a curved or a straight line depending on the runway profile. 13.2.2.4 The slope of the transitional surfaces shall be measured in a vertical plane perpendicular to the vertical plane containing the runway centre line or its extension. 13.2.2.5 On non-instrument, non-precision approach and precision approach runways, the slope of the transitional surface shall not be greater than 20 per cent.  Kenya Subsidiary Legislation, 2026 3257 Figure S13- 1. Approach surface and transitional surfaces Note: The inner approach surface protects an aeroplane against fixed and mobile obstacles before the threshold, in the descent phase of the balked landing or late go-around manoeuvres following a standard 3.0° approach as shown in Figure S13-2 and Figure S13-3.  3258 Kenya Subsidiary Legislation, 2026 13.2.3 Inner approach surface Note: The inner approach surface protects an aeroplane against fixed and mobile obstacles before the threshold, in the descent phase of the balked landing or late go-around manoeuvres following a standard 3.0° approach as shown in Figure S13-2 and Figure S13-3. 13.2.3.2 Characteristics: The limits of the inner approach surface shall comprise: (a) an inner edge coincident with the location of the inner edge of the approach surface but of its own specified length; (b) two sides originating at the ends of the inner edge and extending parallel to the vertical plane containing the centre line of the runway; and (c) an outer edge parallel to the inner edge. 13.2.3.3 The surface mentioned in 13.2.3.2 shall be varied when lateral offset, angular offset or curved approaches are utilized; two sides originating at the ends of the inner edge and extending parallel to the extended centre line of the lateral offset, angular offset, or curved ground track. 13.2.3.4 The dimensions of the inner approach surface for non- instrument runway shall not be less than those specified in Table S13-3. 13.2.3.5 The dimensions of the inner approach surface for non- precision approach runway shall not be less than those specified in Table S13-4. 13.2.3.6 The dimensions of the inner approach surface for precision approach runway shall not be less than those specified in Table S13-5. 13.2.3.7 If the slope of the approach surface is reduced, the length of the inner approach surface shall be increased to provide protection to a height of 45 m (150 ft). Table S13- 3. Dimensions of inner approach surface — Non-instrument runways Aeroplane I IIA-IIB IIC III IV V design group Length of60 m 80 m 100 m 120 m 120 m 120 m a inner edge Length 900 mb 1 125 mb 1 350 mb 1 350 mb 1 350 mb 1 350 mb a The width is increased to 140 m on those aerodromes that accommodate a code letter F aeroplane that is not equipped with digital avionics that provide steering commands to maintain an established track during the go-around manoeuvre. b See 13.2.3.7.  Kenya Subsidiary Legislation, 2026 3259 Table S13- 4. Dimensions of inner approach surface — Non-precision approach runways Aeroplane I IIA-IIB IIC III IV V design group Length of80 m 80 m 120 m 120 m 120 m 120 m a inner edge Length 1 350 mb 1 350 mb 1 350 mb 1 350 mb 1 350 mb 1 350 mb a The width is increased to 140 m on those aerodromes that accommodate a code letter F aeroplane that is not equipped with digital avionics that provide steering commands to maintain an established track during the go-around manoeuvre. b See 13.2.3.7. Table S13- 5. Dimensions of inner approach surface — Precision approach runways Aeroplane I IIA-IIB IIC III IV V design group Length of90 m 90 m 120 m 120 m 120 m 120 m a inner edge Length 1 350 mb 1 350 mb 1 350 mb 1 350 mb 1 350 mb 1 350 mb a The width is increased to 140 m on those aerodromes that accommodate a code letter F aeroplane that is not equipped with digital avionics that provide steering commands to maintain an established track during the go-around manoeuvre. b See 13.2.3.7. 13.2.4 Inner transitional surfaces Note: The inner transitional surfaces aim at establishing the airspace to be maintained free from fixed and mobile obstacles to protect an aeroplane in the climb phase of the balked landing or late go-around manoeuvres following a standard 3.0° approach, beyond the inner approach surface as shown in Figure S13-2 and Figure S13-3. 13.2.4.1 Description: (a) Non-instrument and non-precision approach runways — A complex surface at a specified distance from the runway centre line consisting of two successive sections: a first section that rises vertically to a given height, followed by a second inclined section that slopes upwards and outwards to a specified height; and (b) Precision approach runways — A surface similar to the transitional surface but closer to the runway. 13.2.4.2 Characteristics: On non-instrument and non-precision approach runways: (a) the limits of the vertical section of the inner transitional surface shall comprise: i) a lower edge beginning on the side of the inner approach surface at a specified height above the 3260 Kenya Subsidiary Legislation, 2026 inner edge of that surface, extending down the side of the inner approach surface to its inner edge, from there along a line parallel to and at a specified distance from the runway centre line, and its extension, to a specified length after the threshold and from there, vertically to a specific height; and ii) an upper edge parallel to, and at a specified height above, the runway centre line; (b) the limits of the inclined section of the inner transitional surface shall comprise: i) a lower edge beginning at the end of the inner approach surface and extending down the side of the inner approach surface to the upper edge of the vertical section, from there along the upper edge of the vertical section; and ii) an upper edge parallel to and at 60 m above the elevation of the highest threshold of the runway. 13.2.4.3 Characteristics: On precision approach runways, the limits of the inner transitional surface shall comprise: (a) a lower edge beginning at the end of the inner approach surface and extending down the side of the inner approach surface to the inner edge of that surface, from there along a line parallel to and at a specified distance from the runway centre line and its extension to the inner edge of the balked landing surface and from there up the side of the balked landing surface to the upper edge; and (b) an upper edge located at 60 m above the elevation of the highest threshold of the runway. 13.2.4.4 On non-instrument and non-precision approach runways, the elevation of a point shall be: (a) on the lower edge of the vertical section: i) along the side of the inner approach surface — equal to the elevation of the inner approach surface at that point; and ii) after the inner edge of the inner approach surface — equal to the elevation of the nearest point on the centre line of the runway or its extension; (b) on the upper edge of the vertical section — equal to a specific height above the nearest point on the centre line of the runway or its extension; (c) on the lower edge of the inclined section: i) along the side of the inner approach surface — equal to the elevation of the inner approach surface at that point; and  Kenya Subsidiary Legislation, 2026 3261 ii) along the upper edge of the lower section — equal to the elevation of the upper edge of the lower section at that point. Note: As a result of a), b) and c) the two sections of the inner transitional surfaces along the centre line of the runway will be curved if the runway profile is curved, or a plane if the runway profile is a straight line. The upper edges of both sections of the inner transitional surfaces will also be curved or straight lines depending on the runway profile. 13.2.4.5 On precision approach runways, the elevation of a point on the lower edge shall be: (a) along the side of the inner approach surface and balked landing surface — equal to the elevation of the particular surface at that point; and (b) along the runway centre line and its extension — equal to the elevation of the nearest point on the centre line of the runway or its extension; Note: As a result of b) the inner transitional surfaces along the centre line of the runway will be curved if the runway profile is curved, or a plane if the runway profile is a straight line. The upper edge of the inner transitional surfaces will also be a curved or a straight line depending on the runway profile. 13.2.4.6 The slope of the inner transitional surfaces shall be measured: (a) between the inner edges of the inner approach surface and balked landing surface: in a vertical plane perpendicular to the vertical plane containing the runway centre line and its extension; (b) before the inner edge of the inner approach surface: i) where straight-in approaches are utilized: in a vertical plane perpendicular to the vertical plane containing the runway centre line and its extension; and ii) where lateral offset, angular offset or curved approaches are utilized: along any straight part of the approach, in a vertical plane perpendicular to the vertical plane containing the straight part of the approach or, along any curved part of the approach, in the vertical plane tangent with the curved ground track. 13.2.4.7 The slope of the inner transitional surfaces for non- instrument runway shall not be greater than, and the height of the vertical section not lower than, that specified in Table S13-6.  3262 Kenya Subsidiary Legislation, 2026 13.2.4.8 The slope of the inner transitional surfaces for non-precision approach runway shall not be greater than, and the height of the vertical section not lower than, that specified in Table S13-7. 13.2.4.9 The slope of the inner transitional surfaces for precision runway shall not be greater than that specified in Table S13- 8. Table S13- 6. Dimensions of inner transitional surface — Non-instrument runways Aeroplane I IIA-IIB IIC III IV V design group Height of the 6 m 6m 1.7 m 5m 5m 5m vertical section Slope of the 40 % 40 % 33.3% 33.3% 33.3% 33.3% inclined section Length a a 1 800 mb 1 800 mb 1 800 mb 1 800 mb a To the end of the strip. b Or to the end of the runway, whichever is less. Table S13- 7. Dimensions of inner transitional surface — Non-precision approach runways Aeroplane I IIA-IIB IIC III IV V design group Height of the 6 m 6m 5m 5m 5m 5m vertical section Slope of the 40 % 40 % 33.3% 33.3% 33.3% 33.3% inclined section Length a a 1 800 mb 1 800 mb 1 800 mb 1 800 mb a To the end of the strip. b Or to the end of the runway, whichever is less. Table S13- 8. Dimensions of inner transitional surface — Precision approach runways Aeroplane I IIA-IIB IIC III IV V design group Slope of the 40 % 40 % 33.3% 33.3% 33.3% 33.3% inclined section Length a a a a a a a See 13.2.4.3  Kenya Subsidiary Legislation, 2026 3263 13.2.5 Balked landing surface Note: The balked landing surface is intended to be implemented on precision approach runways, where the balked landing might be initiated at low height above the threshold and the climb phase of the manoeuvre is not necessarily covered by the inner transitional surfaces. The balked landing surface aims at establishing the airspace to be maintained free from fixed and mobile obstacles to protect an aeroplane in the climb phase of the balked landing or late go-around manoeuvres following a standard 3.0° approach, beyond the inner transitional surfaces as shown in Figure S13-3. 13.2.5.1 Description: An inclined surface located at a specified distance after the threshold, extending between the inner transitional surfaces. 13.2.5.2 Characteristics: The limits of the balked landing surface shall comprise: (a) an inner edge horizontal and perpendicular to the centre line of the runway and located at a specified distance after the threshold; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the vertical plane containing the centre line of the runway; and (c) an outer edge parallel to the inner edge and located at 60 m above the elevation of the highest threshold of the runway. 13.2.5.3 The elevation of the inner edge shall be equal to the elevation of the nearest point on the runway centre line. 13.2.5.4 The slope of the balked landing surface shall be measured in the vertical plane containing the centre line of the runway and its extension; 13.2.5.5 The slope of the balked landing surface shall not be greater than, and its other dimensions not less than, those specified in Table S13-9. Table S13- 9. Dimensions and slopes of approach surface — Instrument runways Aeroplane I IIA-IIB IIC III IV V design group Distance from a a 1 800 mb 1 800 mb 1 800 mb 1 800 mb threshold Length of 90 m 90 m 120 m 120 m 120 m 120 m c inner edge Divergence 10 % 10 % 10 % 10 % 10 % 10 % (each side) Slope 5% 4% 3.33 % 3.33 % 3.33 % 3.33 % a. End of the strip. b. Or end of runway whichever is less.  3264 Kenya Subsidiary Legislation, 2026 c. The width is increased to 140 m on those aerodromes that accommodate a code letter F aeroplane that is not al avionics that provide steering commands to maintain an established track during the goaround manoeuvre. Figure S13- 2. Inner approach and inner transitional surfaces on a non-precision approach runway  Kenya Subsidiary Legislation, 2026 3265 Figure S13- 3. Obstacle free zone on a precision approach runway 13.2.6 Take-off climb surface. Note 1: The purpose of the take-off climb surface is to establish the volume of airspace where obstacles may have an impact on aircraft operating limitations during take-off under 3266 Kenya Subsidiary Legislation, 2026 non-critical operating conditions. The design of the take-off climb surface is consistent with the take-off obstacle clearance limitations provided in the Aeroplane Performance Manual. Note 2: Obstacles that have no impact on aircraft operating limitations during take-off under non-critical operating conditions could have an impact in case of engine failure or abnormal (e.g. extreme weather conditions) and emergency situations (e.g. system failure). 13.2.6.1 Description: Take-off climb surface. An inclined surface beyond the end of the take-off distance available. 13.2.6.2 Characteristics: The limits of the take-off climb surface shall comprise: (a) an inner edge horizontal and perpendicular to the centre line of the runway and located at a specified distance at the end of the take-off distance available; (b) two sides originating at the ends of the inner edge, diverging uniformly at a specified rate from the take-off ground track to a specified final width and continuing thereafter at that width for the remainder of the length of the take-off climb surface; and (c) an outer edge horizontal and perpendicular to the specified take-off track. 13.2.6.3 The above surface shall vary when take-off flight paths involving turns are utilized; two sides originating at the end of the inner edge and diverging uniformly at a specified rate from the extended centre line of the take-off ground track to a specified final width and extending thereafter parallel to the take-off ground track for the remainder of the length of the take-off climb surface. 13.2.6.4 The elevation of the inner edge shall be equal to the highest point on the extended runway centre line between the end of the take-off run available and the inner edge of the take-off climb surface. 13.2.6.5 The slope of the take-off climb surface shall be measured: (a) in the vertical plane containing the centre line of the runway and its extension where straight take-off flight path are utilized; (b) along any straight part of the take-off flight path, in the vertical plane containing the centre line of the take-off flight path or, along any curved part of the take-off flight path, in the vertical plane tangent with the take-off flight path where take-off flight paths involving turns are utilized. 13.2.6.6 On runways intended for operations of aeroplanes with a maximum certificated take-off mass up to 5 700 kg, the slope of the take-off climb surface should not be greater than, and  Kenya Subsidiary Legislation, 2026 3267 its other dimensions not less than, those specified in Table S13-10, except that: (a) a lesser length should be adopted for the take-off climb surface where such lesser length would be consistent with procedural measures adopted to govern the outward flight of aeroplanes; and (b) a higher slope should be adopted for the take-off climb surface where such slope would be consistent with the operational characteristics of the critical aeroplane operating out of the runway and the local conditions. 13.2.6.7 On runways intended for operations of aeroplanes with a maximum certificated take-off mass greater than 5 700 kg, the slope of the take-off climb surface should not be greater than, and its other dimensions not less than, those specified in Table S13-11, except that: (a) a lesser length should be adopted for the take-off climb surface where such lesser length would be consistent with procedural measures adopted to govern the outward flight of aeroplanes; and (b) a higher slope should be adopted for the take-off climb surface where such slope would be consistent with the operational characteristics of the critical aeroplane operating out of the runway and the local conditions. 13.2.6.8 The slope of the take-off climb surface should not be increased to facilitate the growth of obstacles. Note: The slope of the take-off climb surface is intended to adapt to the operations of aeroplanes whose climb performances on take-off climb are such that a slope of 2 per cent is not necessary. However, this slope is not intended to be increased to enable the growth of obstacles. Specifications concerning the increase of the slope of the take-off climb surface are contained in guidance materials developed by the Authority. 13.2.6.9 The operational characteristics of aeroplanes for which the runway is intended should be examined to see if it is desirable to reduce the slope specified in Table S13-10 and Table S13-11 to 1.6 per cent when critical operating conditions are to be catered to. If the specified slope is reduced, corresponding adjustment in the length of the take- off climb surface should be made to provide protection to a height equal to that reached with the slopes and lengths in Table S13-10, and S13-11.  3268 Kenya Subsidiary Legislation, 2026 Table S13- 10. Dimensions of take-off climb surface – runways with operations of aeroplanes with a mass up to 5 700 kg. Aeroplane I IIA-IIB IIC a IIIa IV a Va design group Distance from 30 m 60 m - - - - TODA b Length of60 m 80 m - - - - inner edge Divergence 10 % 10 % - - - - (each side) Final Width 380 m 580 m Length 1 600 m 2 500 m Slope 5% 4% - - - - a. Aeroplanes with a mass up to but not including 5 700 kg generally belong to aeroplane design groups I, IIA and IIB. b. The take-off climb surface starts at the end of the clearway if the clearway length exceeds the specified distance. Table S13- 11. Dimensions of take-off climb surface – runways with operations of aeroplanes with a mass above 5 700 kg. Aeroplane I IIA-IIB IIC III IV V design group Distance from - - - - - - TODA b Length of144 m 156 m 156 m 172 m 180 m 180 m inner edge Divergence 12.5 % 12.5 % 12.5 % 12.5 % 12.5 % 12.5 % (each side) Final Width 1800 m a 1800 m a 1800 m a 1800 m a 1800 m a 1800 m a Length 10 000 m 10 000 m 10 000 m 10 000 m 10 000 m 10 000 m Slope 5% 4% 2% 2% 2% 2% a Where given operational conditions and performances are met, the final width can be decreased. Specifications concerning this reduction are contained in the guidance materials developed by the Authority.  Kenya Subsidiary Legislation, 2026 3269 Figure S13- 4. Take-off climb surface. 13.3 Obstacle evaluation surfaces (OES) The purpose of the obstacle evaluation surfaces is to establish the volume of airspace necessary to determine the acceptability of obstacles by evaluating their impact  3270 Kenya Subsidiary Legislation, 2026 on existing and/or intended aeroplane operations at an aerodrome. The impact is evaluated on safety, regularity and demand of the operations identified by States. The OES detailed in the following specifications address most common flight operations and operating minima. Depending on the flight operations and procedures available at an aerodrome, the OES may have specifications as specified in the following provisions or may be varied to fit the operations at the aerodrome (e.g. in case of increased minima or where circling does not occur on one side of the runway). There will be instances where additional obstacle evaluation surfaces, beyond what are specified in this section, may be required as the OES or its variations do not satisfactorily cover the local aeroplane operations specific to the aerodrome. Detailed specifications on the variation of the OES and their design are contained in guidance developed by the Authority. 13.3.1 General 13.3.1.1 States shall ensure that the obstacle evaluation surfaces specified in section 13.5.2 or parts thereof of this Schedule have been established to protect the existing and/or intended aeroplane operations at an aerodrome. 13.3.1.2 The characteristics and dimensions of the obstacle evaluation surfaces should be in accordance with the provisions contained in 13.3.2 to 13.3.5 of this Schedule. 13.3.1.3 Where the obstacle evaluation surfaces specified in 13.3.2 to 13.3.5 of this Schedule do not adequately protect flight operations at an aerodrome, specific obstacle evaluation surfaces should be established to safeguard these operations. Note: The OES specified in paragraphs 13.3.2 to 13.3.5 of this Schedule have standard dimensions based on typical flight operations (e.g. circling/precision/instrument approaches). When the flight operations differ (e.g. variance in alignment, approach slope, approach minima) these standard dimensions may not protect those operations, hence, specific obstacle evaluation surfaces may need to be established. 13.3.1.4 Where it is necessary to preserve the accessibility of an aerodrome to existing and planned operations, the provisions applicable to OFS contained in 13.4.4 to 13.4.8 of this Schedule shall apply to the identified obstacle evaluation surface. 13.3.2 Horizontal surface The purpose of the horizontal surface is to protect the airspace for circling procedures. The horizontal surface also provides some protection for visual circuits and terminal instrument flight procedures, including PBN approaches, early turning missed approaches and early turning departures. The design of the horizontal surface is consistent with the dimensions of the visual manoeuvring area provided in the Civil Aviation (Construction of Visual and Flight Instrument Procedures) Regulations.  Kenya Subsidiary Legislation, 2026 3271 13.3.2.1 Description: A surface, or a combination of surfaces, located in a horizontal plane, or in a series of horizontal planes, above an aerodrome and its environs. 13.3.2.2 Characteristics: The outer limits of the horizontal surface shall be circular arcs centered on runway thresholds joined tangentially by straight lines. 13.3.2.3 The height of the horizontal surface shall be measured above the aerodrome elevation. 13.3.2.4 A horizontal surface shall have a radius of not less than, and a height of not greater than, those specified in Table S13-12. Table S13- 12. Dimensions of horizontal surface Aeroplane I IIA-IIB IIC III IV V design group Radius 3 350 m 5 350m 10 750m 10 750m 10 750m 10 750m Height 45 m 60 m 90 m 90 m 90 m 90 m Note: Where a runway is intended for the operations of aeroplanes of different aeroplane design groups, all the horizontal surfaces specified by the radii and heights associated with these groups are retained and the horizontal surface is composed of multiple surfaces located at different heights above the aerodrome elevation. 3272 Kenya Subsidiary Legislation, 2026 Figure S13- 5. Horizontal Surface 13.3.3 Surface for straight-in instrument approaches The purpose of the surface for straight-in instrument approaches is to establish the volume of airspace where obstacles may have an impact on straight-in instrument approaches, where the horizontal surface(s) or parts thereof are not established. As a single obstacle evaluation surface cannot address the variety of all possible instrument approach procedures, only most common straight-in instrument approaches other than precision approaches are considered. The surfaces for precision approaches are established in paragraph 13.3.4 of this Schedule.  Kenya Subsidiary Legislation, 2026 3273 13.3.3.1 Description: A combination of surfaces, located in a series of horizontal planes above an aerodrome and its environs. 13.3.3.2 Characteristics: The surface for straight-in instrument approaches should consist of: (a) a lower part corresponding to the horizontal surface applicable to ADG I; (b) an upper part corresponding to that part of the horizontal surface applicable to ADG II and III extending beyond the lateral limit of the lower section and delineated by the rectangle of following sides: i) two shorter sides perpendicular to and centered on the runway centre line and its extension; and ii) two longer sides extending parallel to the runway centre line and its extension from a given distance before and after the thresholds of the runway. The characteristics of the surface for straight-in instrument approaches specified in Paragraph 13.3.3.2 of this Schedule are applicable to all ADGs. 13.3.3.3 The heights of the lower section and upper section shall be measured above the aerodrome elevation. 13.3.3.4 The heights of the surface for straight-in instrument approaches should not be greater than, and its other dimensions not less than, those specified in Table S13-13. Table S13- 13. Dimensions of surface for straight-in instrument approaches Aeroplane design group I to V Height 45 m Lower section Length Horizontal OES as per ADG I Height 60 m Upper section Length of the shorter side 7 410 m Length of longer side from the 5 350m threshold or thresholds  3274 Kenya Subsidiary Legislation, 2026 Figure S13- 6. Surface for straight-in instrument approaches 13.3.4 Surface for precision approaches The purpose of the surface for precision approaches is to establish the volume of airspace where obstacles may have an impact on common straight-in precision approach procedures (using ILS or MLS, ground- based augmentation system (GBAS) or satellite-based augmentation system (SBAS) CAT I). The design of the surface is consistent with the dimensions of the basic ILS surfaces provided in in the Civil Aviation (Construction of Visual and Flight Instrument Procedures) Regulations. Adjustments to the surface may be necessary in case of offset procedures. 13.3.4.1 Description: A complex surface composed of: (a) an approach component consisting of an inclined surface preceding the threshold;  Kenya Subsidiary Legislation, 2026 3275 (b) a missed approach component consisting of an inclined surface located at a specific distance after the threshold; (c) transitional components consisting of complex surfaces at a specified distance from the runway centre line and along the approach component and missed approach component, that slopes upwards and outwards; and (d) a lower component specified by a rectangular surface within the inner edges of the above components. Note: The transitional components consist of a pair of surfaces, located on either side of the runway centre line. Each surface of this pair is called a transitional component. 13.3.4.2 Characteristics: The limits of the approach component of the surface for precision approaches should comprise: (a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located at a specified distance before the threshold; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the runway to a specified distance and diverging uniformly thereafter at another specified rate for the remainder of the length of the approach component; and (c) an outer edge parallel to the inner edge. 13.3.4.3 The elevation of the inner edge of the approach component shall be equal to the elevation of the midpoint of the threshold. 13.3.4.4 The slope of the approach component shall be measured in the vertical plane containing the centre line of the runway and its extension. 13.3.4.5 The limits of the missed approach component of surface for precision approaches shall comprise: (a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located at a specified distance after the threshold; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the runway to a specified distance and diverging uniformly thereafter at another specified rate for the remainder of the length of the missed approach component; and (c) an outer edge parallel to the inner edge. 13.3.4.6 The elevation of the inner edge of the missed approach component shall be equal to the elevation of the midpoint of the threshold. 3276 Kenya Subsidiary Legislation, 2026 Note: In some cases, the inner edge of the missed approach component may be below the elevation of the midpoint of the threshold, for example where runways slope upward. 13.3.4.7 The slope of the missed approach component should be measured in the vertical plane containing the centre line of the runway and its extension. 13.3.4.8 Characteristics: The limits of the transitional component of the surface for precision approaches should comprise: (a) a lower edge beginning on the side of the approach component at the elevation of the upper edge and extending down the side of the approach component to the inner edge of the approach component, from there along a line extending horizontally to the inner edge of the missed approach component, and from there extending up the side of the missed approach component to the upper edge; and (b) an upper edge located at 300 m above the threshold elevation. 13.3.4.9 The elevation of a point on the lower edge of the transitional component shall be: (a) along the side of the approach component and missed approach component — equal to the elevation of the particular surface at that point; and (b) between the inner edges of the approach component and missed approach component — equal to the elevation of the midpoint of the threshold. Note: In some cases, the lower edge of the transitional component may be below the elevation of the midpoint of the threshold, for example where runways slope upward. 13.3.4.10 The slope of the transitional component shall be measured in the vertical plane perpendicular to the centre line of the runway and its extension. 13.3.4.11 Characteristics: The limits of the lower component of the surface for precision approaches should comprise: (a) two shorter sides corresponding with the inner edge of the approach component and missed approach component; and (b) two longer sides corresponding with the inner edges of the transitional components. 13.3.4.12 The elevation of a point on the lower component shall be equal to the elevation of the midpoint of the threshold. 13.3.4.13 The slopes of the different components of the surface for precision approach runways shall not be greater than, and  Kenya Subsidiary Legislation, 2026 3277 their other dimensions not less than, those specified in Table S13-14. Table S13- 14. Dimensions of surface for straight-in instrument approaches Aeroplane design group I to V Distance from threshold 60 m Approach component Length of inner edge 300 m Length 3 000 m 1st section Divergence (each side) 15 % Slope 2% Length 9 600 m 2nd section Divergence (each side) 15 % Slope 2.5 % Distance from threshold 900 m Missed approach component Length of inner edge 300 m Length 1 800 m 1st section |Divergence (each side) 17.48 % Slope 2.5 % Length 10 200 m 2nd section Divergence (each side) 25 % Slope 2.5 % Transitional component Slope 14.3 %  3278 Kenya Subsidiary Legislation, 2026 Figure S13- 7. Surface for precision approaches 13.3.5 Instrument departure surface The purpose of the instrument departure surface is to establish the volume of airspace where obstacles may have an impact on aircraft following an omnidirectional instrument departure procedure. The design of the instrument departure surface is consistent with the dimensions provided in the Civil Aviation (Construction of Visual and Flight Instrument Procedures) Regulations. 13.3.5.1 Description: Instrument departure surface. An inclined surface, along the runway centre line and its extension after the end of the take-off distance available. 13.3.5.2 Characteristics: The limits of the instrument departure surface should comprise:  Kenya Subsidiary Legislation, 2026 3279 (a) an inner edge of specified length, horizontal and perpendicular to the centre line of the runway and located at the end of the take-off distance available; (b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate from the extended centre line of the runway to a specified distance and diverging uniformly thereafter at another specified rate for the remainder of the length of the instrument departure surface; and (c) an outer edge parallel to the inner edge. 13.3.5.3 The elevation of the inner edge shall be 5 m above the elevation of the runway centre line and its extension at the end of the take-off distance available. 13.3.5.4 The slope of the instrument departure surface shall be measured in the vertical plane containing the centre line of the runway and its extension. 13.3.5.5 The slope of the instrument departure surface shall not be greater than, and its other dimensions not less than, those specified in Table S13-15. Table S13- 15. Dimensions of surface Aeroplane design group I to V Length of inner edge 300 m Slope 2.5 % First section Length 3 500 m Divergence 26.8 % Length 8 300 m Second section Divergence (each side) 57.8 % 3280 Kenya Subsidiary Legislation, 2026 \ Figure S13- 8. Instrument departure surface  Kenya Subsidiary Legislation, 2026 3281 13.3.6 Specific obstacle evaluation surfaces 13.3.6.1 Specific obstacle evaluation surfaces should be established where the obstacle evaluation surfaces described in Paragraph 13.3.2 to 13.3.5 of this Schedule do not establish the volume of airspace necessary for the identification and evaluation of obstacles that may have an impact on aircraft operations. Note: Specifications concerning the design of a specific obstacle evaluation surface are contained in Guidance materials developed by the Authority. 13.4 Obstacle limitation requirements A. Inner approach surface, inner transitional surfaces, and balked landing surfaces. 13.4.1 Fixed objects shall not be permitted above the inner approach surface, inner transitional surfaces and balked landing surface and that complex surface extending between the lower edges of the inner transitional surfaces. Visual aids required for air navigation purposes, or those objects required for aircraft safety purposes, and which must project into the airspace above the inner approach surface, inner transitional surfaces, and balked landing surface or that complex surface extending between the lower edges of the inner transitional surfaces are permitted. Note: Specifications concerning objects required for aircraft safety purposes are provided in the Guidance materials on Control of Obstacles developed by the Authority. Such objects may for example consist of arresting systems, arresting cables, arresting beds, FOD detection systems, wildlife hazard equipment. 13.4.2 Visual aids required for air navigation purposes, or those fixed objects required for aircraft safety purposes and which project into the airspace above the inner approach surface, inner transitional surfaces and balked landing surface or that complex surface extending between the lower edges of the inner transitional surfaces shall be frangible and mounted as low as possible. 13.4.3 Mobile objects shall not be permitted above the inner approach surface, inner transitional surfaces, balked landing surface and that complex surface extending between the lower edges of the inner transitional surfaces during the use of the runway for landing. B. Approach surface, take off climb surface and transitional surfaces. 13.4.4 New objects or extensions of existing objects shall not be permitted above the approach surface, take off climb surface and transitional surfaces and the complex surface extending between the lower edges of the transitional surfaces. Equipment and installations required for air navigation or for aircraft safety purposes, and which must project into the airspace above the approach surface, take off climb surface and transitional surfaces or that complex surface extending between the lower edges of the transitional surfaces are permitted.  3282 Kenya Subsidiary Legislation, 2026 13.4.5 Equipment and installations required for air navigation or for aircraft safety purposes and which must project into the airspace above the approach surface, take off climb surface and transitional surfaces or that complex surface extending between the lower edges of the transitional surfaces shall be frangible and mounted as low as possible. 13.4.6 Existing obstacles above the approach surface, take off climb surface and transitional surfaces or that complex surface extending between the lower edges of the transitional surfaces should as far as practicable be removed. 13.4.7 States shall ensure that existing terrain and/or obstacles that cannot be removed and penetrate the approach surface, take off climb surface and transitional surfaces or that complex surface extending between the lower edges of the transitional surfaces are only permitted when, after aeronautical study, it is determined that the obstacles do not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. C. Obstacle evaluation surfaces 13.4.8 States shall ensure that obstacles penetrating the obstacle evaluation surfaces are only permitted when, after aeronautical study, it is determined that the obstacles do not adversely affect the safety or significantly affect the regularity of the existing and intended operations of aeroplanes. 13.5 Obstacle limitation surfaces requirements The requirements for obstacle free surfaces are specified based on the intended use of a runway, i.e. take-off or landing and type of approach, and are intended to be applied when such use is made of the runway. The requirements for obstacle evaluation surfaces are specified based on the intended use and/or intended operations on the runway. When different obstacle evaluation surfaces overlap each other, each individual surface must be considered as they have specific functions. 13.5.1 Obstacle free surfaces: 13.5.1.1 The following obstacle free surfaces shall be established for a non-instrument or non-precision approach runway: (a) approach surface; (b) transitional surfaces; (c) inner approach surface; and (d) inner transitional surfaces. 13.5.1.2 The following obstacle free surfaces shall be established for a precision approach runway: (a) Approach surface; (b) transitional surfaces;  Kenya Subsidiary Legislation, 2026 3283 (c) inner approach surface; (d) inner transitional surfaces; and (e) balked landing surface. 13.5.1.3 Where the runway is meant for take-off, the take-off climb surface shall be established. 13.5.2 Obstacle evaluation surfaces: 13.5.2.1 The following obstacle evaluation surfaces shall be established where applicable: (a) in case of circling approach — the horizontal surface; (b) in case of straight-in instrument approaches other than precision approaches, where the horizontal surface is not established — the surface for straight-in instrument approaches; (c) in case of precision approach procedure — the surface for precision approaches; and d) in case of instrument departure procedure — the instrument departure surface. 13.6 Objects outside the obstacle free surfaces and obstacle evaluation surfaces 13.6.1 In areas beyond the limits of the obstacle limitation surfaces, at least those objects which extend to a height of 100 m or more above ground elevation shall be regarded as obstacles, unless an aeronautical study indicates that they do not constitute a hazard to the operations of intended aeroplane.  3284 Kenya Subsidiary Legislation, 2026 SEVENTH SCHEDULE (regulation 112(5)) SHIELDING OF OBSTACLES 1. General 1.1 The principle of shielding as applied to obstacles to air navigation may reduce the necessity for removing obstacles or prohibiting the construction of new constructions. 1.2 Shielding principles are employed when some object, an existing building or natural terrain already penetrates above one of the obstacle limitation surfaces. 2. The principles of Shielding 2.1 If it is considered that the nature of an object is such that its presence may be described as permanent, the additional objects within a specified area around it may be permitted to penetrate the surface without being considered as obstacles. The original obstacle is considered as dominating or shielding the surrounding area. 2.2 The formula for shielding shall be based on a horizontal plane projected from the top of each obstacle away from the runway and a plane with a negative slope of 10% towards the runway. Any object which is below either of the two planes would be considered shielded. The permission to allow objects to penetrate an obstacle limitation surface under the shielding principle shall however be qualified by reference to the need for an aeronautical study in all cases. 2.3 The shielding effect of immovable obstacles laterally in approach and take-off climb shall be more critically considered. It is important to preserve existing unobstructed cross section areas particularly when the obstacle is close to the runway. This would guard against future changes in either approach or take- off climb area specifications or the adoption of a turned take-off procedure. 2.4 An object shall be considered as permanent and immovable obstacle only if, when taking the longest view possible, there is no prospect of removal being practicable, possible or justifiable, regardless of how the pattern, type or density of air operations might change. Generally, an aeronautical study will need to be carried out to determine the exact effect the construction of a new object will have on air operations. 3. Alternative methods for assessing Obstacles in critical areas The Authority may assess and determine whether an obstacle is shielded. In assessing whether an existing obstacle shields other obstacles, the Authority may be guided by the following shielding practices: 3.1 Obstacles in the Take-off climb and Approach Surfaces An obstacle may be assessed as not imposing additional restrictions if— (a) when located between the inner edge end and the critical obstacle, the obstacle being assessed is below a plane sloping downwards at 10% from the top of the critical obstacle toward the inner edge;  Kenya Subsidiary Legislation, 2026 3285 (b) when located beyond the critical obstacle from the inner edge end, the obstacle being assessed is not higher than the height of the permanent obstacle; and (c) where there is more than one critical obstacle within the approach and take-off climb area, and the obstacle being assessed is located between two critical obstacles, the height of the obstacle being assessed is not above a plane sloping downwards at 10% from the top of the next critical obstacle. 3.2 Obstacle in the Transitional Surfaces An obstacle may be assessed as not imposing additional restrictions if it does not exceed the height of an existing obstacle which is closer to the runway strip, and the obstacle being assessed is located perpendicularly behind the existing obstacle relative to the runway centre line. Figure S3-1 – Shielding of obstacles penetrating the approach and take-off climb surfaces.  3286 Kenya Subsidiary Legislation, 2026 3.3 Obstacle in the Horizontal and Conical Surfaces An obstacle may be assessed as not imposing additional restrictions if it is in the vicinity of an existing obstacle and does not penetrate a 10% downward sloping conical shaped surface from the top of the existing obstacle, i.e. the obstacle is shielded radially by the existing obstacle.  Kenya Subsidiary Legislation, 2026 3287 EIGHTH SCHEDULE (rr. 120(2);208(3); 225(2)) COLOURS FOR AERONAUTICAL GROUND LIGHTS, MARKINGS, SIGNS AND PANELS 1. General Introductory Note. — The following specifications define the chromaticity limits of colours used for aeronautical ground lights, markings, signs, and panels. The specifications are in accord with the 1983 specifications of the International Commission on Illumination (CIE). It is not possible to establish specifications for colours such that there is no possibility of confusion. For reasonably certain recognition, it is important that the eye illumination be well above the threshold of perception, that the colour not be greatly modified by elective atmospheric attenuations and that the observer’s colour vision be adequate. There is also a risk of confusion of colour at an extremely high level of eye illumination such as may be obtained from a high-intensity source at very close range. Experience indicates that satisfactory recognition can be achieved if due attention is given to these factors. The chromaticities are expressed in terms of the standard observer and coordinate system adopted by the International Commission on Illumination (CIE) at its Eighth Session at Cambridge, England, in 1931. 2. Colours for aeronautical ground lights 2.1 Chromaticities 2.1.1 The chromaticities of aeronautical ground lights shall be within the following boundaries: CIE Equations (see Figure S4-1): a) Red Purple boundary y = 0.980 – x Yellow boundary y = 0.335, except for visual approach slope indicator systems Yellow boundary y = 0.320, for visual approach slope indicator systems b) Yellow Red boundary y = 0.382 White boundary y = 0.790 – 0.667x Green boundary y = x – 0.120 c) Green Yellow boundary x = 0.360 – 0.080y White boundary x = 0.650y Blue boundary y = 0.390 – 0.171x 3288 Kenya Subsidiary Legislation, 2026 d) Blue Green boundary y = 0.805x + 0.065 White boundary y = 0.400 – x Purple boundary x = 0.600y + 0.133 e) White Yellow boundary x = 0.500 Blue boundary x = 0.285 Green boundary y = 0.440 and y = 0.150 + 0.640x Purple boundary y = 0.050 + 0.750x and y = 0.382 f) Variable white Yellow boundary x = 0.255 + 0.750y and y = 0.790 – 0.667x Blue boundary x = 0.285 Green boundary y = 0.440 and y = 0.150 + 0.640x Purple boundary y = 0.050 + 0.750x and y = 0.382 The Authority has provided guidance on chromaticity changes resulting from the effect of temperature on filtering elements. 2.1.2 Where dimming is not required, or where observers with defective colour vision must be able to determine the colour of the light, green signals shall be within the following boundaries: Yellow boundary y = 0.726 – 0.726x White boundary x = 0.650y Blue boundary y = 0.390 – 0.171x 2.1.3 Where increased certainty of recognition is more important than maximum visual range, green signals shall be within the following boundaries: Yellow boundary y = 0.726 – 0.726x White boundary x = 0.625y – 0.041 Blue boundary y = 0.390 – 0.171x 2.2 Discrimination between lights 2.2.1 If there is a requirement to discriminate yellow and white from each other, they shall be displayed in close proximity of time or space as, for example, by being flashed successively from the same beacon. 2.2.2 If there is a requirement to discriminate yellow from green and/or white, as for example on exit taxiway centre line lights, the y coordinates of the yellow light shall not exceed a value of 0.40. Note.— The limits of white have been based on the assumption that they will be used in situations in which the characteristics (colour temperature) of the light source will be substantially constant.  Kenya Subsidiary Legislation, 2026 3289 2.2.3 The colour variable white is intended to be used only for lights that are to be varied in intensity, e.g. to avoid dazzling — (a) the x coordinate of the yellow is at least 0.050 greater than the x coordinate of the white; and (b) the disposition of the lights will be such that the yellow lights are displayed simultaneously and in close proximity to the white lights. 2.2.4 The colour of aeronautical ground lights shall be verified as being within the boundaries specified in Figure S4-1 by measurement at five points within the area limited by the innermost isocandela curve referred to in the fifth schedule (Isocandela diagrams) with operation at rated current or voltage. (a) The colour measurements shall be taken at the centre and at the horizontal and vertical limits in the case of elliptical or circular isocandela curves,. (b) the colour measurements shall be taken at the centre and the limits of the diagonals (corners) in the case of rectangular isocandela curves. (c) In addition, the colour of the light shall be checked at the outermost isocandela curve to ensure that there is no colour shift that might cause signal confusion to the pilot. Note 1. — For the outermost isocandela curve, a measurement of colour coordinates shall be made and recorded for review and judgment of acceptability by the appropriate authority. Note 2. — Certain light units may have application so that they may be viewed and used by pilots from directions beyond that of the outermost isocandela curve (e.g. stop bar lights at significantly wide runway holding positions). In such instances, the appropriate authority shall assess the actual application and if necessary require a check of colour shift at angular ranges beyond the outermost curve. 2.2.5 In the case of visual approach slope indicators and other light units having a colour transition sector, the colour shall be measured at points in accordance with 2.2.4 above, except that the colour areas shall be treated separately, and no point shall be within 0.5 degrees of the transition sector. 3. Colours for markings, signs and panels Note 1.— The specifications of surface colours given below apply only to freshly coloured surfaces. Colours used for markings, signs and panels usually change with time and therefore require renewal. Note 2.— Guidance on surface colours is contained in the CIE document entitled Recommendations for Surface Colours for Visual Signalling — Publication No. 39-2 (TC-106) 1983. Note 3.— The specifications recommended in 3.4 below for trans-illuminated panels are interim in nature and are based on the CIE specifications for trans-illuminated 3290 Kenya Subsidiary Legislation, 2026 signs. It is intended that these specifications will be reviewed and updated as and when CIE develops specifications for trans-illuminated panels. 3.1 The chromaticities and luminance factors of ordinary colours, colours of retro- reflective materials and colours of trans-illuminated (internally illuminated) signs and panels shall be determined under the following standard conditions— (a) angle of illumination: 45°. (b) direction of view: perpendicular to surface; and (c) illuminant: CIE standard illuminant D65. 3.2 The chromaticity and luminance factors of ordinary colours for markings and externally illuminated signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure S4-2): (a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary y = 0.314 + 0.047x Luminance factor ß = 0.07 (mnm) (b) Orange Red boundary y = 0.285 + 0.100 x White boundary y = 0.940 – x Yellow boundary y = 0.250 + 0.220 x Luminance factor ß = 0.20 (mnm) (c) Yellow Orange boundary y = 0.108 + 0.707 x White boundary y = 0.910 – x Green boundary y = 1.35x – 0.093 Luminance factor ß = 0.45 (mnm) (d) White Purple boundary y = 0.010 + x Blue boundary y = 0.610 – x Green boundary y = 0.030 + x Yellow y = 0.710 – x boundary Luminance factor ß = 0.75 (mnm) e) Black Purple boundary y = x – 0.030  Kenya Subsidiary Legislation, 2026 3291 Blue boundary y = 0.570 – x Green boundary y = 0.050 + x Yellow boundary y = 0.740 – x Luminance factor ß = 0.03 (max) (f) Yellowish green Green boundary y = 1.317x + 0.4 White boundary y = 0.910 – x Yellow boundary y = 0.867x + 0.4 (g) Green Yellow boundary x = 0.313 White boundary y = 0.243 + 0.067x Blue boundary y = 0.493 – 0.524x Luminance factor ß = 0.10 (mnm) Note.— The small separation between surface red and surface orange is not sufficient to ensure the distinction of these colours when seen separately. 3.3 The chromaticity and luminance factors of colours of retro-reflective materials for markings, signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure S4-3): (a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary y = 0.314 + 0.047x Luminance factor ß = 0.03 (mnm) (b) Orange Red boundary y = 0.265 + 0.205x White boundary y = 0.910 – x Yellow boundary y = 0.207 + 0.390x Luminance factor ß = 0.14 (mnm) (c) Yellow Orange boundary y = 0.160 + 0.540x White boundary y = 0.910 – x Green boundary y = 1.35x – 0.093 Luminance factor ß = 0.16 (mnm) (d) White Purple boundary y=x Blue boundary y = 0.610 – x Green boundary y = 0.040 + x 3292 Kenya Subsidiary Legislation, 2026 Yellow boundary y = 0.710 – x Luminance factor ß = 0.27 (mnm) (e) Blue Green boundary y = 0.118 + 0.675x White boundary y = 0.370 – x Purple boundary y = 1.65x – 0.187 Luminance factor ß = 0.01 (mnm) (f) Green Yellow boundary y = 0.711 – 1.22x White boundary y = 0.243 + 0.670x Blue boundary y = 0.405 – 0.243x Luminance factor ß = 0.03 (mnm) 3.4 The chromaticity and luminance factors of colours for trans-illuminated (internally illuminated) signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure S4-4): a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary y = 0.314 + 0.047x Luminance factor (day ß = 0.07 (mnm) condition) Relative luminance 5% (mnm) to white (night 20% (max) condition) b) Yellow Orange boundary y = 0.108 + 0.707x White boundary y = 0.910 – x Green boundary y = 1.35x – 0.093 Luminance factor (day ß = 0.45 (mnm) condition) Relative luminance 30% (mnm) to white (night 80% (max) condition) c) White Purple boundary y = 0.010 + x Blue boundary y = 0.610 – x  Kenya Subsidiary Legislation, 2026 3293 Green boundary y = 0.030 + x Yellow boundary y = 0.710 – x Luminance factor (day condition) ß = 0.75 (mnm) Relative luminance to white (night 100% condition) d) Black Purple boundary y = x – 0.030 Blue boundary y = 0.570 – x Green boundary y = 0.050 + x Yellow boundary y = 0.740 – x Luminance factor (day condition) ß = 0.03 (max) Relative luminance to white (night 0% (mnm) condition) 2% (max) e) Green Yellow boundary x = 0.313 White boundary y = 0.243 + 0.670x Blue boundary y = 0.493 – 0.524x Luminance factor ß = 0.10 minimum (day conditions) Relative luminance 5% (minimum) to white (night 30% (maximum) conditions) 3294 Kenya Subsidiary Legislation, 2026 Figure S4-1 a. Colours for aeronautical ground lights (filament-type lamps)  Kenya Subsidiary Legislation, 2026 3295 Figure S4-1b. Colours for aeronautical ground lights (solid state lighting)  3296 Kenya Subsidiary Legislation, 2026 Figure S4-2. Ordinary colours for markings and externally illuminated signs and panels.  Kenya Subsidiary Legislation, 2026 3297 Figure S4-3. Colours of retroreflective materials for markings, signs, and panels  3298 Kenya Subsidiary Legislation, 2026 Figure S4-4. Colours of luminescent or trans-illuminated (internally illuminated) signs and panels.  Kenya Subsidiary Legislation, 2026 3299 NINTH SCHEDULE AERONAUTICAL GROUND LIGHT CHARACTERISTICS (rr. 153(4) and (5); 160(2); 161(2) and (26); 168(9); 169(10) and (11); 170(7); 171(1); 172(8); 173(6); 174(7); 176(7); 182(7); 183(9); 193(2); 194(7) and (10); 229(5); 279(2), (3) and (6)) Figure S5- 1: Isocandela diagram for approach centre line light and crossbars (white light) 3300 Kenya Subsidiary Legislation, 2026 Figure S5- 2: Isocandela diagram for approach side row light (red light)  Kenya Subsidiary Legislation, 2026 3301 Figure S5- 3: Isocandela diagram for threshold light (green light) 3302 Kenya Subsidiary Legislation, 2026 Figure S5- 4: Isocandela diagram for threshold wing bar light (green light)  Kenya Subsidiary Legislation, 2026 3303 Figure S5- 5: Isocandela diagram for touchdown zone light (white light)  3304 Kenya Subsidiary Legislation, 2026 Figure S5- 6: Isocandela diagram for runway centre line light with 30 m longitudinal spacing (white light) and rapid exit taxiway indicator light (yellow light)  Kenya Subsidiary Legislation, 2026 3305 Figure S5- 7: Isocandela diagram for runway centre line light with 15 m longitudinal spacing (white light and rapid exit taxiway indicator light (yellow light) 3306 Kenya Subsidiary Legislation, 2026 Figure S5- 8: Isocandela diagram for runway end light (red light)  Kenya Subsidiary Legislation, 2026 3307 Figure S5- 9: Isocandela diagram for runway edge light where width of runway is 45 m (white light)  3308 Kenya Subsidiary Legislation, 2026 Figure S5- 10: Isocandela diagram for runway edge light where width of runway is 60 m (white light)  Kenya Subsidiary Legislation, 2026 3309 Figure S5- 11: Grid points to be used for the calculation of average intensity of approach and runway lights. Collective notes to Figures S5-1 to S5-11, S5-25 and S5-26. 1. The ellipses in each figure are symmetrical about the common vertical and horizontal axes. 2. Figures S5-1 to S5-10, as well as Figure S5-25, show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure S5-11 and using the intensity value measures at all grid points located within and on the perimeter of the ellipse representing the main beam. The average value is the arithmetic average of light intensities measured at all considered grid points. 3. No deviations are acceptable in the main beam pattern when the lighting fixture is properly aimed. 4. The average intensity within the ellipse defining the main beam of a new light is established as a ratio of the minimum (1.0) average intensity of a new Runway edge light. The ratios also define the maximum allowed main beam average intensity for the lights in the lighting system supporting runway operations. Figure S5-1 Approach centre line and crossbars 2.0 to 3.0 (white light) Figure S5-2 Approach side row 0.5 to 1.0 (red light) Figure S5-3 Threshold 1.0 to 1.5 (green light) Figure S5-4 Threshold wing bar 1.0 to 1.5 (green light)  3310 Kenya Subsidiary Legislation, 2026 Figure S5-5 Touchdown zone 0.5 to 1.0 (white light) Figure S5-6 Runway centre line (longitudinal spacing 0.5 to 1.0 (white light) 30 m) Figure S5-7 Runway centre line (longitudinal spacing 0.5 to 1.0 for CAT III 15 m) (white light) 0.25 to 0.5 for CAT I, II (white light) Figure S5-8 Runway end 0.25 to 0.5 (red light) Figure S5-9 Runway edge (45 m runway width) 1.0 to 1.5 (white light) Figure S5-10 Runway edge (60 m runway width) 1.0 to 1.5 (white light) 5. The beam coverages in the figures provide the necessary guidance for approaches down to an RVR of the order of 150 m and take-offs down to an RVR of the order of 100 m. 6. Horizontal angles are measured with respect to the vertical plane through the runway centre line. For lights other than centre line lights, the direction towards the runway centre line is considered positive. Vertical angles are measured with respect to the horizontal plane. 7. Where, for approach centre line lights and crossbars and for approach side row lights, inset lights are used in lieu of elevated lights, e.g. on a runway with a displaced threshold, the intensity requirements can be met by installing two or three fittings (lower intensity) at each position. 8. The importance of adequate maintenance cannot be overemphasized. The average intensity should never fall to a value less than 50 per cent of the value shown in the figures, and it should be the aim of airport authorities to maintain a level of light output close to the specified minimum average intensity. 9. The light unit shall be installed so that the main beam is aligned within one half degree of the specified requirement.  Kenya Subsidiary Legislation, 2026 3311 Figure S5- 12: Isocandela diagram for taxiway centre line (15 m spacing), RELs, no- entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of less than a value of 300 m where large offsets can occur and for low-intensity runway guard lights, Configuration B  3312 Kenya Subsidiary Legislation, 2026 Figure S5- 13: Isocandela diagram for taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of less than a value of 300 m  Kenya Subsidiary Legislation, 2026 3313 Figure S5- 14: Isocandela diagram for taxiway centre line (7.5 m spacing), RELs, No- entry bar and stop bar lights in curved sections intended for use in runway visual range conditions of less than a value of 300 m  3314 Kenya Subsidiary Legislation, 2026 Figure S5- 15: Isocandela diagram for taxiway centre line (30 m, 60 m spacing), no- entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of 300 m or greater.  Kenya Subsidiary Legislation, 2026 3315 Figure S5- 16: Isocandela diagram for taxiway centre line (7.5 m, 15 m, 30 m spacing), no-entry bar and stop bar lights in curved sections intended for use in runway visual range conditions of 300 m or greater.  3316 Kenya Subsidiary Legislation, 2026 Figure S5- 17: Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required and where large offsets can occur.  Kenya Subsidiary Legislation, 2026 3317 Figure S5- 18: Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required.  3318 Kenya Subsidiary Legislation, 2026 Figure S5- 19: Isocandela diagram for high-intensity taxiway centre line (7.5 m spacing), no-entry bar and stop bar lights in curved sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required.  Kenya Subsidiary Legislation, 2026 3319 Figure S5- 20: Isocandela diagram for high-intensity runway guard lights, Configuration B  3320 Kenya Subsidiary Legislation, 2026 Figure S5- 21: Grid points to be used for calculation of average intensity of taxiway centre line and stop bar lights. Collective notes to Figures S5-12 to S5-21 1. The intensities specified in Figures S5-12 to S5-20 are in green and yellow light for taxiway centre line lights, yellow light for runway guard lights and red light for stop bar lights. 2. Figures S5-12 to S5-20 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure S5-21 and using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam. The average value is the arithmetic average of the light intensities measured at all considered grid points. 3. No deviations are acceptable in the main beam or in the innermost beam, as applicable, when the lighting fixture is properly aimed. 4. Horizontal angles are measured with respect to the vertical plane through the taxiway centre line except on curves where they are measured with respect to the tangent to the curve. 5. Vertical angles are measured from the longitudinal slope of the taxiway surface. 6. The importance of adequate maintenance cannot be overemphasized. The intensity, either average where applicable or as specified on the corresponding isocandela curves, should never fall to a value less than 50 per cent of the value shown in the figures, and it should be the aim of airport authorities to maintain a level of light output close to the specified minimum average intensity. 7. The light unit shall be installed so that the main beam or the innermost beam, as applicable, is aligned within one- half degree of the specified requirement.  Kenya Subsidiary Legislation, 2026 3321 Figure S5- 22: Light intensity distribution of PAPI and APAPI  3322 Kenya Subsidiary Legislation, 2026 Figure S5- 23: Isocandela diagram for each light in low-intensity runway guard lights, configuration A  Kenya Subsidiary Legislation, 2026 3323 Figure S5- 24: Isocandela diagram for each light in high-intensity runway guard lights configuration A  3324 Kenya Subsidiary Legislation, 2026 Figure S5- 25:. Isocandela diagram for take-off and hold lights (THL) (red light)  Kenya Subsidiary Legislation, 2026 3325 Figure S5- 26:. Isocandela diagram for take-off and hold lights (THL) (red light)  3326 Kenya Subsidiary Legislation, 2026 TENTH SCHEDULE (rr. 195(8) and (9); 196(15); 234(11) and (15)) REQUIREMENTS CONCERNING DESIGN OF TAXIING GUIDANCE SIGNS 1. Inscription heights shall conform to the table S7-1 below. Table S7-1. Inscription heights for marking Runway code Minimum character height number Information sign Mandatory Runway exit and Other signs instruction sign runway vacated signs 1 or 2 300 mm 300 mm 200 mm 3 or 4 400 mm 400 mm 300 mm Note. — Where a taxiway location sign is installed in conjunction with a runway designation sign, the character size shall be that specified for mandatory instruction signs. 2. Arrow dimensions shall be as follows: Legend height Stroke 200 mm 32 mm 300 mm 48 mm 400 mm 64 mm 3. Stroke width for single letter shall be as follows: Legend height Stroke 200 mm 32 mm 300 mm 48 mm 400 mm 64 mm 4. Sign luminance shall be as follows: a) Where operations are conducted in runway visual range conditions less than a value of 800m, average sign luminance shall be at least: Red 30 cd/m2  Kenya Subsidiary Legislation, 2026 3327 Yellow 150 cd/m2 White 300 cd/m2 b) Where operations are conducted in accordance with these Regulations, average sign luminance shall be at least: Red 10 cd/m2 Yellow 50 cd/m2 White 100 cd/m2 Note. — In runway visual range conditions less than a value of 400 m, there will be some degradation in the performance of signs. 5. The luminance ratio between red and white elements of a mandatory sign shall be between 1:5 and 1:10. 6. The average luminance of the sign is calculated by establishing grid points as shown in Figure S7-1 and using the luminance values measured at all grid points located within the rectangle representing the sign. 7. The average value is the arithmetic average of the luminance values measured at all considered grid points. 8. The Authority has provided guidance on measuring the average luminance of a sign. 9. The ratio between luminance values of adjacent grid points shall not exceed 1.5:1. For areas on the sign face where the grid spacing is 7.5 cm, the ratio between luminance values of adjacent grid points shall not exceed 1.25:1. The ratio between the maximum and minimum luminance value over the whole sign face shall not exceed 5:1. 10. The forms of characters, i.e. letters, numbers, arrows, and symbols, shall conform to those shown in Figure S7-2. The width of characters and the space between individual characters shall be determined as indicated in Table S7-2 in the Seventh Schedule. 11. The face height of signs shall be as follows: Legend height Face height (min) 200 mm 400 mm 300 mm 600 mm 400 mm 800 mm  3328 Kenya Subsidiary Legislation, 2026 12. The face width of signs shall be determined using Figure S7-3 except that, where a mandatory instruction sign is provided on one side of a taxiway only, the face width shall not be less than— (a) 1.94 m where the code number is 3 or 4; and (b) 1.46 m where the code number is 1 or 2. The Authority has provided additional guidance on determining the face width of a sign. 13. Borders (a) The black vertical delineator between adjacent direction signs shall have a width of approximately 0.7 of the stroke width. (b) The yellow border on a stand-alone location sign shall be approximately 0.5 stroke width. 14. The colours of signs shall be in accordance with the appropriate specifications in the Fourth Schedule.  Kenya Subsidiary Legislation, 2026 3329 Figure S7- 1 Grid points for calculating average luminance of a sign.  3330 Kenya Subsidiary Legislation, 2026 Figure S7-2. Forms of characters  Kenya Subsidiary Legislation, 2026 3331 Figure S7-2. (cont.)  3332 Kenya Subsidiary Legislation, 2026 Figure S7-2. (cont.)  Kenya Subsidiary Legislation, 2026 3333 Figure S7-2. (cont.)  3334 Kenya Subsidiary Legislation, 2026 Figure S7-2. (cont.)  Kenya Subsidiary Legislation, 2026 3335 Figure S7-2. (cont.) 3336 Kenya Subsidiary Legislation, 2026  Kenya Subsidiary Legislation, 2026 3337 Figure S7-4. Sign dimensions  3338 Kenya Subsidiary Legislation, 2026 Table S7- 2. Letter and numeral widths and space between letters or numerals  Kenya Subsidiary Legislation, 2026 3339 ELEVENTH SCHEDULE (Regulation 208(2)) LOCATION OF LIGHTS ON OBSTACLES Figure S8- 1: Medium-intensity flashing-white obstacle lighting system, Type A  3340 Kenya Subsidiary Legislation, 2026 Figure S8- 2. Medium-intensity flashing-red obstacle lighting system, Type B  Kenya Subsidiary Legislation, 2026 3341 Figure S8- 3. Medium-intensity fixed-red obstacle lighting system, Type C  3342 Kenya Subsidiary Legislation, 2026 Figure S8- 4. Medium-intensity dual obstacle lighting system, Type A/Type B  Kenya Subsidiary Legislation, 2026 3343 Figure S8- 5. Medium-intensity dual obstacle lighting system, Type A/Type C  3344 Kenya Subsidiary Legislation, 2026 Figure S8- 6. High-intensity flashing-white obstacle lighting system, Type A  Kenya Subsidiary Legislation, 2026 3345 Figure S8- 7. High-/medium-intensity dual obstacle lighting system, Type A/Type B  3346 Kenya Subsidiary Legislation, 2026 Figure S8- 8. High-/medium-intensity dual obstacle lighting system, Type A/Type C  Kenya Subsidiary Legislation, 2026 3347 TWELFTH SCHEDULE (Regulation 232(3)) MANDATORY INSTRUCTION MARKINGS AND INFORMATION MARKINGS Note 1.: See regulations 144 and 145 for specifications on the application, location and characteristics of mandatory instruction markings and information markings. Note 2.: This schedule details the form and proportions of the letters, numbers and symbols of mandatory instruction markings and information markings on a 20 cm grid. Note 3.: The mandatory instruction markings and information markings on pavements are formed as if shadowed (i.e., stretched) from the characters of an equivalent elevated sign by a factor of 2.5 as shown in Figure S6-1. The shadowing, however, only affects the vertical dimension. Therefore, the spacing of characters for pavement marking is obtained by first determining the equivalent elevated sign character height and then proportioning from the spacing values given in Table S7-2. Figure S6- 1 3348 Kenya Subsidiary Legislation, 2026 Kenya Subsidiary Legislation, 2026 3349 3350 Kenya Subsidiary Legislation, 2026 Kenya Subsidiary Legislation, 2026 3351  3352 Kenya Subsidiary Legislation, 2026 THIRTEENTH SCHEDULE (Regulation 291(2) and (3)) PENALTIES Reg No Title Part 5 Certification of Aerodromes. B 16 Compliance with conditions. B 17 Competence of operational and maintenance personnel. A 18 Aerodrome operations and maintenance. A 20 Storage of inflammable and other dangerous goods. B 21 Safety measures against fire. B 22 Access to and operations within restricted areas. B 23 Entry into or exit from restricted areas of aerodrome. B 24 Test-running of aircraft engine. A 25 Certain acts prohibited on aerodrome. A 26 Removal of obstructions from aerodrome movement B surfaces. 29 Responsibilities of Aerodrome operator. B 30 Inspection of aerodromes and unhindered access by B inspectors of the Authority 31 Notifying and reporting. A 35 Obligations of category E aerodrome operator. B 36 Obligations of a pilot-in-command of an aircraft operating to B and from a category E Aerodromes.  Kenya Subsidiary Legislation, 2026 3353 Reg No Title Part 38 Aeronautical data. A 54 Conditions for operating an aerodrome. B 55 Standards for physical characteristics of an aerodrome. A 102 Establishment of obstacle limitation surfaces. A 118 Authorization to construct and erect structures. B 119 Removal of obstacle. B 121 Wind direction indicators. A 125 Pavement Markings. A Made on the 15th December, 2025. DAVIS CHIRCHIR, Cabinet Secretary for Roads and Transport. PRINTED AND PUBLISHED BY THE GOVERNMENT PRINTER, NAIROBI