ATCO will always specify the runway and the pilot always reads back the runway — Page 381, Lesson 516

Let's pick this up with the runway itself. We've been talking about how the ATCO and pilot talk to each other, and I want to lock in one iron rule of that conversation: the ATCO will always specify the runway, and the pilot always reads back the runway designator in RTF communications. RTF is radio telephony — the voice link between you and the controller. Here's the exact exchange. The ATCO says, "G-AG clear take-off runway 01." The pilot replies, "Clear take-off runway 01 G-AB." Notice the pilot repeats the runway designator — that's the number, 01 — word for word. That readback is your confirmation that you heard the correct runway, and it's non-negotiable. There's a lovely way to think about this. When the ATCO issues that instruction, he is 'lending' you the runway. You use it for your take-off, and after use, it is returned to the ATCO. So the runway is never yours — it's on loan, and the readback is part of that transaction. Now let's move to the physical runway itself, starting with usability. Many factors affect the orientation, position, and number of runways at an aerodrome. One of the most important is the usability factor with regard to the wind. The alignment of the runway — the direction it points — directly affects this. The rule is that the number and orientation of runways should be such that the usability factor of the aerodrome is not less than 95% for the aeroplanes that the aerodrome is intended to serve. So 95% of the time, the wind conditions must allow operations. And the reason is simple: it is normal practice to take off and land into wind. That gives you more lift on take-off and more control on landing. Now, types of runway. This is a key distinction. Runways are defined by the use to which they are put, not by their physical characteristics. So we don't classify a runway by its surface — we classify it by what it's used for. Let me give you two terms. An 'airfield' is a defined area of grass on which runways may be marked out, or the direction of landing is indicated. An airfield may have several defined runways, or it may have none at all. An 'airport', by contrast, is a point of entry or exit from a country by air. An airport may have several defined paved runways. So the difference is grass versus paved, and the function — an airport is a gateway into and out of a country. The types of operations carried out on or to a runway determine the runway type. And everything about that runway — the service provided, the markings, the signs, and the physical characteristics — is type dependent. So if you change the type of operation, you change the runway's classification and everything that goes with it. Finally, the visual runway. A non-instrument runway — and that's the same thing as a visual runway — is used where take-off and landing criteria are determined visually. So you're not relying on instrument approaches. The criteria are usually defined by reference to ground visibility or RVR, cloud ceiling, and day/night considerations. RVR is runway visual range — how far you can see along the runway. And the markings of the runway will clearly indicate that it is a visual runway. So you can tell just by looking at the markings what kind of runway you're on. Let me show you the declared distances and runway widths, because these are the physical characteristics that go with what we've just discussed. So to tie it together: the ATCO lends you the runway and you read it back. The runway's orientation is chosen so the aerodrome has at least a 95% usability factor, because you always want to operate into wind. And the runway type — visual, or otherwise — is defined by its use, not its surface, and its markings tell you what type it is.