Standards Document - Aerodromes

Transcription

1 SD AD Civil Aviation Authority of Fiji Standards Document - Aerodromes 2 nd Edition 01 April 2013 Published by: Private Mail Bag, NAP 0354 Nadi International Airport Fiji Copyright 2013 CAAF

2 Standards Document Aerodromes 2 nd Edition 01 April 2013 SD Aerodromes Private Mail Bag, NAP 0354 Nadi International Airport Fiji Copyright 2013 CAAF Copy number: This Standard Document is subject to the amendment service: Yes No Copy Holder: Organisation: Date of Issue: 01 April April 2013 ii

3 PREFACE General This Standards Document contains information about standards, practices, and procedures that are acceptable to the Authority. Notwithstanding the above, consideration will be given to other methods of compliance that may be presented to the Authority provided they have compensating factors that provide an equivalent level of safety. When new standards, practices, or procedures are determined to be acceptable, they will be added to this document. Purpose This material is intended for applicants for, and holders of, approval to operate an aerodrome either as an aerodrome Certificate or a Registration Approval, for their staff and for operators and pilots-in-command of aeroplanes using such aerodromes. Change Notice This Standards Document is the second version and is developed to support, under Section 10 of the Civil Aviation (Reform) Act 1999, the ability of the Authority to approve the use of a place as an aerodrome under such conditions as the Authority thinks fit. Netava Waqa Chief Executive 01 April 2013 iii

4 FOREWORD 1. The Civil Aviation (Reform) Act 1999 requires that all aerodromes in the Republic of Fiji be Certificated or granted a Registration Approval. The grant of a Certificate may be for the purpose of: (a) (b) (c) Commercial air transport Aerial work; or Private use The Act also makes provision for an applicant to be granted an aerodrome Certificate or Registration Approval subject to such conditions as the Authority thinks fit. 2. The purpose of this publication is to give guidance to applicants on the procedure for the issue or variation of an aerodrome Certificate or Registration Approval; to indicate the criteria adopted by the Authority for assessing the application; and to provide a reference for the holders of Certificates or Registration Approvals so that they may ensure compliance with the Authority s requirements as they relate to the operational management of aerodromes and the planning of aerodrome developments. All aerodromes differ and where there are insurmountable difficulties in the way of full compliance, the Authority may accept an alternative means of compliance when it is satisfied that the safety of the aircraft operations intended will not be affected adversely. 3. The criteria which are given herein incorporate the Standards and Recommended Practices of Annex 14 to the Convention on International Civil Aviation for the certification of aerodromes at which international air transport operations are conducted. In applying the criteria and making its judgements for aerodromes at which only domestic operations are conducted the Authority will endeavour to adopt as flexible an approach as is consistent with the achievement and maintenance of a satisfactory level of safety, and with the observance of Fiji s international obligations under the Convention. 4. Prior to the grant of a Certificate or Registration Approval the Authority s Authorised Persons will visit the aerodrome and determine the extent to which the aerodrome, its facilities and its operational procedures meet the requirements herein. Where there are shortcomings which cannot reasonably be rectified, consideration will be given to the introduction of particular limiting conditions which will compensate for these shortcomings and achieve a satisfactory level of safety. Such conditions will be discussed with the applicant and will take into account the flying activity which is expected to take place. Thereafter the conditions will be reviewed when any significant changes in the activity are proposed or as a result of any aerodrome improvements. From time to time the Authority s Authorised Persons will visit each aerodrome to see whether as a consequence the conditions of the Certificate or Registration Approval need to be varied. 5. An aerodrome granted with a Certificate or Registration Approval in accordance with the requirements in the publication, will normally be suitable for use by helicopters and Short Take-offs & Landing (STOL) aircraft. For the time being no variations in the criteria will be published for aerodromes to be used only by aircraft with a STOL capability. 01 April 2013 iv

5 6. From time to time the Authority will wish to supplement the requirements given in this Standards Document to the holders of aerodrome Certificates or Registration Approvals and this will be done in the normal consultation process for changes to Standards Documents. 8. Standards Document - Aerodromes, at this stage, is the second version issued in 2008 so as to be able to meet the requirements of the Authority under which it is issued - Section 10(2)(a)(ii) of the Civil Aviation (Reform) Act The document will be reviewed as per the Authority s SD review cycle to better meet amended ICAO Annex requirements and provide greater discretion or flexibility in the domestic arena April 2013 v

6 Record of Amendments No. Section Affected Date Effective Date Entered Entered By April 2013 vi

7 Contents Section Page Preface Foreword Record of amendments Contents Brief history of amendments General Chapter Purpose Requirements for Certificate or Registration Approval Application for a Certificate or Registration Approval Issue of a Certificate or Registration Approval Grant of Certificate or Registration Approval Duration of Certificate or Registration Approval Renewal of a Certificate or Registration Approval Reserved Deviations Maintenance of Certificate or Registration Approval Suspension or Cancellation of a Certificate or Registration Approval 5 Requirements for an aerodrome Certificate or Registration Approval 2.1A Aerodrome design requirements B Heliport design requirements Aerodrome limitations Personnel requirements Aerodrome emergency plan Rescue and Fire Fighting Category determination Rescue and Fire Fighting Extinguishing agents Rescue and Fire Fighting Vehicles Rescue and Fire Fighting Personnel requirements Rescue and Fire Fighting Response capability Public protection Wildlife hazard management Notification of aerodrome data and information Aerodrome safety management system Aerodrome manual 16 iii iv vi vii x Chapter 2 01 April 2013 vii

8 Operating requirements for an aerodrome Certificate or Registration Approval 3.1. Continued compliance Transition requirements for runway end safety area Aerodrome maintenance Visual aids for navigation maintenance and checking Works on aerodrome Aerodrome emergency plan maintenance Rescue and Fire Fighting operational requirements Aerodrome aircraft traffic movement Apron management service Aerodrome inspection programme Ground vehicles Protection of navigation aids Aerodrome condition notification Unsafe conditions Changes to Certificate or Registration Approval holder s organization Safety inspections and audits Safety Inspection Report Reporting of Obstacles Aerodrome Reporting Officer Training of Aerodrome Personnel with Safety Functions Aerodrome Serviceability Inspections Frequency of Serviceability Inspection Record of Inspections and Remedial Actions Reporting Changes Use of Heliports Chapter 3 Aerodrome security Chapter Applicability Requirements for security designated aerodromes Requirements for non-designated security aerodromes April 2013 viii

9 Appendices Appendix A 1 Physical Characteristics for RESA.. 1 of 1 Appendix 1 Reserve..... Appendix 2 Aerodrome Manual of 17 Appendix 3 Aerodrome Inspection Programme and Condition Reporting. 1 of 18 Appendix 4 Aerodrome Rescue Fire Fighting. 1 of 17 Appendix 5 Operational Safety During Works on Aerodrome.. 1 of 20 Appendix 6 Appendix 7 Aerodrome Standards and Requirements - All aeroplanes conducting air transport operations.. - All aeroplanes above 5700kg.. Aerodrome Standards and Requirements - Aeroplanes at or below 5700kg non air transport operations. 1 of of 22 Appendix 8 Aerodrome design: Heliports of 29 Appendix 9 Notification of Aerodrome Data and Information... 1 of 26 Appendix 10 Control of Obstacles of 10 Appendix 11 Use of Day-VFR Aerodromes.. 1 of 7 Appendix 12 Aeronautical Studies for Aerodrome Operators 1 of 13 Appendix 13 Appendix 14 Appendix 15 Aerodrome Maintenance: Runway Friction Surface Characteristics and Friction Testing Aerodrome Certification: Aerodrome Emergency Plan... Reserve.. 1 of 15 1 of 32 FORMS GS 300 Issue /Renewal of an aerodrome Certificate 1 of 2 GS 301 Issue /Renewal of a Registration Approval 1 of 5 GS 302 Competency Requirement 3 of 3 GS 303 Competency Declaration 1 of 1 GS 304 Issues/Renewal Registration Approval for Heliport Site Approval 4 of 4 GS 305 Aerodrome Certificate or Registration Approval amendment 1 of 1 01 April 2013 ix

10 Historical Summary of Amendment In pursuance to the requirements of the Civil Aviation (Reform) Act 1999, draft Minimum Requirements Document (MRD-14) Licensing of Airports was released in With the promulgation of Section 10 Certification, Registration, and Use of Aerodromes for the provision of air navigation effective 1 st July 2008 (Civil Aviation (Reform) Act 1999), the then MRD-14 was converted to Standards Document-Aerodromes (SD-AD) demarcating certification and registration requirements. With the expansion of the ICAO Universal Safety Oversight Audit Program to include all safety-related Annexes, Contracting States were required to respond to Compliance Checklist Questionnaires on the Annexes to the ICAO Safety Oversight Audit Unit. SD-AD (2 nd Edition) is developed taking into consideration the States obligations to the ICAO under the Civil Aviation Act 1976 & CAA Act 1979 and analysis of the ICAO Compliance Checklist Questionnaires that are considered relevant to aerodrome operations in the Republic of Fiji. Amendment Source(s) Subject(s) Effective Date 1 st Edition CAAF Conversion of MRD-14 to Standards Document Aerodromes 2 nd Edition CAAF Revision of to incorporate Certification, Registration, and Use of Aerodromes etc 1 st July st April April 2013 x

11 Chapter 1 General 1.1 Purpose This prescribes (1) standards governing the certification, registration and operation of aerodromes; and (2) standards for security at certificated or registered aerodromes; and (3) standards for operators of aircraft using aerodromes; and (4) standards for aeronautical telecommunications-services and facilities and meteorological information reporting. 1.2 Requirement for Certificate or Registration Approval General The Authority may issue a Certificate or Registration Approval to a person in respect of an aerodrome if the Authority is satisfied that (a) the person is competent to ensure the safe operation of the aerodrome in accordance with (i) the requirements of the Air Navigation Regulations 1981; (ii) standards established by the Authority; and (iii) except for a registered aerodrome used only for aerial work or private operations, a manual for the aerodrome acceptable to the Authority; and (b) the grant of the Certificate or Registration Approval is in the public interest and not detrimental to aviation safety Certificated aerodromes The Authority must, upon application duly made to it, issue a Certificate to a person authorizing the person to operate an aerodrome if it is satisfied that (a) an aerodrome for use by international commercial air transport, the aerodrome is designed and operated in accordance with the international aerodrome standards published by the Authority in the which shall be based on the International Civil Aviation Organization s Annex 14 Volume I Aerodromes; (b) an aerodrome for use by domestic commercial air transport, the aerodrome is designed and operated in accordance with the domestic aerodrome standards published by the Authority in the ; 01 April 2013 Chapter 1 Pg 1

12 (c) an aerodrome for aerial work use, private use or both but not for commercial air transport, the aerodrome is designed and operated in accordance with standards for aerial work use, private use or both published by the Authority in the Standards Document Aerodromes; (d) an aerodrome used for both private and domestic commercial air transport, the aerodrome shall be designed and operated in accordance with requirements of Chapter (b) Registration Approval The Authority must, upon application duly made to it, issue a Registration Approval to a person authorizing the use of a place as an aerodrome if the Authority is satisfied that (a) the landing area is of adequate dimensions for the type of aircraft in respect of which remit is required, having regard to the elevation of the ground and the nature of any surrounding obstructions; and (b) the landing area is sufficiently level and smooth to present no danger to aircraft landing and taking off and is sufficiently firm, in the conditions in which it is to be used, to withstand weight of the aircraft to be used; and (c) the use of a place as an aerodrome on such conditions as the Authority thinks fit. 1.3 Application for Certificate or Registration Approval (1) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall complete applicable Form GS 300 for an aerodrome Certificate or Form GS 301 for Registration Approval and submit it to the Authority with (a) an aerodrome manual required by Chapter 2.14; and (b) Senior person (s) is required to complete Form GS 302 or GS 303; and (c) a payment of the appropriate application fee prescribed by the Civil Aviation (Fees & Charges) Regulation 2007; and (d) a plan of the aerodrome and its facilities certified by a registered surveyor; and (e) evidence of lawful entitlement to use the place as an aerodrome. Note: The Certification and Registration Approval process only addresses the safety and security aspect of the aerodrome. It is the responsibility of the applicant to ensure that use of this site as an aerodrome is in compliance with the State and other local authority requirements. (2) Upon receipt of the application, the Authority will assess the likely effort involved in processing the certificate or registration application and provide the applicant with a quotation for the processing fee. 01 April 2013 Chapter 1 Pg 2

13 (3) The processing fee may include the cost of the Authority s Authorized Persons making an inspection of the aerodrome. The inspection is normally only required if the information supplied is, in the opinion of the Authority, inadequate or requires further verification or clarification. (4) The application will only be processed upon payment of the processing fee. (5) Applications shall be submitted in sufficient time to allow for detailed consideration and inspection of the aerodrome, before the desired Certificate or Registration Approval date. 1.4 Issue of Certificate or Registration Approval Note: An applicant is entitled to an aerodrome Certificate or Registration Approval if the Authority is satisfied that (1) the applicant meets the requirements for an aerodrome Certificate or Registration Approval; and (2) the applicant, and the applicant s senior person or persons required by Chapter 2.3 (a)(1) and (2) are fit and proper persons; and (3) the granting of the Certificate or Registration Approval is in the public interest and not detrimental to aviation safety. List of approved persons will be available through the Authority website or provided on request from the Authority. 1.5 Grant of Certificate or Registration Approval (1) A person may be granted a Certificate or Registration Approval in respect of an aerodrome for one or more of the following purposes: (a) commercial air transport; (b) aerial work; (c) private use; and a Certificate or Registration Approval may be so granted authorizing the aerodrome to be used by all types of aircraft or specified types of aircraft. (2) A Certificate or Registration Approval is granted on the condition that: (a) the aerodrome meets appropriate standards; (b) the aerodrome operator has the capacity to properly maintain the aerodrome; (c) the reporting officer has been trained to the standards detailed in Chapter 3; (d) the aerodrome operator shall identify a senior person as the Accountable Manager who has the authority within the applicant's organization to ensure that all activities 01 April 2013 Chapter 1 Pg 3

14 undertaken by the organization can be financed and carried out in accordance with the requirements prescribed by Chapters 2 and 3: (e) a senior person or group of senior persons who are responsible for ensuring that the aerodrome and its operation comply with the requirements of Chapters 2 and 3. Such nominated person or persons shall be ultimately responsible to the Chief Executive: (f) sufficient personnel to operate and maintain the aerodrome and its services and facilities in accordance with the requirements of Chapters 2 and 3; and (g) the applicant shall establish a procedure for initially assessing and for maintaining the competence of personnel required to operate and maintain the aerodrome and its services and facilities. (3) When the application is approved, the Authority will prepare and forward to the Aeronautical Information Service (AIS) Office a permanent notice setting out all the aerodrome information, which will be included in Fiji-AIP Supplement. (4) The Authority will also confirm, to the applicant, in writing, that the aerodrome is or will be Certified or Registered, together with a copy of the notice. (5) Any expense or cost for the production and promulgation of aerodrome information in the AIP- Fiji is to be paid by the operator issued with the Certificate or Registration Approval direct to the AIS office. 1.6 Duration of Certificate or Registration Approval Unless previously suspended or revoked by the Authority for breach of a condition, a Certificate, or Registration Approval remains in force for such period, not exceeding 12 months as is specified in the Certificate or Registration Approval. 1.7 Renewal of Certificate or Registration Approval (a) An application for the renewal of an aerodrome Certificate or Registration Approval shall be made on Form GS 300 for an aerodrome Certificate; and Form GS 301 for Registration Approval. (b) The application shall be submitted to the Authority not less than 55 days before the Certificate or Registration Approval expires. 1.8 Reserved 1.9 Deviations (a) The holder of an aerodrome Certificate or Registration Approval may deviate from any requirement of Chapter 2 or 3 to the extent required to meet an emergency condition requiring immediate action for the protection of life or property involving carriage by air. (b) A Certificate or registration holder who deviates from a requirement of Chapter 2 or 3 under paragraph (a) shall provide a written report to the Authority as soon as practicable, 01 April 2013 Chapter 1 Pg 4

15 but in any event not later than 14 days after the emergency. The report shall cover the nature, extent and duration of the deviation Maintenance of Certificate or Registration Approval (a) Certificate or Registration Approval audits will be included in the Authority s aerodrome surveillance program. A scheduled visit by the Authorities Authorized Persons can be expected periodically. Appropriate notice of the scheduled visit will be given. Unscheduled visits may occur at any time, such as when prompted by reported safety concerns Certificate or Registration Approval will remain in force until it is suspended or cancelled. Notes: (a) A Certificate or Registration Approval may be suspended if the Authority is not satisfied with: (1) the accuracy of aerodrome information provided; (2) the on-going maintenance of the aerodrome; or (3) the ability of the reporting officer to conduct on-going aerodrome serviceability inspection and reporting functions. 1. Keeping records of aerodrome serviceability inspections, aerodrome works and NOTAMS issued will assist in demonstrating that the aerodrome has been operated properly. 2. Standards for ongoing operations and maintenance of a Certificate or Registration Approval are specified in Chapter 3. (b) Certificate or Registration Approval may be cancelled: (1) on request of the aerodrome operator; or (2) by the Authority after the identified safety concerns are not corrected to the satisfaction of the Authority, within the agreed acceptable period. 01 April 2013 Chapter 1 Pg 5

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17 Chapter 2 Requirements for an aerodrome Certificate or Registration Approval 2.1A Aerodrome design requirements (a) An applicant for the grant of an aerodrome Certificate or Registration Approval must ensure that the physical characteristics of the aerodrome; the obstacle limitation surfaces; the visual aids for navigation and for denoting obstacles and restricted areas; and the equipment and installations for the aerodrome are commensurate with the following (1) the characteristics of the aircraft that the aerodrome is intended to serve; (2) the lowest meteorological minima intended for each runway; (3) the ambient light conditions intended for the operation of aircraft. (b) An applicant for the grant of an aerodrome Certificate or Registration Approval must ensure that a runway end safety area that complies with the physical characteristics prescribed in Appendix A.1 Physical Characteristics for RESA is provided at each end of a runway at the aerodrome if (1) the runway is used for international commercial air transport operations; or (2) the runway is used for domestic commercial air transport operations; or (3) the runway is used for aerial work use, private use or both; or (c) The physical characteristics, obstacle limitation surfaces, visual aids, equipment and installations, and RESA provided at the aerodrome must be in accordance with the prescribed requirement in Appendix 6 Aerodrome Standards and Requirements, Appendix 7 Aerodrome Standards and Requirements, Appendix 10 Control of Obstacles and Appendix 11 Use of Day VFR Aerodromes that is acceptable to the Authority. 2.1B Heliport design requirements Notwithstanding Chapter 2.1A, an applicant for a Registration Approval for helicopter operations must ensure that the design and physical characteristics, day VFR operations must be in accordance with the prescribed requirement in Appendix 8, Aerodrome Design: Heliports and the obstacle limitation surfaces, visual aids, equipment and installations must be in accordance with the prescribed requirement in Appendix 10 Control of Obstacles that is acceptable to the Authority. 2.2 Aerodrome limitations Each applicant for the grant of an aerodrome Certificate or Registration Approval shall, when necessary for the safety of aircraft operations at their aerodrome, establish any limitations on the use of the aerodrome that arise from the aerodrome design or the facilities or services provided at the aerodrome. 01 April 2013 Chapter 2 Pg 7

18 2.3 Personnel requirements (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall engage, employ, or contract: (1) a senior person identified as the Accountable Manager who has the authority within the applicant's organisation to ensure that all activities undertaken by the organisation can be financed and carried out in accordance with the requirements prescribed by Chapters 1, 2, and 3; (2) a senior person or group of senior persons who are responsible for ensuring that the aerodrome and its operation comply with the requirements of Chapters 1, 2, and 3. Such nominated person or persons shall be ultimately responsible to the Chief Executive: (3) sufficient personnel to operate and maintain the aerodrome and its services and facilities in accordance with the requirements of Chapters 1, 2, and 3. (b) The applicant shall establish a procedure for initially assessing and for maintaining the competence of personnel required to operate and maintain the aerodrome and its services and facilities; 2.4 Aerodrome emergency plan (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall develop and maintain an aerodrome emergency plan designed to minimise the possibility and extent of personal injury and property damage at, or in the vicinity of, their aerodrome in an emergency. (b) The aerodrome emergency plan shall include (1) the types of emergencies planned for; and (2) procedures for prompt response to the emergencies planned for; and (3) sufficient detail to provide adequate guidance to each person who must carry out the plan; and (4) the agencies involved in the plan and the responsibility and role of each agency; and (5) for international aerodromes, provision for an adequately equipped emergency operations centre and command post for each type of emergency; and (6) a description of available equipment including medical equipment and the location of the equipment; and (7) information on names and telephone numbers of offices and persons to be contacted in the case of a particular emergency; and (8) a grid map of the aerodrome and its immediate vicinity. 01 April 2013 Chapter 2 Pg 8

19 (c) The applicant shall (1) co-ordinate its aerodrome emergency plan with law enforcement agencies, security providers, rescue and fire fighting agencies, medical personnel and organizations, the principal tenants of the aerodrome, and all other persons who have responsibilities in the plan; and (2) to the extent practicable, provide for participation by all agencies and personnel specified in paragraph (c)(1) in the development of the aerodrome emergency plan. (d) The aerodrome emergency plan must be in accordance with the prescribed requirement in Appendix 14 Aerodrome Certification Emergency Plan that is acceptable to the Authority. 2.5 Rescue and fire fighting category determination (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall determine the rescue and fire fighting category of the aerodrome which, subject to paragraph (b), shall be according to the largest aircraft type regularly using the aerodrome as provided in Table 1 and Table 1A. Table 1 Aerodrome category for rescue and fire fighting Aerodrome Aerodrome Category (1) Aeroplane overall length (2) Maximum fuselage width (3) 1 0 m up to but not including 9 m 2m 2 9 m up to but not including 12 m 2m 3 12 m up to but not including 18 m 3m 4 18 m up to but not including 24 m 4m 5 24 m up to but not including 28 m 4m 6 28 m up to but not including 39 m 5m 7 39 m up to but not including 49 m 5m 8 49 m up to but not including 61 m 7m 9 61 m up to but not including 76 m 7m m up to but not including 90 m 8m (1) To categorise the aerodrome according to the largest aeroplane type regularly using the aerodrome, first evaluate their over-all length and, second, the fuselage width of the aeroplane. (2) If, after selecting the category appropriate to an aeroplane's over-all length, that aeroplane's fuselage width is greater than the maximum width in column (3) for that category, then the aerodrome category for that aeroplane size is actually one category higher. (3) Length and width are shown in metres. 01 April 2013 Chapter 2 Pg 9

20 Table 1A Helicopter category for rescue and fire fighting Category Helicopter Overall Length* H1 Up to but not including 15 m H2 From 15 m up to but not including 24 m H3 From 24 m up to but not including 35 m * Helicopter length, including the tail boom and the rotors (1) To categorise the heliport according to the largest helicopter type regularly using the aerodrome, evaluate their over-all length of the longest helicopter normally using the heliport irrespective of its frequency of operations. (2) However, during anticipated periods of operations by smaller helicopters, the heliport fire fighting category may be reduced to that of the highest category of helicopter planned to use the heliport at that time. (3) Length and width are shown in metres. (b) An applicant for the grant of an aerodrome Certificate or Registration Approval for an international aerodrome may (1) when the number of aeroplane movements at the aerodrome of those aeroplanes in the aerodrome category applying under Table 1 is less than 700 in the busiest consecutive 3 months of the year, determine the aerodrome category to be one less than that aerodrome category: (2) when the number of aeroplane movements at the aerodrome of those aeroplanes in the aerodrome category applying under Table 1 is less than 700 in the busiest consecutive 3 months of the year and there is a wide range in the dimensions of those aeroplanes, determine the aerodrome category to be 2 less than that aerodrome category. (c) Each applicant for the grant of an aerodrome Certificate or Registration Approval for a domestic aerodrome shall determine the rescue and fire fighting category of the aerodrome as follows: (1) when the aerodrome serves any turbojet aeroplane with a certified seating capacity of more than 30 passengers engaged in regular air transport operations, it shall be that category according to the largest aeroplane type regularly using the aerodrome as provided in Table 1 reduced by two categories but in any case shall not be less than category 4: (2) when the aerodrome does not serve any turbojet aeroplane of the kind specified in paragraph (c) (1), but serves any non-turbojet aeroplane with a certified seating capacity of more than 30 passengers engaged in regular air transport operations and has more than 700 aeroplane movements of such aeroplanes in the busiest consecutive three months of the year, it shall be category April 2013 Chapter 2 Pg 10

21 (d) The rescue and fire fighting category of the aerodrome must be in accordance with the prescribed requirement in Appendix 4 Chapter 6 Aeroplane Classification by Aerodrome Category that is acceptable to the Authority. 2.6 Rescue and fire fighting extinguishing agents (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall have the minimum extinguishing agents required for the category determined under Chapter 2.5, as provided in Table 2, Table 2A and Table 2B. Table 2 agents Minimum usable amounts of extinguishing agents level B Complementary Foam meeting performance level A Aerodrome category Water (L) Discharge rate foam solution/minute (L) Foam meeting performance level B Water (L) Discharge rate foam solution/minute (L) Complementary agents Dry chemical powders (kg) (1) (2) (3) (4) (5) (6) Volume units are litres and mass units are kilograms 01 April 2013 Chapter 2 Pg 11

22 Table 2A Minimum usable amounts of extinguishing agents for surface-level heliports B Complementary agents Foam meeting performance level B Complementary agents Category Discharge rate foam solution (L/min) Dry chemical powders or (kg) (1) Water (L) (2) (3) (4) Halons (kg) or (5) C0 2 (kg) (6) H H H Volume units are litres and mass units are kilograms Table 2B Minimum usable amounts of extinguishing agents for elevated heliports B Foam meeting performance level B Complementary agents Category Discharge rate foam solution (L/min) Dry chemical powders or (kg) (1) Water (L) (2) (3) (4) Halons (kg) or (5) C0 2 (kg) (6) H H H Volume units are litres and mass units are kilograms (b) The extinguishing agents must be in accordance with the prescribed requirement in Appendix 4 Chapter 4 Extinguishing Agents that is acceptable to the Authority. 2.7 Rescue and fire fighting vehicles (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall have the minimum rescue and fire fighting vehicles for the category determined under Chapter 2.5, as provided in Table April 2013 Chapter 2 Pg 12

23 Table 3 Minimum rescue and fire fighting vehicles Aerodrome category Rescue and fire fighting vehicles (b) Subject to paragraph (c), each vehicle required by paragraph (a) shall be equipped for two-way voice radio communications with at least (1) every other required rescue and fire fighting vehicle required for the aerodrome; and (2) the aerodrome control service or aerodrome flight information service serving the aerodrome; and (3) other stations as specified in the applicant's aerodrome emergency plan. (c) Where only one vehicle is required by paragraph (a) and there is no aerodrome control service or aerodrome flight information service serving the aerodrome and the aerodrome emergency plan does not provide for contact with other stations, the vehicle need not be equipped for two-way voice radio communications. (d) Each vehicle required by paragraph (a) shall (1) have a flashing or rotating beacon; and (2) be marked in a single conspicuous colour of red or yellowish green. 2.8 Rescue and fire fighting personnel requirements (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall establish a procedure to ensure that all rescue and fire fighting personnel at their aerodrome are (1) equipped with adequate protective clothing and rescue equipment needed to do their duties; and (2) trained, medically and physically fit, and competent in the use of the rescue and fire fighting equipment; and 01 April 2013 Chapter 2 Pg 13

24 (3) receiving recurrent training and regular practices to maintain their competency; and (4) sufficient in number and readily available to operate the rescue and fire fighting vehicle or vehicles and the equipment at maximum capacity; and (5) alerted by siren, alarm, or other means to any existing or impending emergency requiring their assistance. (b) The personnel requirements must be in accordance with the prescribed requirement in Appendix 4 Chapter 1 Personnel that is acceptable to the Authority. 2.9 Rescue and fire fighting response capability (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall, when required by the Authority, demonstrate the following rescue and fire fighting response capability in optimum conditions of visibility and surface conditions: (1) within 3 minutes of the time of the alarm, the rescue and fire fighting vehicles and personnel needed to discharge foam at a rate of at least 50 percent of the discharge rate specified in Chapter 2.6 Table 2 for the aerodrome category shall reach the furthest point of the movement area from their assigned posts and be in position at that point to apply that amount of foam; (2) within one minute after the arrival of the first responding vehicle or vehicles and personnel, all other vehicles required for the aerodrome category by 2.7(a) Table 3 and all the necessary personnel shall be in position to apply continuous foam application at the discharge rate specified in 2.6 Table 2 for the aerodrome category; (3) within two minutes of the time of the alarm, the rescue and fire fighting service needed to discharge foam at a rate of at least 50 percent of the discharge rate specified in Chapter 2.6 Table 2A at a surface level heliport; (4) For elevated heliport, no specific response time is recommended as it is considered that the rescue and fire fighting service will be available on or in the immediate vicinity of the heliport while helicopter operations are taking place. (b) The response capability for an aerodrome must be in accordance with the prescribed requirement in Appendix 4 Chapter 5 Response Capability that is acceptable to the Authority Public protection (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall provide at their aerodrome (1) safeguards to prevent inadvertent entry of animals to the movement area, and safeguards to deter the entry of unauthorised persons or vehicles to the aerodrome operational area; and (2) reasonable protection of persons and property from aircraft blast. 01 April 2013 Chapter 2 Pg 14

25 (b) The safeguards required by paragraph (a)(1) shall (1) in areas adjacent to the aerodrome operational area to which the public has direct vehicle or pedestrian access (i) be continuous barriers that may include existing structures, gates and doors with secured or controlled access; and (ii) be at least 1200 millimeters in height; and (2) in other areas, be of a construction and height appropriate to prevent incursion by animals likely to endanger aircraft operations Wildlife hazard management (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall, where any wildlife presents a hazard to aircraft operations at their aerodrome, in areas within their authority, establish an environmental management programme to minimise or eliminate any such wildlife hazard. (b) The wildlife hazard management must be in accordance with the prescribed requirement in Appendix 15 Wildlife Hazard Management at Aerodromes that is acceptable to the Authority. NOTE: Appendix 15 will be applicable on a date notified by the Authority Notification of aerodrome data and information (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall establish a procedure to notify the Aeronautical Information Service (1) of the aerodrome data and information; and (2) of any limitation established under 2.2 on the use of the aerodrome; and (3) as soon as practicable, of any change that affects the use of the aerodrome. (b) The items notified under paragraph (a) shall be those required by SD-AIS. (c) The notification of aerodrome data and information must be in accordance with the prescribed requirement in Appendix 9 Notification of Aerodrome Data and Information that is acceptable to the Authority Aerodrome safety management system (a) Each applicant for the grant of an aerodrome Certificate or Registration Approval shall, as part of their safety programme, implements a safety management system acceptable to the Authority that, as a minimum: (i) (ii) identifies safety hazards; ensures that remedial action necessary to maintain an acceptable level of safety is implemented; 01 April 2013 Chapter 2 Pg 15

26 (iii) (iv) provides for continuous monitoring and regular assessment of the safety level achieved; and aims to make continuous improvement to the overall level of safety. (b) Each holder of an aerodrome Certificate or Registration Approval shall comply with the requirements prescribed in Appendix 12 Aeronautical Studies for Aerodrome Operators and, in addition, comply with the requirements contained in the Standards Documents-Safety Management System (SD-SMS) Aerodrome manual (a) An applicant for the grant of an aerodrome Certificate or Registration Approval (except for a registered aerodrome used only for private use or aerial use) must provide the Authority with a manual which must contain (1) a statement signed by the Chief Executive, on behalf of the applicant's organisation, confirming that the manual and any included manuals (i) define the organisation and demonstrate its means and methods for ensuring ongoing compliance with this standard document; and (ii) is to be complied with at all times; and (2) the titles and names of the senior person or persons required by Chapter 2.3(a)(1) and (2); and (3) the duties and responsibilities of the senior person or persons specified in paragraph (a)(2) including matters for which they have responsibility to deal directly with the Authority on behalf of the organisation; and (4) an organisation chart showing lines of responsibility of the senior person or persons specified in paragraph (a)(2); and (5) any limitations established under Chapter 2.2; and (6) each current exemption granted to the applicant from the requirements of Chapters 1, 2, or 3; and (7) the aerodrome emergency plan required by Chapter 2.4; and (8) a statement of the rescue and fire fighting category determined under Chapter 2.5 with a description of the extinguishing agents and vehicles required by Chapters 2.6 and 2.7, the procedure and personnel required by Chapter 2.8 and the procedures required by Chapter 3.7(d)(1) and (2); and (9) a description of the safeguards for public protection required by Chapter 2.10; and (10) the wildlife management programme when required by Chapter 2.11; and 01 April 2013 Chapter 2 Pg 16

27 (11) the procedures required by Chapter 2.12 for the notification of aerodrome data and information; and (12) the aerodrome safety management procedures required by Chapter 2.13; and (13) the aerodrome maintenance programme required by Chapter 3.3(a); and (14) the procedures required by Chapter 3.4 for the preventive maintenance and checking of the aerodrome visual aids for navigation; and (15) the procedures and precautions required by Chapter 3.5 for any works on the aerodrome; and (16) the procedures required by Chapter 3.6 for the maintenance of the aerodrome emergency plan; and (17) the aerodrome inspection programme, procedures and reporting system required by Chapter 3.10; and (18) the procedures required by Chapter 3.11 for the control of ground vehicles; and (19) the procedures required by Chapter 3.14 for limiting aircraft operations if an unsafe aerodrome condition occurs; and (20) a description of measures taken to comply with the security requirements in Chapter 4, including the programme and procedures required by Chapters 4.2 and 4.3; and (21) the procedures to control, amend and distribute the manual. (b) The applicant's manual must be in accordance with Appendix 2 Aerodrome Manual acceptable to the Authority. 01 April 2013 Chapter 2 Pg 17

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29 Chapter 3 Operating Requirements for an aerodrome Certificate or Registration Approval 3.1 Continued compliance Each holder of an aerodrome Certificate or Registration Approval must (1) hold at least one complete and current copy of the holder s aerodrome manual at the aerodrome (except for a registered aerodrome used only for private use or aerial use); and (2) comply with all procedures, plans, systems and programmes detailed in the Aerodrome Manual (except for a registered aerodrome used only for private use or aerial use); and (3) make each applicable part of the manual available to personnel who require those parts to carry out their duties (except for a registered aerodrome used only for private use or aerial use); and (4) except as provided in Chapter 3.2, continue to meet the standards and comply with the requirements of Chapter 2 prescribed for aerodrome Certification or Registration Approval under this section; and (5) notify the Authority of any change of ownership, address for service, telephone number, or facsimile number required by Form GS 305 within 30 days of the change. 3.2 Transition requirements for runway end safety area Each holder of an aerodrome Certificate or Registration Approval for an aerodrome that is being used for regular air transport services operating to or from Fiji immediately before 12 October 2006 (1) is not required to comply with the requirement prescribed in Chapter 2.1(b)(1) until 01 July 2012; or (2) if it is not practicable for the Certificate or Registration Approval holder to comply with the requirement prescribed in Chapter 2.1(b)(1) by 01 July 2012, the Certificate or Registration Approval holder must comply with the requirement as soon as practicable, but not later than 12 October Aerodrome maintenance (a) Each holder of an aerodrome Certificate or Registration Approval shall employ a maintenance programme, including preventive maintenance where appropriate; to maintain the aerodrome facilities in a condition that does not impair the safety, security, regularity or efficiency of aircraft operations. (b) Each holder of a Certificate or Registration Approval shall keep the surface of paved maneuvering areas clear of any loose stones or other objects that might endanger aircraft operations. 01 April 2013 Chapter 3 Pg 19

30 (c) Each holder of an Certificate or Registration Approval shall maintain the surface of paved runways in a condition so as to provide good friction characteristics and low rolling resistance. (d) The aerodrome maintenance requirements must be in accordance with the prescribed requirement in Appendix 13 Aerodrome Maintenance: Runway Friction Surface Characteristics & Friction Testing that is acceptable to the Authority. 3.4 Visual aids for navigation maintenance and checking (a) Each holder of an aerodrome Certificate or Registration Approval shall establish procedures to ensure that a system of preventive maintenance and checking of the aerodrome visual aids for navigation is employed in order to (1) ensure that each visual aid for navigation provides reliable and accurate guidance to the user; and (2) establish a percentage of allowable unserviceable lights that will ensure continuity of guidance to the user; and (3) restore any unserviceable or deteriorated items back into service without undue delay. (b) The visual aids for navigation maintenance and checking requirements must be in accordance with the prescribed requirement in Appendix 3 Aerodrome Inspection Program and Condition Reporting that is acceptable to the Authority. 3.5 Works on aerodrome (a) Each holder of an aerodrome Certificate or Registration Approval shall establish procedures and take precautions to ensure that any works carried out on the aerodrome do not endanger aircraft operations. (b) Aerodrome works may be carried out without closing the aerodrome provided safety precautions are adhered to. (c) The operational safety for work carried out on the aerodrome must be in accordance with the prescribed requirement in Appendix 5 Operational Safety During Works on Aerodromes that is acceptable to the Authority. 3.6 Aerodrome emergency plan maintenance (a) Each holder of an aerodrome Certificate or Registration Approval shall establish procedures that (1) ensure that all aerodrome personnel having duties and aerodrome emergency responsibilities under the holder's aerodrome emergency plan are familiar with their assignments and are properly trained; and (2) test the aerodrome emergency plan by requiring 01 April 2013 Chapter 3 Pg 20

31 (i) a full-scale aerodrome emergency exercise at intervals not exceeding 2 years; and (ii) special emergency exercises in the intervening year to ensure that any deficiencies found during the full-scale aerodrome emergency exercise have been corrected; and (3) review the plan after each of the exercises specified in subparagraph (2) or after an actual emergency, to correct any deficiency found. (b) The aerodrome emergency plan maintenance must be in accordance with the prescribed requirement in Appendix 14 Aerodrome Certification Emergency Plan that is acceptable to the Authority. 3.7 Rescue and fire fighting operational requirements (a) Except as provided in paragraph (c), each holder of an aerodrome Certificate or Registration Approval shall provide on the aerodrome, during operations by aeroplanes having a certified seating capacity of more than 30 passengers that are engaged in regular air transport operations, the rescue and fire fighting capability meeting the minimum requirements of Chapters 2.6 and 2.7. (b) Except as provided in paragraph (c), if an increase in the movements or a change in the type of air transport aeroplanes using the aerodrome results in an increase in the category applying under Chapter 2.5, the holder of an aerodrome Certificate or Registration Approval shall increase its rescue and fire fighting capability to the minimum required for that higher category under Chapters 2.6 and 2.7. (c) Subject to paragraph (d), during any period of operations limited to aeroplanes having a lower specification than that normally applicable under Chapter 2.5, the holder of an aerodrome Certificate or Registration Approval may reduce the rescue and fire fighting capability to a lower level required for the aerodrome category corresponding to the highest specification aeroplane regularly using the aerodrome. (d) Any reduction in the rescue and fire fighting capability under paragraph (c) shall be subject to the following conditions: (1) procedures for, and the persons having the authority to implement, the reductions are to be included in the aerodrome manual; and (2) procedures for recall of the full aerodrome rescue and fire fighting capability are to be included in the aerodrome manual; and (3) the reductions may not be implemented unless the information is forwarded to the Aeronautical Information Service for appropriate publication. (e) Each holder of an aerodrome Certificate or Registration Approval shall employ a system of preventive maintenance of their rescue and fire fighting vehicle or vehicles to ensure effectiveness of the equipment and compliance with the required response time throughout the life of each vehicle. 01 April 2013 Chapter 3 Pg 21

32 (f) Each holder of an aerodrome Certificate or Registration Approval shall immediately replace any required rescue and fire fighting vehicle that becomes inoperative to the extent that the Certificate or Registration Approval holder cannot meet the response capability required by Chapter 2.9, with a vehicle that enables the Certificate or Registration Approval holder to meet that capability. If a replacement vehicle is not available immediately, the Certificate or Registration Approval holder shall provide the notification required by Chapter If the required response capability is not restored within 72 hours, the Certificate or Registration Approval holder shall limit air transport operations on the aerodrome to those aeroplanes compatible with the aerodrome category corresponding to the remaining operative rescue and fire fighting vehicle or vehicles. (g) Each holder of an aerodrome Certificate or Registration Approval shall, with the rescue and fire fighting equipment required under this document and the number of trained personnel which will assure an effective operation, respond to each emergency during operations of the kind specified in paragraph (a). (h) The training structure and resource and the fire fighting and rescue equipment must be in accordance with the prescribed requirement in Appendix 4 Chapter 2 Training Structure and Resource and Chapter 3 Fire fighting and Rescue Equipment that is acceptable to the Authority. 3.8 Aerodrome aircraft traffic management Each holder of an aerodrome Certificate or Registration Approval shall ensure the provision of an aerodrome flight information service or an aerodrome control service or both at their aerodrome when so required by the Authority in the interest of safety. 3.9 Apron management service (a) Each holder of an aerodrome Certificate or Registration Approval shall ensure that the aerodrome is provided with an appropriate apron management service, when such a service is warranted by the volume of traffic and operating conditions. (b) When an aerodrome control service is in operation at an aerodrome Certificate or Registration Approval under this document which has an apron management service, and that aerodrome control service does not participate in the apron management service, the Certificate or Registration Approval holder shall facilitate the transition of aircraft between the apron management service and the aerodrome control service Aerodrome inspection programme (a) Each holder of an aerodrome Certificate or Registration Approval shall conduct an aerodrome inspection programme to ensure compliance with this requirement and shall provide (1) equipment for use in conducting the aerodrome inspection programme; and (2) procedures to ensure that qualified aerodrome personnel perform the aerodrome inspection programme; and 01 April 2013 Chapter 3 Pg 22

33 (3) a reporting system to ensure prompt correction of unsafe aerodrome conditions noted during any inspection. (b) The aerodrome inspection program requirements must be in accordance with the prescribed requirement in Appendix 3 Aerodrome Inspection Program and Condition Reporting that is acceptable to the Authority Ground vehicles Each holder of an aerodrome Certificate or Registration Approval shall (1) limit access to the aerodrome operational area to those ground vehicles that are necessary for aerodrome and aircraft operations; and (2) when an aerodrome control service is in operation at the aerodrome, provide adequate procedures for the safe and orderly access to, and operation on the aerodrome operational area of, ground vehicles. These procedures shall ensure that each ground vehicle operating on the aerodrome operational area is controlled by (i) two-way radio communications between the vehicle and the aerodrome control service; or (ii) if the vehicle has no radio, an accompanying vehicle with two-way communication with the aerodrome control service; or (iii) if it is not practical to have two-way radio communications or an escort vehicle, adequate measures such as signs, signals or guards for controlling the vehicle; and (3) when an aerodrome control service is not in operation at the aerodrome, provide adequate procedures to ensure that ground vehicles operating on the aerodrome operational area are controlled by signs or prearranged signals; and (4) ensure that each employee, tenant, or contractor who operates a ground vehicle on any portion of the aerodrome which has access to the aerodrome operational area is familiar with, and complies with, the Certificate or Registration Approval holder's requirement and procedures for the operation of ground vehicles Protection of navigation aids Each holder of an aerodrome Certificate or Registration Approval shall (1) prevent the construction of facilities on the aerodrome that would adversely affect the operation of any electronic or visual navigation aid or air traffic service facility on the aerodrome; and (2) prevent, as far as it is within the Certificate or Registration Approval holder's authority, any interruption of visual or electronic signals of navigation aids. 01 April 2013 Chapter 3 Pg 23

34 3.13 Aerodrome condition notification (a) Each holder of an aerodrome Certificate or Registration Approval shall ensure that the aerodrome operational information which he or she has provided and published in the AIP-Fiji is current; (b) To ensure that the aerodrome information provided is current means that the aerodrome facilities must be maintained to the standard when the aerodrome was certified or registered or if a facility is upgraded to a new standard, to that standard. (c) To be able to promptly advise changes, holders of an aerodrome Certificate or Registration Approval need to have personnel procedures to conduct timely serviceability inspections, identify changed circumstances and make reports. (d) Although formal documentation of all facets of aerodrome operations are not required, it is in the interest of the holder of an aerodrome Certificate or Registration Approval to be able to demonstrate that he or she is discharging the duty of care in providing a safe facility for aircraft operations. To avoid confusion and misunderstanding, all arrangements regarding aerodrome safety functions must be in writing. (e) Each holder of an aerodrome Certificate or Registration Approval shall, in accordance with the procedure established under Chapter 2.12, notify the Aeronautical Information Service, as soon as practicable (for the issue of a NOTAM), of any aerodrome operational condition or defect at the aerodrome that may affect the safe operation of aircraft. (f) The aerodrome condition notification requirements must be in accordance with the prescribed requirement in Appendix 3 Aerodrome Inspection Program and Condition Reporting that is acceptable to the Authority Unsafe conditions (a) Each holder of an aerodrome Certificate or Registration Approval shall establish procedures for restricting aircraft operations where an unsafe condition exists on an aerodrome. (b) The procedures shall ensure that operations are not conducted on portions of the aerodrome where such an unsafe condition exists Changes to Certificate or Registration Approval holder's organisation (a) Each holder of an aerodrome Certificate or Registration Approval shall ensure that their aerodrome manual is amended to remain a current description of the aerodrome and its associated plans, programmes, services, systems, procedures, and facilities. (b) Each holder of an aerodrome Certificate or Registration Approval shall ensure that any amendments made to the holder's manual meet the applicable requirements of this document and comply with the amendment procedures contained in the holder's manual. 01 April 2013 Chapter 3 Pg 24

35 (c) Each holder of an aerodrome Certificate or Registration Approval shall provide the Authority with a copy of each amendment to the holder's manual as soon as practicable after its incorporation into the manual. (d) Where the holder of an aerodrome Certificate or Registration Approval proposes to make a change to any of the following, prior notification to and acceptance by the Authority is required: (1) the Chief Executive; (2) the listed senior persons; (e) The Authority may prescribe conditions under which the holder of an aerodrome Certificate or Registration Approval may operate during or following any of the changes specified in paragraph (d). (f) The holder of an aerodrome Certificate or Registration Approval shall comply with any conditions prescribed under paragraph (e). (g) Where any of the changes referred to in this standard document requires an amendment to the aerodrome Certificate or Registration Approval, the holder of the Certificate or Registration Approval shall forward the Certificate or Registration Approval to the Authority as soon as practicable. (h) The holder of an aerodrome Certificate or Registration Approval shall make such amendments to the holder's manual as the Authority may consider necessary in the interests of safety Safety inspections and audits (a) The Authority may require in writing the holder of an aerodrome Certificate or Registration Approval to undergo or carry out such inspections and audits of the holder s aerodrome, documents, and records as the Authority considers necessary in the interests of civil aviation safety and security in accordance with Section 14 of the Civil Aviation Authority Act 1979 (CAP 174A). (b) The Authority may require the holder of an aerodrome Certificate or Registration Approval to provide such information as the Authority considers relevant to the inspection or audit Safety Inspection Report (a) Each holder of an aerodrome Certificate or Registration Approval shall prepare and submit to the Authority annually, or at a periodicity as agreed by the Authority, a safety inspection of the aerodrome. (b) The report must provide a true picture of the state of the aerodrome in its compliance with applicable standards. Where corrective action or necessary improvements are identified, the holder of the aerodrome Certificate or Registration Approval must provide a statement of how the corrective action or improvements would be addressed. 01 April 2013 Chapter 3 Pg 25

36 (c) For aerodromes used by aircraft, the approach and take-off area would still need to be checked for regular basis, preferably at least once a year for tree growth or new tall objects. Where another obstacle may become the critical obstacle and affect the published take-off gradient or threshold location, the checking should be conducted by a person with appropriate technical expertise Reporting of Obstacles If the aerodrome is served by an instrumental approach procedure, any obstacle, or proposed construction, that may infringe the obstacle limitation surface of the aerodrome, or other areas nominated by the designer of the instrument approach procedure, are to be reported to the designer who will report to the Authority Aerodrome Reporting Officer (a) The holder of an aerodrome Certificate or Registration Approval must have in place, experienced or appropriately trained persons, known as reporting officers, to carry out the aerodrome safety functions,. Attributes required include: (1) Knowledge of the standards that the aerodrome has maintained to; (2) Mature self-starter who can be relied on to conduct regular serviceability inspections of the safety elements of the aerodrome; (3) Having regard the written and oral communication skills to initiate NOTAM or to communicate aerodrome condition status to ATC, pilots and other aerodrome user. (b) Reporting officers are normally directly under the employ of the operator of the aerodrome. However, at an aerodrome where operator s employees may be available at all times, other persons may be nominated officers, for example the local agent of the airline during the period of regular public transport operations conducted by the airline concerned. Before entrusting the report function to a person, the aerodrome operator must ensure that the person is trained and has the appropriate attributes. (c) Reporting officers must be provided with appropriate radios in their vehicles so they can maintain a listening watch of aircraft activities on and in the vicinity of the aerodrome during working hours Training of Aerodrome Personnel Involved with Safety Functions (a) Persons engaged to perform the reporting officer functions, including aerodrome serviceability inspections; and works safety officer functions must be adequately trained for the job. In addition, Aerodrome Technical Inspections must be carried out by technically qualified and competent persons. (b) The Authority is primarily concerned with the competency of persons involved with aerodrome safety functions. Essential competencies will include: (1) inspect and report on the physical characteristics and conditions of the aerodrome; (2) inspect and report on aerodrome lighting systems; (3) inspect and report on the OLS; 01 April 2013 Chapter 3 Pg 26

37 (4) initiating a NOTAM; (5) use of radio, and (6) supervise the safety of aerodrome works. (c) The aerodrome operators must be able to demonstrate that persons carrying out aerodrome safety functions have had the appropriate training and experience to undertake those functions Aerodrome Serviceability Inspections (a) Aerodrome serviceability inspections are visual checks of elements of the aerodrome which may impact on aircraft safety. A checklist of contents of the inspection must be developed, commensurate with the size and complexity of the aerodrome. (b) The checklist must encompass at least the following areas: (1) Surface condition of the movement area, including cleanliness; (2) Surface condition of the runway, particularly the usability of unsealed pavements in wet conditions; (3) Markings, markers, wind direction indicators and aerodrome lighting systems; (4) Any obstacles which may infringe the approach, take-off, transitional, inner horizontal or other surfaces nominated by the procedure designer; (5) Animal or bird activities on and in the vicinity of the aerodrome; (6) Check fences or other devices that prevent persons and vehicles getting on the movement area; (7) Check currency of any outstanding NOTAM initiated (d) The aerodrome serviceability inspection requirements must be in accordance with the prescribed requirement in Appendix 3 Aerodrome Inspection Program and Condition Reporting that is acceptable to the Authority Frequency of Serviceability Inspection At an aerodrome with daily regular public transport operations, serviceability inspections must be carried out daily, preferably before the scheduled operations. Additional serviceability inspections must be conducted after significant weather phenomena such as strong wind gust or heavy rain. At an aerodrome without daily regular public transport operations, serviceability inspections may be reduced to before each regular transport operation or not less than 2 per week, whichever is more Record of Inspections and Remedial Actions The holder of the aerodrome Certificate or Registration Approval must maintain an inspection log book to demonstrate that the inspections have been carried out. Besides recording the inspections, the log book should also record significant aerodrome upgrading or remedial works. 01 April 2013 Chapter 3 Pg 27

38 The logbook must be kept for at least 12 months or the agreed period of the aerodrome safety inspection, whichever is longer. The logbook must be made available to the Authority s Authorised Persons who conducts annual or periodic safety inspections Reporting Changes (a) Where a change in the aerodrome conditions requires a NOTAM to be issued this must be done in accordance with Chapter 2.12 (3). (b) Record of NOTAM initiated should be for at least a year or the agreed period of safety inspection, whichever is longer Use of Heliports (a) Except for a person operating a helicopter on an external load operation, no person operating a helicopter shall use any place within a populous area as a heliport unless the heliport has physical characteristics, obstacle limitation surfaces and visual aids commensurate with the characteristics of the helicopter being operated and the ambient light conditions during operations, and the person has complied with paragraph (c). (b) No person operating a helicopter in a place outside a populous area, and no person operating a helicopter on an external-load operation, shall use any place as a heliport unless (1) the place is suitable for the helicopter to hover clear of obstructions; and (2) the surface is suitable for touchdown and lift-off if that is the intention; and (3) the person has complied with paragraph (c). (c) Before using any place as a heliport, a person operating a helicopter shall ensure that (1) the heliport is clear of all persons, animals, vehicles or other obstructions during the hover, touchdown or lift-off other than persons and vehicles essential to the operation; and (2) the selected approach and take off paths are such that, if the helicopter is not a performance-class 1 helicopter, an autorotative landing can be conducted without any undue risk to any person on the ground; and (3) the helicopter can be manoeuvred in the aerodrome traffic circuit clear of any obstructions, and not in conflict with the aerodrome traffic circuit or instrument approach procedure of any other aerodrome. (d) In this document, external load operation means an operation in which a load is suspended from the helicopter. 01 April 2013 Chapter 3 Pg 28

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40 Chapter 4 Aerodrome Security 4.1 Applicability This section prescribes the aviation security requirements applicable to holders of aerodrome certificate or registration approval under the Civil Aviation (Security) Act 1994 (CASR), to govern the operation of (1) security designated aerodromes; and (2) non-security designated aerodromes. 4.2 Requirements for security designated aerodromes (a) Each holder of an aerodrome Certificate or Registration Approval for a security designated aerodrome shall, comply with Sections 10, 10A, and 10B of the CASR, in addition to complying with the requirements contained in Chapter 6, Sections 6.1, 6.2, 6.3, 6.4, 6.5 and 6.7, and Appendix 4 Sections 4.1,4.2,4.3,4.4,4.5,4.6 and 4.7 of, the National Civil Aviation Security Programme (NCASP) 4.3 Requirements for non-security designated aerodromes Each holder of an aerodrome Certificate or Registration Approval for an aerodrome that is not a security designated aerodrome shall, comply with Appendix 4, Sections 4.2.2, and of the NCASP. 01 April 2013 Chapter 4 Pg 30

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42 Appendix A 1 Aerodrome physical characteristics A.1 Physical characteristics for RESA (1) International aerodromes shall comply with the standard and recommended practices contained in section 3.5 and Section 9-Attachment A of the ICAO Annex 14 Volume 1 requirements; (2) Domestic; aerial work use, private or both; both private and commercial; (a) A RESA must extend (1) to a distance of at least 90 metres from the end of the runway strip where the runway code number is 3 or 4; and (2) to a distance of at least 30 metres from the end of the runway strip where the runway code number is 1 or 2. (b) The width of a RESA must (1) be at least twice the width of the associated runway and be positioned symmetrically on either side of the extended centre line of the runway; and (2) where practicable, be equal to the width of the graded portion of the associated runway strip. (c) A RESA must be constructed to (1) provide a cleared and graded area to reduce the risk of damage to an aeroplane that undershoots or overruns the runway; and (2) where practicable, be clear of any object which might endanger an aeroplane that undershoots or overruns the runway. (d) A RESA must not penetrate the approach or take-off climb surface for the runway. (e) If a RESA has a longitudinal slope (1) any downward slope must not exceed 5%; and (2) slope changes must be as gradual as practicable; and (3) abrupt changes or sudden reversals of slopes must be avoided. (f) If a RESA has a transverse slope (1) any upward or downward slope must not exceed 5%; and (2) slope changes must be as gradual as practicable. 01 April 2013 Pg 1 of 4

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44 APPENDIX 1 ADVISORY CIRCULAR RESERVE 01 April 2013 Pg 3 of 4

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46 APPENDIX 2 ADVISORY CIRCULAR AERODROME MANUAL 01 April 2013 Pg 1 of 20

47 APPENDIX 2 Aerodrome Manual General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Pg 2 of 20

48 Table of Contents CHAPTER 1 FUNCTION AND FORM Function and authority of the Aerodrome Manual (AM) Preparation Organisation Organisation of Content Dissemination.. 6 CHAPTER 2 (AM) OVERVIEW Contents for compliance Special elements of compliance Guidelines for specificity.. 7 CHAPTER 3 CONTENT OF THE (AM) Purpose of this listing About this listing Requirements of Standard Document Aerodromes April 2013 Pg 4 of 20

49 CHAPTER 1 FUNCTION AND FORM 1.1 Function and authority of the Aerodrome Manual If there is a single important point to appreciate about the (AM), it is that it is an extension of the requirements. Because the SD-AD is written in terms broad enough for all aerodromes covered by the requirement, it cannot be specific to each individual aerodrome. The (AM) provides the bridge between the requirements of the standards and their specific application for each aerodrome, considering the aerodrome size, activity and configuration Be Comprehensive. Include in the (AM) all of the SD-AD requirements that apply to your aerodrome. It is intended that the (AM) provide, to personnel concerned with operating the aerodrome, the information needed to comply with the Standards Be Conservative. Refrain from elaboration and detail beyond that necessary to show how regulatory compliance is to be achieved at your aerodrome. Be watchful of the line between; essential statements of responsibility, authority, and procedure; and excessive levels of detail which can restrict flexibility to meet unforeseen circumstances, or even create unnecessary commitments under the Standards. 1.2 Preparation The Standard requires the (AM) to have, besides the technical content, certain physical features of organisation and design. These are discussed in the following paragraphs. You may prepare your (AM) yourself or have someone else to do it. As you continue into this AC you will see that a fundamental knowledge of all aspects of the aerodrome operation will be required to produce a satisfactory (AM). Accurate, concise, statements which speak directly to this Standard document requirements are preferable to glossy essays. Remember that no matter who prepares it, it becomes your document when an Aerodrome Certificate or Registration Approval is granted by the Authority. 1.3 Organisation There are three aspects of the (AM) organisation that you will want to consider. One is concerned with the physical dimensions and layout of the document. Another is the mechanics of the assembly of the document. The third is the combination and sequencing of the material you are placing into the document Physical Layout Design. Since the (AM) is to be a working document that reflects current aerodrome realities, it should be easy to maintain and revise. A systematic page identification system is highly recommended. Each page should carry enough identification to easily determine the document it belongs to, and its exact location in the document. The document should have an amendment page and a checklist as an inventory of the current pages. This can simply be a sheet with columns of page numbers with space for a date alongside. That is a very useful device to verify the currency of a page in question without leafing through the entire document. It is also a checklist for maintenance of the (AM), tracking pages for revision, inserting pages, and such like. 01 April 2013 Pg 5 of 20

50 1.3.3 Assembly. The (AM) should be typewritten and this includes other printing methods which produce a comparable result. A loose leaf, standard size, black and white page assembly in a three ring binder is suggested. Consider the potential problems with the reproduction, insertion, filing, and mailing of odd-size or multi-colour media, and comb or spiral bindings. Also, one side printing is recommended. While it does add bulk, it makes revision easier and lends itself to the display of pages extracted for ready-reference. 1.4 Organisation of Content Your manuals use as a reference guide by aerodrome personnel should be encouraged. With this in mind, consider the functional assignments within your aerodrome organisation. This may influence the way you want to sectionalize the instructions in your (AM) so that it lends itself to parceling out discrete portions to your personnel for their guidance. Generally, the subject sequencing of the standard itself provides a satisfactory outline for the (AM). This is particularly true for the review and updating processes, which flow more easily with the order of the elements as they are found in the standard. 1.5 Dissemination The standard requires that you furnish applicable portions of your (AM) to the aerodrome personnel who are responsible for their implementation. It is not intended that the portion of the (AM) provide the total instructions on how to do a job. If the (AM) is well prepared, however, it will provide information on how the job should be performed to maintain compliance with the standard. 01 April 2013 Pg 6 of 20

51 CHAPTER 2 (AM) OVERVIEW 2.1 Contents for compliance As a general Standard the (AM) should contain operating procedures, equipment descriptions, responsibility assignments, and other information needed by aerodrome personnel to comply with the standard. 2.2 Special elements of compliance The material for procedures, equipment responsibilities and so on, will vary from aerodrome to aerodrome. The standard also lists certain elements that shall be in all (AM) for compliance. These mandatory elements can be regarded as the minimum detail required. Most of the provisions will need more explanation than these elements specify and can conveniently fit as they come up. A few may lend themselves better to a separate illustration (figure, table, chart, map or diagram) which can then be referenced in the discussion of the individual provisions. For example, it may be simpler to draw up an organisation chart and a table of the lines of succession and use them as references rather than repeat the information many times through the manual. 2.3 Guidelines for specificity The central theme and purpose of the (AM) is embodied in the language of Standard Documents - Aerodrome. It is to be a useful working document to assist aerodrome personnel in maintaining compliance with the Standard. This is where the two cardinal principles, mentioned in paragraph 1.1, come into play. The ideal (AM) provides enough direction to achieve compliance with the standard but stops short of smothering detail. Approach the subject as if you, the aerodrome operator, are leaving instructions for someone to carry on in your absence. When you are writing your instructions you may be concerned with WHO is going to perform the tasks, WHAT the tasks consist of, any particular advice on HOW it is to be performed, and the timetable for performance to ensure that things happen WHEN you want them to. These points are discussed below WHO. There are two aspects of WHO that deserve discussion. There is the WHO that normally operates away from your presence on a relatively autonomous basis - not outside your authority but at some distance, either physically or functionally. We shall call this WHO independent for convenience. The key element is that this WHO may have to make decisions that takes action to deal with abruptly changing situations without first checking with you, even if you are somewhere on the aerodrome. The other WHO - the substitute - is one who must step in and perform tasks for compliance with the Standard when the usual chain of responsibility and authority has been temporarily interrupted. This WHO is essentially a substitute in a function and may or may not be completely familiar with the normal routine. The (AM) should provide sufficient guidance for performing the function and, of course, instructions for calling for assistance if problems arise The Independent WHO. As stated earlier, this WHO is probably not totally independent in authority or action - the key point is that certain significant actions may have to be taken without the opportunity for a routine request and approval process occurring between you. Therefore you, as aerodrome operator, want to feel confident 01 April 2013 Pg 7 of 20

52 that this WHO knows what is required from a regulatory standpoint; and can apply this knowledge to new situations, as they arise, as well as the daily routine. This can be accomplished with firm, clear instructions in the (AM). The Rescue and Fire fighting function provides an illustration. Events can occur at the fire station that requires the urgent initiation of actions that could have consequences somewhere else. For example if a piece of fire equipment becomes inoperative, some management action may have to be taken with respect to limiting air transport operations, or at least initiating notification to air transport operators using the aerodrome. If an emergency call is received a decision is often required about initiating all or part of the aerodrome emergency plan. Do the rescue and fire fighting personnel who are faced with these choices have clear, concise, and available information that will put action on the right track? Finally, it must be clear which WHO is the one to be responsible for carrying out the instructions The Substitute WHO. Keep in mind which WHO may have to step forward to accomplish tasks if you or your regular designated representative is absent. You would probably want to select in advance the individual most qualified to do the job. Let s use the aerodrome inspection programme as an example. Assuming that the individual is knowledgeable about aerodrome operations, if not the fine points of Standard Documents - Aerodrome, you would probably not have to start your instructions totally from scratch. However, the individual may not normally perform (or directly oversee) that particular function. Therefore, the (AM) should be specific about critical aspects of the job, such as the routes to be driven on the aerodrome. Then again, since you are not there, there may be yet another person doing that chore, instead of the WHO you had planned for. If your electrician who usually checks the aerodrome lighting is out that day, will the substitute know what to look for? Will the substitute know where the switches are to turn on the lights in the first place (AM)? In other words, an instruction in the (AM) that says field lighting will be checked for compliance with applicable requirements is simply inadequate WHAT and HOW. The WHAT and HOW of (AM) instructions refers to the tasks assigned to various individuals or departments who are charged with achieving compliance with the requirement. Unless all the personnel assigned to the task are familiar with the regulatory requirement, the (AM) should be structured to produce the desired result by providing guidance appropriate to the training and experience of the personnel. For example, it would be questionable value to write instructions in the (AM) that the ground maintenance crew is to Maintain all safety areas in accordance with the requirement unless the crew knows what the Standard Documents - Aerodrome says about the surface of safety areas and the dimensional standards that apply to each safety area. A better approach would be to identify the physical boundaries of the safety areas and state graphically what sorts of surface conditions are to be maintained WHEN. The best instructions will not produce satisfactory results if they are not put into action. Is the instruction The rescue and fire fighting unit will inspect the fuelling areas each day specific enough? Is there going to be a lapse in accomplishment because the first shift thought the second was going to do it, and the second shift thought that the first one surely had done it? The WHEN may also be triggered by circumstances, such as produced by adverse weather conditions. Can the individual who must take some action read a clear and precise WHEN in the (AM), or is there some nebulous statement like When adverse weather conditions dictate? A WHO question can arise here, as well as a WHAT and HOW, if certain procedures or equipment must be specified for use. In fact, it should be obvious now that 01 April 2013 Pg 8 of 20

53 WHO, WHAT, and WHEN, are usually going to be closely intertwined, and that most instructions will have to satisfy the needs of them all. 01 April 2013 Pg 9 of 20

54 CHAPTER 3 CONTENT OF THE (AM) 3.1 Purpose of this listing All of the provisions of the SD AD apply to aerodromes with a certificate. Those aerodromes prepare and maintain an (AM) that reflects the manner in which the aerodrome complies with the requirements of SD-AD. All of the section headings are listed below with amplifying remarks or examples. The order of presentation follows the sequence found in the standards. 3.2 About this listing Except for the requirements of a purely administrative nature, all of the items should be written to satisfy the questions WHO, WHAT, HOW, and WHEN as discussed in paragraph 2.3 of this AC. There are also the Elements of Compliance to be considered - refer to paragraph 2.2. The discussions and examples presented in this listing cannot cover all possible aerodrome situations. Omission of some aspect of the Standard Documents - Aerodrome does not mean it is not required or is of lesser importance. Any questions you may have concerning the application of these discussions or examples to your own aerodrome should be resolved with the Authority. 3.3 Requirements of Standard Document-Aerodromes 3.3. Requirement 3.16 Safety Inspections and Audits This should be mentioned in your (AM) so that whoever is in charge of the aerodrome in your absence is aware that a person duly authorized by the Authority has authority to inspect and audit the aerodrome, documents and records to determine that you comply with the requirements of Standard Documents - Aerodrome Requirement 1.8 Exemptions An exemption, if you have one, occupies its own niche in the compliance picture of your aerodrome. It is important to understand what an exemption is and what it does, and how you may fit it in your (AM) Requirement 1.9 Deviations This provision must not be confused with a violation of the standards. In essence, the provision is for you to respond to an emergency situation. A precise definition of a deviation is difficult and the following examples may help you: giving permission to an air transport aircraft with an in-flight emergency to land at your aerodrome, though the size of the aircraft is beyond your aerodrome rescue and fire fighting category, or that a required visual aid is not serviceable, is a deviation. you send your rescue fire fighting capability to assist in an emergency off the aerodrome not related to aviation and permit normal operations by aeroplanes requiring that capability. That is a violation not a deviation! 01 April 2013 Pg 10 of 20

55 3.3.4 Requirement 2.2 Aerodrome Limitations Any limitations that you establish for the safety of aircraft operations at your aerodrome must be copied in your (AM) and given prominence so that each of your employees are aware of it along with any instruction they might need for compliance Requirement 2.3 Personnel Requirements Except for those areas where the standard requires specific training or performance documentation, the Authority normally assumes that a function well performed indicates sufficient qualified personnel. Remember that this requirement includes aerodrome management and supervisory personnel as well. In this regard a chart or table showing the lines of succession of aerodrome responsibility would be helpful to demonstrate accountability under this standard. The organisation is required to nominate a person to be identified as the Chief Executive. This person must have the overall authority within the organisation, including financial authority, to ensure that all the necessary resources are available to operate and maintain the aerodrome and its facilities in compliance with the SD-AD and to ensure compliance with the procedures in its manual. The person or persons nominated in the manual must represent the management structure of the aerodrome operator and are required to meet the criteria in Section 10 (2) (a) of the Civil Aviation Reform Act of 1999 in respect of being a competent person. You may choose to appoint managers for all or any combination of these areas of responsibility however it must be clear to whom the responsibilities devolve. It is necessary in any case that these manager(s) report to and are ultimately responsible to the chief executive. The person(s) so nominated are to be identified on Form GS 302 and credentials supplied with the application. To be accepted such nominated persons should have adequate knowledge and satisfactory experience in the civil aviation system associated with the operation of aerodromes. The titles, responsibilities, and numbers of the nominated persons will vary dependent on the size and scope of the aerodrome organisation. Irrespective of the titles which may be used or the number of persons nominated the following areas of responsibility you are expected to address those that are applicable to your aerodrome activities. Aerodrome inspection Responsibility for ensuring that all regularly scheduled and periodic inspections are conducted and reported on in accordance with the standards and procedures specified in the organization manual. Aerodrome maintenance Responsibility for ensuring the conduct of preventive maintenance and the timely correction of any reported defects. 01 April 2013 Pg 11 of 20

56 Aircraft rescue and fire fighting Responsibility for ensuring that the aircraft rescue and fire fighting equipment and agents are available and at the correct level for the aerodrome category. That there are sufficient detailed and available trained personnel to ride the vehicles and operate the equipment to its maximum capacity. Safety Management System Responsibility for safety management procedures to assure compliance with the aerodrome manual and with the SD AD. Responsibilities include ensuring the adequacy of the manual and associated procedures in meeting the requirements of the SD AD and in reflecting the scope of services and facilities provided and ensuring that corrective actions in respect of any deficiencies are fully implemented Requirement 2.4 Aerodrome Emergency Plan (AEP) You are referred to the ICAO Doc 9137-AN/898 Airport Services Manual Part 7 Airport Emergency Planning which provides detailed guidance on the many facets of the AEP which are acceptable for compliance with this standard. The AEP is a mandatory part of your (AM) and the guidelines for specific statements in paragraph 2.3 regarding responsibility and function apply when you write about the AEP Requirement 2.5 Rescue And Fire fighting Category Determination State what your aerodrome category is and explain what it means in terms of the aircraft operating at your aerodrome. It would be a good idea to name the largest type of aircraft that your category can serve because sooner or later the question is bound to arise Requirement 2.6 Rescue And Fire fighting Extinguishing Agents State the minimum usable amount of extinguishing agents that you are required to have for your aerodrome category and do not forget to address the reserve supply and replenishment. Appendix 4 Aerodrome Rescue and Fire fighting provides further information on extinguishing agents which you might want to include in your (AM) Requirement 2.7 Rescue And Fire fighting Vehicles State the minimum number of vehicles that you require for your aerodrome category and this a good time to equate the vehicle or vehicles with the requirements for extinguishing agents and the equipment to be carried Requirement 2.8 Rescue And Fire fighting Personnel Requirements The personnel requirements are the vital element for an effective rescue and fire fighting service. Appendix 4 Rescue and Fire fighting provides you with detailed guidance regarding personnel, the required protective clothing, and the rescue and fire fighting equipment. Your (AM) should contain a description of the alarm system for rescue and fire fighting response and a requirement for a daily test. The air traffic service role in the alarm system, and the test, should also be included Requirement 2.9 Rescue And Fire fighting Response Capability Having provided the necessary elements of rescue and fire fighting for the category of your aerodrome, this is now the vital area where you need clear instructions about the disposition of the rescue and fire fighting elements to achieve the response capability. In particular, you should establish a daily check system of the serviceability of the vehicles, and confirmation of the availability of the rescue and fire fighting personnel. You must also be aware that this capability is the first step of your aerodrome emergency plan. 01 April 2013 Pg 12 of 20

57 One aspect of your response capability which must be covered in your (AM) is the requirement for coverage during operations by aeroplanes having a certified seating capacity of more than 30 passengers that are engaged in regular air transport operations. Your rescue and fire fighting unit should be instructed to maintain a response capability at least 15 minutes before an arrival and 15 minutes after the departure of each aeroplane movement requiring coverage. It would be advantageous to impress on the air transport operators the importance of keeping you apprised of any changes to their flight schedules and to provide instructions in your (AM) for contacting those operators for information on any flight delays or schedule changes Requirement 2.10 Public Protection The requirements of the SD AD pertaining to this subject are oriented toward inadvertent entry into an area containing hazards for the unwary trespasser who in turn could be hazardous to aircraft operations. The prevention of intentional infiltration of aerodrome security areas is within the scope of Chapter 6 of the SD-AD and should not be confused with this requirement. The coverage of your (AM) should describe the measures taken to prevent inadvertent entry by persons, vehicles or animals. Fencing is an obvious method, and conspicuous signing is another. Neither one is much good if the gates are left invitingly open or the signs are faded or otherwise obscured. The (AM) should provide for continuing surveillance of all of the safeguards on you aerodrome for compliance with this provision of SD-AD Requirement 2.11 Wildlife Hazard Management In addressing wildlife hazards at your aerodrome, one of three types of entries are needed in your (AM): a statement of negative activity; a brief statement of activity not considered hazardous; or a environmental management programme to minimise or eliminate hazardous activities. If there is no wildlife activity at your aerodrome, or at least no activity that you considered needed a programme, a statement in your (AM) to that effect is needed. If wildlife activity at your aerodrome triggered an environmental programme study, and it was subsequently determined that a programme is not required, your (AM) should contain a brief statement that identifies the type and extent of the activity that triggered the study. This will serve as an approximate gauge for comparison with subsequent wildlife observations for revaluation of the situation. In this case you can probably draw on the study to include some specifics on the type of wildlife activity likely to be observed, and some helpful guidance on when the activity may be approaching the limit of acceptability. If it has been determined that your aerodrome must have a environmental management programme, it becomes a permanent part of your (AM) unless a subsequent determination removes that requirement. You should follow the guidance in paragraph 2.3 of this AC to assure the appropriate level of specific instruction and guidance for aerodrome personnel Requirement 2.12 Notification of Aerodrome Data And Information The users of your aerodrome use the data and information promulgated in the Fiji Aeronautical Information Publication to assess the suitability of the aerodrome for the aircraft types they operate. It is essential that you provide accurate and timely data and information to the aircraft operators through the medium of the Aeronautical Information 01 April 2013 Pg 13 of 20

58 Service (AIS) and that you maintain its currency. You should discuss this requirement with the Aeronautical Information Service to establish procedures for providing the aerodrome data and information. In particular make arrangements for the rapid advice of any changes of aerodrome conditions which require the issue of a NOTAM. You should pay particular attention to the WHO, WHAT, HOW, and WHEN to ensure that your procedures for this vital safety function is effective and reliable. Appendix 9, Aerodrome data and information, provides you with details of the information and data that you are required to provide to AIS Requirement 2.13 Aerodrome Safety Management System The aerodrome safety programme and other checking requirements prescribed in the Standards, addressed later in this AC, are an essential element of an aerodrome safety management control system. Your safety management control system is an independent internal control system aimed at ensuring that any deviation from a performance standard will be detected and appropriate corrective action taken before the deviation becomes a hazard to the operations of aircrafts at the aerodrome. Your safety management control system should conduct ongoing reviews of the aerodrome operator s documentation, procedures and performance of the aerodrome elements on a regular basis. These reviews will ensure that all relevant requirements, standards, and procedures are adequately defined, documented, continue to be appropriate for the operation of the aerodrome, and are being complied with. Your safety management control system should have procedures for investigating the cause of any non-compliance with standards and for analyzing the performance of any element of aerodrome operation. It will also show when reviews are due, when they are completed, and provide a system of reports that can be seen by the Authority on request. Your aerodrome safety management control system should establish a means by which any deficiencies observed during the internal reviews could be corrected. These means will ultimately lead to the Chief Executive. Safety management system is an independent function and should be under the control of a Safety Manager. The way in which it is established and the procedures used will vary with the size and scope of the aerodrome operation. It is a management tool to ensure that the safety management system is effective and therefore the aerodrome operators policy, objectives, and procedures for, and commitment to safety management needs to be defined and documented. You may, particularly if you have a small organisation, wish to arrange for an independent qualified person on a contractual or other basis to carry out the safety management reviews. Your aerodrome safety management document should contain component of the safety management system safety policy and safety objectives safety risk management safety assurance 01 April 2013 Pg 14 of 20

59 safety promotion Measures should be taken to ensure that the aerodrome safety management policy is understood, implemented, and complied with at all levels Requirement 3.3 Aerodrome Maintenance This and other extensive maintenance type requirements will have similar patterns in your (AM). Refer to paragraph 2.3 of this AC and cover those areas of WHO, WHAT, HOW, and WHEN. The aerodrome inspection programme will normally identify deficiencies and thus initiate a requirement for maintenance work. This portion of your (AM) should prescribe the procedures needed by your maintenance personnel for the conduct of corrective maintenance. The Standard also requires a preventive maintenance programme designed to alleviate the deterioration of any element of the aerodrome to a state where it might be a hazard to aircraft operations. This requirement should be addressed with schedules and procedures established for your maintenance personnel. Items you might want to pay particular attention to in this area are possible surface contaminants, providing specific instructions on the notification of aerodrome users of such a condition, and the authority to initiate removal operations. It is in your interest to avoid disruption to aircraft operations due to the accumulation of contaminants and it is suggested that you anticipate these conditions and devise a programme for detection and removal which will minimise any disruption to the users Requirement 3.4 Visual Aids For Navigation Maintenance And Checking The maintenance task is to fix or replace the broken or missing item in kind. However there are a few additional points to be considered. If the light is burned out it should be a simple matter to replace the bulb. But if the light has been smashed out of recognizable existence or missing, you need to be sure that whoever replaces it knows what kind of fixture to use. Similar information is required regarding markings. Well-written instructions supplemented by an aerodrome diagram are valuable insurance against incorrect replacement of an item. You should also include clear instructions on just how many, and in what sequence, lights may be out before the system is considered inoperative as prescribed in Appendix 6, Aerodrome Design Aeroplanes above 5700 kg MCTOW. This is an appropriate place to describe your runway and taxiway system of identification. Beyond the system description it is recommended that a runway and taxiway diagram be provided, especially if your identification system varies from the norm or is otherwise complicated. You should also know who is responsible for the aerodrome lighting and include the means of contacting them. The location of marked or lighted (or both) obstructions that fall within your aerodrome s authority and responsibility should be included. The narrative description should be enhanced by locating the objects on a map or chart keying them to the description. 01 April 2013 Pg 15 of 20

60 An aerodrome can be a confusing array of obstruction lights with different parties responsible for their maintenance. Be specific in your (AM) identifying which ones are your maintenance responsibilities and which ones are the responsibilities of others. You should also include explanation of who is to contact them in case of an outage and how they do it. The Standard also requires each visual aid for navigation to provide accurate guidance to the user. Appendix 3 Aerodrome Inspection, provides guidance regarding the ground and flight checking of visual aids which you can translate into your manual. Ensure that the procedures for inspection also include the procedures to instigate the correction of any defect found Requirement 3.5 Works on Aerodromes The important aspect is your control of works on aerodromes and the procedures established to ensure that any works conducted will not endanger aircraft operations. Further guidance is given to you in Appendix 5 Works on Aerodromes which you can translate into procedures and instructions in your (AM) Requirement 3.6 Aerodrome Emergency Plan Maintenance Hopefully, an emergency situation at your aerodrome will be a rare occurrence and it is therefore important to periodically test and review your aerodrome emergency plan to maintain its potential effectiveness. Again the key element is to address the WHO, WHAT, HOW and WHEN in determining the procedures in your (AM) Requirement 3.7 Rescue And Fire fighting Operational Requirements This is one of the most critical areas to write in your (AM). The basic ingredients are still the same - the familiar WHO, WHAT, HOW, and WHEN still highlight the requirements. This is an area where you have the independent WHO to deal with and a few problems unique to the rescue and fire fighting situation. Do you have full control over the operation of the rescue and fire fighting unit that provides your service? How much latitude does it have before it must request your approval? Can the vehicles be dispatched off airport, or conduct some other task, without your permission? Are you reliably informed whenever an element of your rescue and fire fighting unit becomes inoperative or unavailable for any reason? These are basic questions you should have answers to before you can write a useful rescue and fire fighting procedure in your (AM). If you have full and firm control your task is made a lot easier. You will want to give your rescue and fire fighting unit as much flexibility as possible within the scope of their mission, but you will want to build into your (AM) procedures a fast and reliable information system so that you know when you are at a decision point concerning air transport operations. The air traffic service unit, should you have one at your aerodrome, can be of great assistance to your rescue and fire fighting operation. You should give priority to discuss with the unit the role of the unit in emergency operations and the particulars of its interface with the rescue fire fighting unit and the aerodrome management. Write this in your (AM). Include in your instructions the limits beyond which the rescue and fire fighting unit is not able to operate to avoid misunderstandings and ineffective actions during an actual emergency. It might be mutually beneficial to enter into a letter of 01 April 2013 Pg 16 of 20

61 agreement with the air traffic services unit to cover their participation in an emergency condition at your aerodrome. If this is done, copy the agreement in your (AM). The Standard permits a temporary reduction in rescue and fire fighting during periods by aeroplanes which require a lesser level or no level of rescue and fire fighting. Certain conditions must be met which you must address in you (AM). The person, or persons, with the authority to implement the reduction must be identified in your (AM) along with the procedures to be followed. There must be a system in place for the recall of the full required complement of rescue and fire fighting personnel and equipment and this is a mandatory item in your (AM). There is a requirement for the notification to the Aeronautical Information Service prior to implementation of the procedure with appropriate responsibilities and authorities to be detailed in the (AM). Place instructions for even the simplest communication systems in your (AM). If your rescue and fire fighting unit is required to deal with additional channels for communication with other agencies, the opportunities for communication errors increases dramatically, especially in the heat of an emergency. The inoperative vehicle potential needs careful attention in your (AM). To begin with there should be an explanation of what inoperative means in the context of the Standard. Inoperative means that the vehicle is unable to perform all the functions required of it. It does not mean that the vehicle for example has been sent off the aerodrome and therefore not available for aerodrome emergencies. There should be clear instructions for the procedures to be followed, and who is to accomplish them, when a required item of rescue and fire fighting equipment becomes inoperative. This is one of those areas where you, as the aerodrome operator, must have prompt and accurate knowledge of the status of your rescue and fire fighting readiness so that you are able to discharge your responsibilities for notification and limitations on air transport aircraft operations Requirement 3.9 Apron Management Service You should appreciate that the apron is not part of the aerodrome maneuvering area with established safety related standards and procedures for the movement of aeroplanes and any essential ground vehicles. As suggested by the Standard you should first assess the volume of traffic, aircrafts and ground vehicles, which use the apron to determine if you need to regulate their use of the apron. The objective of this service would be to prevent collisions between aeroplanes, between aeroplanes and obstacles or ground vehicles. If you do determine that a service is required you must then determine who is going to be the service then issue appropriate procedures and instructions to personnel and to the apron users Requirement 3.10 Aerodrome Inspection Programme (AIP) This activity is very important because it impacts so many other areas of compliance with the standards. The AIP function enables you to monitor aerodrome conditions to assist you with compliance with other requirements of the Standards. Appendix 3 Aerodrome Inspection will help you structure a comprehensive programme for the aerodrome. The guidelines of paragraph 2.3 of this AC should be applied so that all of the elements of an effective inspection programme are accomplished. 01 April 2013 Pg 17 of 20

62 Note that daily inspections are not absolutely required as there may be periods of no aeroplane movements at your aerodrome, but be wary of a long interval between inspections. In any event the schedule of inspections and the concomitant responsibilities should be included in your (AM) Requirement 3.11 Ground Vehicles Tight control of ground vehicles can forestall many problems on your aerodrome movement areas, and clear precise procedures in your (AM) can help ensure that control. If your aerodrome has an air traffic service, your (AM) should also contain any procedures or requirement that you have jointly agreed to including radio or other communication requirements. You are reminded that the operation of any radio equipment in the aeronautical mobile frequency band must be in accordance with the applicable requirements of the SD-ATELCOM. If your aerodrome has no air traffic service, or for those periods when the air traffic service is not in attendance, your (AM) should contain the procedures to control ground vehicles on the movement areas through prearranged signs or signals. If you have special written agreements with your tenants concerning vehicle discipline in compliance with this standard and there should be an appendix in your (AM) for guidance of aerodrome personnel tasked with their enforcement Requirement 3.12 Protection of Navigation Aids This is another area where the (AM) should reflect the assignment of a person or position to be alert to activity that may derogate the guidance from a navigation aid. Depending on the placement of the navigation aids, there may also be a need to write procedures and assignments in the (AM) for security patrols, fence maintenance, and so on Requirement 3.13 Aerodrome Condition Notification The document requires you to advise aircraft operators, as soon as practical, of any condition on the aerodrome which may affect the safe operations of aircraft at your aerodrome. Appendix 3 Aerodrome Inspection contains information for you to address this requirement in your manual Requirement 3.14 Unsafe Conditions A way to avoid non-complying conditions is to build into your (AM), from the very beginning, the mechanisms to provide you, the aerodrome operator, with the timely and accurate information you need to take action to comply with each requirement or standard. Your personnel need to be provided with clear instructions so that you are informed of any circumstances that require your timely action to maintain compliance with the Standard. If you delegate responsibility to others, or if tasks may fall on someone else in your absence, your best friend will be an (AM) that provides the information and guidance needed by your aerodrome personnel to maintain safe aerodrome operations in compliance with the provisions of SD-AD. Should some element of the SD AD not be met, to the extent that an uncorrected unsafe condition exists on your aerodrome, aircraft activity on that area must be halted. 01 April 2013 Pg 18 of 20

63 Your (AM) should carry this message clearly to all aerodrome personnel: if someone discovers such a condition they will know that, at the very least, that the information must be passed to a specific level of aerodrome authority without delay Requirement 3.15 Changes to Certificate or Registration Approval Holder s Organisation The Standard considers a timely amendment to be one provided to the Authority as soon as practical following its incorporation into the (AM) with the exception of those changes listed in paragraph (d) which require acceptance by the Authority. It is a good idea, especially in the case of lengthy or complicated changes, to provide the Authority with a draft prior to incorporation in the (AM). When the revision to your (AM) is effective, you should place special management emphasis on any area of the aerodrome operation which was affected. Usually, a change in working procedure or other requirement is easier to implement if those who must make the changes had a role in the formulation of the changes. The Standard requires the (AM) to be maintained current at all times. This can be an awesome workload or a relatively minor routine chore. The difference is largely in how you prepare for the review and revision process. Lay the Groundwork. Add the review and revision process to the list of things to be kept in mind when you design your (AM). Plan the document so that it lends itself to parceling out self - contained segments for review by persons knowledgeable in that area. Identify who is to accomplish the review of the various parts of the (AM) and when they are to do it. Set a schedule and keep it. This cannot be overemphasized. You may wish to schedule portions of the (AM) on a staggered basis so that there is not an enormous workload accumulated at one time. Establish the Process. Once you have decided how, by whom, write it down where all those who have tasks to perform can be reminded of them. And the best place to write it down is in the (AM) itself. Use the WHO, WHAT and HOW guidelines. You will also want to establish procedures for injecting changes or additions into the (AM) in between regularly scheduled reviews. You probably will be in the best position to see most of those situations develop, and can initiate a timely amendment to the (AM) Chapter 6 Aerodrome Security The National Aviation Security Programme Reference Manual amplifies the requirements of this Section and will assist you to provide a description of the security facilities and procedures required at your particular aerodrome. 01 April 2013 Pg 19 of 20

64 THIS PAGE INTENTIONALLY BLANK 01 April 2013 Pg 20 of 20

65 APPENDIX 3 ADVISORY CIRCULAR AERODROME INSPECTION PROGRAMME and CONDITION REPORTING 01 April 2013 Pg 1 of 20

66 General APPENDIX 3 Aerodrome Inspection Programme and Condition Reporting Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Pg 2 of 19

67 Introduction 1. While some hazardous aerodrome conditions develop virtually instantaneously, others are gradual. It is important to have an aerodrome inspection programme that monitors specific areas so that small defects do not develop into significant safety hazards. 2. An effective aerodrome inspection programme is an essential element of preventive maintenance and of the aerodrome internal quality assurance. 3. Under the Standard Document Aerodromes all aerodromes serving any aeroplane, having a certified seating capacity of more than 30 passengers and that is engaged in regular air transport operations, are required to have an aerodrome Certificate or Registration Approval. The operator of each certificated or registered aerodrome is required to establish operating procedures to ensure that prompt corrective action is taken to eliminate unsafe conditions on the aerodrome. The aerodrome operator is also required to advise aircraft operators of any aerodrome condition which may affect the safety of aircraft operations. 4. This AC suggests components, responsibilities, and items for regularly scheduled, continuous surveillance, periodic condition, and special inspections for use during any of these inspections and for aerodrome condition reporting. This guidance can be modified as necessary to meet local situations. The information and suggestions in this publication serve as a basis by which aerodrome operators may develop their own aerodrome inspection programmes. 01 April 2013 Pg 3 of 19

68 Table of Contents CHAPTER 1 AERODROME INSPECTION OVERVIEW Responsibility Knowledge and equipment for aerodrome inspection Components of an aerodrome inspection.. 6 CHAPTER 2 REGULARLY SCHEDULED INSPECTION Introduction Paved Movement Areas Unpaved Movement Areas Runway and taxiway strips and safety areas Markings and signs Lighting Visual navigation aids Obstructions Construction Aircraft rescue and fire fighting Public protection Wildlife hazard management 10 CHAPTER 3 CONTINUOUS SURVEILLANCE Introduction Ground vehicles Construction Public protection Wildlife hazard management Potential problems.. 11 CHAPTER 4 PERIODIC CONDITION EVALUATION Introduction Pavement areas Markings and signs Visual navigational aids Obstacles CHAPTER 5 SPECIAL INSPECTIONS Introduction Paved movement areas.. 13 CHAPTER 6 FLIGHT CHECKING OF VISUAL AIDS Introduction Requirements for specific flight checking Flight checking criteria 15 CHAPTER 7 AERODROME CONDITION NOTIFICATION Introduction NOTAM Information April 2013 Pg 4 of 19

69 CHAPTER 1 AERODROME INSPECTION OVERVIEW 1.1 Responsibility Aerodrome Inspection. Aerodrome inspection is a primary responsibility of the aerodrome operating certificate holder. Primary attention should be given to such operational items as pavement areas, safety areas, markings and signs, lighting, aircraft rescue and fire fighting, fuelling operations, navigational aids, ground vehicles, obstructions, public protection, wildlife hazard management, and construction. The responsibility for inspection of all or some of the aerodrome areas may be assigned to other tenants, but with aerodrome management retaining overall inspection supervision. Management cannot delegate responsibility for operating the aerodrome safely Inspection Frequency. The frequency of inspections should be determined by identifying areas critical to the ongoing safety of aircraft operations, taking into account the following factors frequency of operations duration of operations types of aircraft served the aerodrome environment complexity of the facilities size of the aerodrome The reasons for establishing the frequency of inspections should be documented, and submitted to support the contents of the exposition, addressing the certificate holder s safety inspection programme Inspection Recording. An effective aerodrome inspection requires a procedure for reporting deficiencies so that they can be corrected. The aerodrome operator shall notify the Aeronautical Information Service (AIS) (for the issue of a NOTAM), as soon as practicable, of any aerodrome condition or defect which could have an immediate and critical impact on the safety of aircraft operations. When corrective action has been taken, the NOTAM is to be cancelled. For even the smallest aerodrome, it is desirable to use an aerodrome inspection checklist which constitutes a written record of conditions noted, and acts as a check on the follow-up actions taken. The scheduled use of a dated checklist will assure the regularity and thoroughness of safety inspections and follow-up of deficient items. It is most desirable to use a format in which each inspected area of the aerodrome complex is positively noted. 1.2 Knowledge and equipment for aerodrome inspection Personnel who conduct aerodrome inspections should: (a) know the location and types of aerodrome facilities and their design criteria; (b) know the standards applicable to the aerodrome; 01 April 2013 Pg 5 of 19

70 (c) have a vehicle equipped with (i) two way voice radio communications with the air traffic services unit, if provided for the aerodrome; (ii) a flashing or rotating beacon for night time inspections; and (ii) either a beacon or chequered flag for day time inspections; (d) know and use correct radio communication procedures and techniques; (e) be supplied with check lists covering the various inspection areas. While the format of check lists vary, it is important to develop a check list that is useful for the aerodrome and its operation. If certain inspectors will be responsible for only certain items, separate check lists pertinent to those areas may be developed. A sketch of the aerodrome should accompany the check list so that the location of problems can be marked for easy identification; (f) read the previous inspection report; (g) if construction is in process, be familiar with the safety plan for the project; and (h) if the aerodrome is certificated under the Standard Document Aerodromes, be familiar with the aerodrome certification manual requirements about aerodrome inspections. 1.3 Components of an aerodrome inspection An effective safety inspection programme has four components a regularly scheduled inspection of physical facilities continuous surveillance of certain aerodrome activities, such as fuelling operations, construction, aerodrome maintenance a periodic inspection programme for such things as surveying approach slopes, checking for obstructions, the checking of visual aids, operation of lights special inspections during unusual conditions or situations, such as inclement weather or following maintenance activity on the maneuvering areas. 01 April 2013 Pg 6 of 19

71 CHAPTER 2 REGULARLY SCHEDULED INSPECTION 2.1 Introduction The regularly scheduled inspection consists of specific observations of aerodrome physical facilities on a frequency determined by the aerodrome operator. This inspection should concentrate on the areas described in this section and if deficiencies exist, indicate the item and identify its location on a sketch. Take photographs, if appropriate, to document the condition. 2.2 Paved Movement Areas The condition of pavement surfaces is an important part of aerodrome safety. Pavement inspection should be conducted before beginning flight operations to ensure pavement surfaces are clear. As a minimum, a daily inspection should be performed of all paved areas as follows - (a) check the pavement edges to assure that they are no greater than necessary to allow water to drain off the pavement. A lip height no greater than 25 mm to 35 mm is usually sufficient to allow proper drainage. Any edge of 75 mm or more would be considered to be a hazard to aircraft; (b) report and monitor any surface cracking; (c) determine if there are any holes. A hole exceeding 125 mm in diameter that exceeds 75 mm in depth with a side slope of 45 degrees or greater, is considered to be a hazard to aircraft and should be dealt with immediately; (d) check the condition of pavement areas for scaling, spalling, bumps, low spots, and for debris that could cause damage to aircraft; (e) check for vegetation growth along runway and taxiway edges that may impede drainage from the pavement surface or slowly break up the paved surface; and (f) check for vegetation growth in cracks. 2.3 Unpaved Movement Areas The condition of these surfaces are as important as for paved surfaces and should be subject to the same level of thoroughness (a) determine if there are any hazardous ruts, depressions, humps or variations from the normal smooth surfaces; (b) determine if there are any holes that could cause directional control problems for any aircraft; (c) check for debris and other foreign objects; (d) check the condition and length of grass surfaces. The height of the grass should not be excessive; and (e) check for vegetation growth along the edges that may impede drainage from the movement areas. 01 April 2013 Pg 7 of 19

72 2.4 Runway and taxiway strips and safety areas The inspector should know the dimensions of the runway and taxiway strips and runway end safety areas at the aerodrome and: (a) determine if there are any hazardous ruts, depressions, humps or variations from the normal smooth surface; (b) check to ensure no object is located in these areas, except objects that must be in the areas because of their functions (such as runway lights, signs, or navigational aids); (c) determine if the base for any equipment in safety areas is at grade level; (d) check to ensure that the ground has not been eroded from around light bases, manhole covers, or other fittings that should be flush with the surface; and An exposed high edge could be a hazard to aircraft and should be filled in. (e) check for any damage that might be caused by animals. 2.5 Markings and signs Aerodrome markings and signs provide important information to pilots during take-off, landing and taxiing. The inspector should know the appropriate markings and signs at the aerodrome: (a) check markings for correct colour coding, blistering, chipping, fading, and obscurity due to rubber build-up; (b) check that markers are correctly positioned and in good condition; (c) check signs to ensure they are the correct colour coding, easy to read, secure, and that all lights are working and not obscured by vegetation or dirt; (d) check that signs within the strip areas are frangibly mounted; and (e) check to see that signs are not missing, that they have the correct legend and orientation, and whether they are in need of repair. 2.6 Lighting At night and during periods of low visibility, lighting is important for safe aerodrome operations. Lights come in different shapes, sizes, colours, and configurations and can be flush mounted or elevated: (a) check to ensure that the following are operable, if installed, and that the optical systems are not obscured by vegetation or deposits of foreign material runway threshold and end lights runway, taxiway, and apron edge lights runway centreline and touchdown zone lights taxiway centreline lights and apron guidance lights 01 April 2013 Pg 8 of 19

73 holding position lights runway end identifier lights reflectors floodlights for signs visual docking systems apron floodlighting obstruction lights. (b) report all damaged or missing fixtures, and lights that are not working; (c) report any broken lenses; (d) ensure that runway and taxiway lights and runway threshold lights are the proper colour and are oriented correctly; and (e) check that lights function properly, including intensity controls, through the manual or radio control features, and that photocell controls function properly. 2.7 Visual navigation aids The inspection should concentrate on the visual navigational aids as follows (a) ensure that the windsock area is clear of vegetation and that it can be easily seen; (b) check the windsock to ensure that the supporting mast is upright, that the windsock swings freely and, if lighted, that all lights are operating; (c) ensure that the aerodrome beacon, if provided, is visible and working properly; (d) ensure that the Runway End Identifier Lights (REIL) are flashing, and not obscured to an approaching aircraft; and (e) check Visual Glide Slope Indicators (VASIS, PAPI) to ensure that their lights are working, not obscured to an approaching aircraft and that the mountings have not been damaged or disturbed. 2.8 Obstructions The inspection should concentrate on a visual check of any construction underway on or near the aerodrome that could affect aircraft operations: (a) check for any new or unreported obstructions such as cranes, masts, advertising hoardings, balloons and suchlike, that intrude into the aerodrome obstacle free surfaces; and (b) determine that obstructions are properly marked and lit. 01 April 2013 Pg 9 of 19

74 2.9 Construction The inspection should focus on construction activities on the aerodrome to ensure that a high level of safety for aircraft operations is maintained: (a) determine if stockpiled material and construction materials are properly stored to keep them from being moved by wind, jet blast, or propwash; (b) check all construction adjacent to movement areas to ensure areas are identified with conspicuous marking and lighting; (c) determine if heavy construction equipment (such as bulldozers and cranes) are marked and lighted and parked clear of the runway and taxiway strips and any safety areas; (d) check to determine that stockpiles and stored equipment are not left in a position that would infringe the obstacle free surfaces; and (e) check to ensure that debris and foreign objects are progressively being picked up around construction areas Aircraft rescue and fire fighting The inspection should focus, if rescue and fire fighting is required, on the rescue fire fighting capability as follows (a) at applicable aerodromes, check aircraft rescue and fire fighting equipment availability; (b) determine that all required rescue and fire fighting vehicles are serviceable and the required personnel are available; (c) insure communication systems are working; and (d) determine the adequacy of the fire fighting agents on hand Public protection Check the serviceability of barriers provided for public protection and the functioning of any control procedures Wildlife hazard management Check for dead birds or animals on the runways, taxiways, and aprons or other signs that wildlife problems may be developing such as large flocks of birds on or adjacent to the aerodrome. 01 April 2013 Pg 10 of 19

75 CHAPTER 3 CONTINUOUS SURVEILLANCE 3.1 Introduction Continuous surveillance is an alertness practiced by personnel to look for defects at any time they are on the aerodrome operational area. Continuous surveillance of aerodrome physical facilities and activities should cover at least the areas described in this section. 3.2 Ground vehicles (a) Determine if procedures and arrangements for the orderly operations of ground vehicles (including grass mowing machines) are being followed; and (b) Report any deficiencies, if appropriate. 3.3 Construction (a) Check for unauthorized use of runways, taxiways, and aprons by construction personnel and equipment; (b) Keep a sharp eye out for potential runway incursions and other irregularities; (c) Check all construction projects to ensure that the safety plan is being followed by the contractor; and (d) Ensure that construction equipment is not operated in navigational aid critical areas unless it is coordinated with the operator of the aid. 3.4 Public protection (a) Be alert for unauthorized persons, vehicles, and animals; and (b) Ensure gates are serviceable and clear for access by rescue and fire fighting vehicles. 3.5 Wildlife hazard management (a) Note any birds or animals on or adjacent to the runways, taxiways, and aprons, to determine if there is a potential wildlife hazard problem; and (b) Report any potential hazard created by birds on or adjacent to the aerodrome. 3.6 Potential problems Check the following for any potential problems (a) control of pedestrian access to the movement areas; (b) passenger loading and off-loading areas; (c) other movement areas frequented by the general public; and (d) debris on movement areas. 01 April 2013 Pg 11 of 19

76 CHAPTER 4 PERIODIC CONDITION EVALUATION 4.1 Introduction Periodic condition evaluations consist of specific checks on a regularly scheduled basis (but less frequently than daily). Checks may require use of specialist equipment and should cover at least the areas described in this section. 4.2 Pavement areas Check pavement surfaces for rubber build-up, polishing, or other conditions affecting surface friction. 4.3 Markings and signs (a) Check pavement markings to ensure they are correct and in good condition; and (b) Determine if markings are visible at night, especially examine for rubber build-up in the touchdown zone areas. 4.4 Visual navigational aids An inspection programme for each visual navigation aid is essential to confirm their ongoing accuracy and reliability (a) visual navigation aids inspections should include regular checks of the power supply, light emission and alignment using such equipment as a spot-meter and aiming and calibration bars; (b) ensure that power generator and circuit resistance tests are being conducted; (c) ensure that operation on auxiliary power will cause no deterioration in any aspect of the lighting systems and that the time to cut in does not exceed 15 seconds; and (d) for the flight checking of visual aids, refer to Chapter Obstacles (a) If the aerodrome is required to provide the AIS with data for the promulgation of aerodrome obstacle charts, survey all take-off flight paths to confirm the accuracy of the data; (b) Survey the other aerodrome obstacle limitation surfaces established for the aerodrome for clearance from protruding obstacles; (c) If an obstruction is found to infringe an obstacle limitation surface, either immediately remove the obstruction or notify the AIS with the corrected effective operational lengths (EOL) for promulgation in a NOTAM. If the infringing obstruction is permanent, notify the AIS of the permanent EOL for promulgation in the AIP; and (d) The period for the conduct of the checks should be determined, and included in the aerodrome operating exposition, by a study of the aerodrome environment to identify the likelihood of significant obstructions, such as tree growth, structures, and similar, being developed in the intervening periods. 01 April 2013 Pg 12 of 19

77 CHAPTER 5 SPECIAL INSPECTIONS 5.1 Introduction Special inspections occur after receipt of a complaint such as substandard braking action, or as triggered by an unusual condition or event. A special inspection should be conducted after an accident or incident. Depending upon circumstances, special inspections may include the inspection of any of the specific facilities or activities under the other three components. A special inspection should cover at least the areas described in this section. 5.2 Paved movement areas After heavy precipitation an inspection and assessment should be made as follows: (a) Water on a runway Whenever water is present on a runway, a description of the runway surface conditions on the centre half of the width of the runway, including the possible assessment of water depth, where applicable, should be made available using the following terms: DAMP - the surface shows a change of colour due to moisture. WET - the surface is soaked but there is no standing water. WATER PATCHES - significant patches of standing water are visible. FLOODED - extensive standing water is visible. (b) Snow, slush or ice on a runway Whenever a runway is affected by snow, slush or ice, and it has not been possible to clear the precipitant fully, the condition of the runway should be assessed. Whenever dry snow, wet snow or slush is present on a runway, an assessment of the mean depth over each third of the runway should be made to an accuracy of approximately 20 mm for dry snow, 10 mm for wet snow and 3 mm for slush. (c) Unpaved movement areas After or during a period of heavy precipitation, check for ponding, and any surface softness which might affect the bearing strength and braking. (d) Runway and taxiway strips and safety areas (i) check storm water system to verify that inlets are not clogged and drainage channels are free of debris. Note any standing water; and (ii) ensure all drain covers are in place and flush with the surface. (e) Maintenance and construction (i) conduct a special inspection before reopening a runway or taxiway following any construction or maintenance that has been performed in or around the maneuvering area; 01 April 2013 Pg 13 of 19

78 (ii) any time an aircraft has left the pavement and entered a strip or safety area check to ensure that no ruts or holes have been made by the aircraft tires or personnel and equipment during the recovery operation; (iii) check for construction and maintenance activities to ensure that no hazardous conditions have been created (equipment left in safety areas, unacceptable pavement edges created by ground alteration work, ruts from mowing equipment); and (iv) after construction or maintenance operations, ensure that pavement markings are correct and that any unserviceable markers have been removed. 01 April 2013 Pg 14 of 19

79 CHAPTER 6 FLIGHT CHECKING OF VISUAL AIDS 6.1 Introduction The objective for the flight checking of visual aid lights is to confirm the accuracy of the guidance provided by visual approach aids and to otherwise determine the conspicuity of all the lights required for the aerodrome Flight checking is not a means for determining the serviceability of lights and visual aids as this is best done by an effective aerodrome inspection, and preventive maintenance programme as mentioned earlier in Chapter 4. The requirements for ongoing flight checking can also be minimized by such programmes. 6.2 Requirements for specific flight checking Visual aids include markings, wind direction indicators and the like. Visual aids and aerodrome lights, other than taxiway and apron lights, should be flight checked in the following circumstances: (a) prior to commissioning into service; and (b) when any major component is replaced with re-alignment or re-siting required; and (c) when any visual aid is re-sited; and (d) periodically to confirm ongoing performance. 6.3 Flight checking criteria Approach slope indicators should be flight checked to confirm that each aid provides accurate guidance within the tolerances prescribed for that aid All other visual aid lighting should be flight checked to verify the appearance, uniformity, intensities of the light and that there is no visual interference by any other light or object The visual aid lighting performance characteristics to be verified by flight checking prior to being commissioned into service should be: (a) T-VASIS and AT-VASIS Appearance and uniformity Channel width, glide path angle and ILS/PAR coincidence Top of red crossbar Day and night angular coverage Cut off light 1 Top of red light 1 and obstruction clearance Cut in light 6 Range day and night, intensities and auxiliary power 01 April 2013 Pg 15 of 19

80 (b) OTHER VASIS Appearance and uniformity Channel width, glide path angle and ILS/PAR coincidence Day and night angular coverage Obstruction clearance 01 April 2013 Pg 16 of 19

81 CHAPTER 7 AERODROME CONDITION NOTIFICATION 7.1 Introduction Under Standard Document Aerodromes each holder of an aerodrome operating certificate is required to provide information on any conditions which might affect the safe operations of aircraft Information on the condition of the movement area and the operational status of related facilities shall be notified to the AIS. The local air traffic service unit should also be notified to enable them to provide the information to arriving and departing aircraft. The information shall be kept up to date and changes in condition reported without delay. 7.2 NOTAM Each holder of an aerodrome operating certificate shall ensure that if unsafe conditions are uncovered as a result of aerodrome inspections, or from any other source, and cannot be immediately rectified, appropriate NOTAM are issued and that local aerodrome users are aware of the situation. After providing the information to the AIS, follow up to ensure that the NOTAM were issued Once a NOTAM has been issued it is the responsibility of the aerodrome operator to monitor the reported condition and to either update the NOTAM information or cancel the NOTAM if the condition has been rectified. 7.3 Information The information provided for the issue of NOTAM should be clear and precise and should contain: (a) type of un-serviceability or unsafe condition; (b) extent (area) of the un-serviceability or condition; and (c) duration (expected length of time) the condition will remain It is important that the area in which the un-serviceability or unsafe condition occurs is referred to correctly. Runways and runway strips should be referred to by their runway designator rather than the long or main strip. Similarly the difference between the runways and runway strips should be recognized and the correct terminology used In complying with Standard Document Aerodromes, the holder of an aerodrome operating certificate shall provide information to the AIS for the issue of a NOTAM on any of the following aerodrome conditions which may affect the safe operations of aircraft (a) establishment, closure or significant changes in the operation of the aerodrome or runways; (b) establishment, withdrawal or significant changes made to visual aids; (c) interruption of, or return to operation of major components of the aerodrome lighting systems; (d) occurrence, or correction of major defects or impediments in the maneuvering areas; 01 April 2013 Pg 17 of 19

82 (e) changes to and limitations on availability of fuel, oil and oxygen (International aerodromes) (f) establishment, withdrawal or return to operation of hazard beacons marking significant obstacle to air navigation; (g) erecting, removal of or changes to significant obstacles to air navigation in the take-off, climb, missed approach, approach areas, and runway strip; (h) significant changes in the level of rescue and fire fighting protection normally provided at the aerodrome; (i) presence or removal of significant changes in hazardous conditions due to snow, slush, ice or water on the movement area; and (j) any other occurrence associated with the aerodrome which might be a hazard to the safety of aircraft operations. 01 April 2013 Pg 18 of 19

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84 APPENDIX 4 ADVISORY CIRCULAR AERODROME RESCUE FIRE FIGHTING 01 April 2013 Pg 1 of 23

85 APPENDIX 4 Aerodrome Rescue and Fire fighting General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Pg 2 of 23

86 Table of Contents Introduction Background Application... 4 CHAPTER 1 PERSONNEL Personnel fitness Continued fitness of personnel Personnel training Protective clothing for personnel Personnel levels... 8 CHAPTER 2 TRAINING STRUCTURE AND RESOURCE Training structure Training organisation... 9 CHAPTER 3 FIRE FIGHTING AND RESCUE EQUIPMENT Fire fighting equipment Rescue equipment Rescue operations in a difficult environment CHAPTER 4 EXTINGUISHING AGENTS Complementary extinguishing agents Foam concentrates Foam characteristics Reserve supply... Temporary Depletion of ARFFS.. CHAPTER 5 RESPONSE CAPABILITY Frequency of rescue and fire fighting response verification Response location Response timing Response considerations CHAPTER 6 AEROPLANE CLASSIFICATION BY AERODROME CATEGORY Aircraft Categories Helicopter Categories April 2013 Pg 3 of 23

87 Introduction 1 Background 1.1 The principal emergency service at any aerodrome is the aircraft rescue and fire fighting service. It has the objective of saving human life in the event of an aircraft accident at or near the aerodrome. The requirement is for this service to arrive at the scene of the accident as quickly as possible with appropriate personnel, equipment and fire extinguishing agents. 1.2 The most important factors that affect rescue in a survivable aircraft accident are: the training received, the effectiveness of the equipment and the speed with which personnel and equipment, designated for rescue and fire fighting purposes, can be put to use. 1.3 Fiji has accepted that its international aerodromes will comply with the ICAO standards for this service. A lesser standard has been developed for domestic aerodromes based on the characteristics of the aircraft being served by the aerodrome. 2 Application This AC contains guidance for compliance with the SD-AD requirements for rescue and fire fighting. Coverage of the different aspects of rescue and fire fighting is not exhaustive in this circular which addresses elements that need further expansion and guidance. There are several publications available which address the elements of rescue fire in detail and below is a list of some publications which can be referred to for further guidance material. ICAO Annex 14, Aerodromes Volume 1 Aerodrome Design and Operations ICAO Doc 9137-AN/898 Airport Services Manual Part 1 Rescue and fire fighting. ICAO Doc 7192-AN/857 Training Manual Part E-2 Aerodrome Fire Services Personnel. National Fire Protection Codes - 402, 403, 424M, 1003 & 1500 Information on the ICAO Documentation is obtainable from the ICAO web site at Information on the National Fire Protection (NFPA) Codes is available from the NFPA website at 01 April 2013 Pg 4 of 23

88 CHAPTER 1 PERSONNEL 1.1 Personnel fitness Personnel selected for rescue and fire fighting duties should be free from any physical or mental condition or disability which might limit their performance or which might be aggravated by a sudden level of exertion The medical fitness of a prospective fire-fighter should be determined by a medical examination and assessment conducted by a registered medical practitioner to the following standards (a) Vision - Applicants should have (i) a distance visual acuity (without correction) of 6/12 in each eye separately. No standard is set for near visual acuity; and (ii) normal fields of vision. (b) Colour perception - Applicants should have normal colour perception as tested by Pseudo-isochromatic plates. If this is failed by more than 2 errors with a 24 plate set, they should demonstrate an ability readily to identify coloured lights of signal red, signal green and white as tested by the normally accepted lantern tests. (c) Hearing - Applicants should understand an average conversational voice in a quiet room, using both ears, at a distance of 2500 mm (8 feet) from the examiner, and with the back turned to the examiner. In cases of doubt, an on-the-job hearing assessment should be used to determine whether there is adequate ability to understand radioed instructions and verbal instructions under the conditions of background noise to be encountered in and around operating fire fighting appliances. (d) Medical Fitness - Applicants should be free from any congenital or acquired disability and the effects of medication or of drugs causing such degree of functional incapacity as is likely to interfere with the efficient performance of their duties during the period before the next medical review. (e) General Physique - Candidates should be of good general muscular development, with no marked obesity. They shall be not less than 1.67 m in height. They must be fit for any manual work, including lifting, climbing and all fire service duties, and the use of breathing apparatus where appropriate. (f) Applicants should be free from any risk factor, disease, or disability which renders them likely to become suddenly unable to perform their assigned duties safely during the period before the next medical review. (g) There should be no history or current diagnosis of the following psychosis, depression or other psychiatric illness, alcohol or drug dependency, epilepsy, 01 April 2013 Pg 5 of 23

89 isolated recent convulsion (unless a cause is known and has been eliminated) or brain injury or cranial surgery sufficiently recent to carry a heightened risk of epilepsy, any disturbance of consciousness without an explanation, coronary artery disease (whether successfully treated or not), other cardiac conditions treated by surgical means (for example, valve replacement or insertion of a pacemaker), any active disease (or functional disability) of the lungs, or diabetes mellitus controlled by insulin In determining the complete fitness of a person, consideration should be given to the arduous nature of rescue and fire fighting duties. Particular care should be taken if personnel are selected to wear respiratory equipment, where psychological factors are significant, in addition to physical suitability. The nature of testing, and procedures for assessing, the suitability of prospective fire-fighters should be established and included in the aerodrome certification manual. 1.2 Continued fitness of personnel The continued fitness of personnel is essential if they are to maintain their capability to be effective rescue fire-fighters. Their ongoing medical and physical fitness should be periodically assessed and if necessary a physical fitness programme established The assessment should include a medical certificate from a registered medical practitioner, with the periodicity of the checks set by the medical practitioner based on the firefighter s history, and results of examinations, and with a maximum check periodicity of 4 years. 1.3 Personnel training Entry training. Each prospective fire-fighter is required to be trained and assessed to be competent before being employed in the role. This training should include at least the following areas (a) aerodrome familiarization, (b) aircraft familiarization, (c) rescue and fire fighting personnel safety, (d) the principles of fire extinction, (e) use of fire hoses, branches, monitors and any other appliances provided, (f) application of the type of extinguishing agents required under Part 139, 01 April 2013 Pg 6 of 23

90 (g) use of rescue equipment, (h) the checking, maintenance and care of rescue and fire fighting equipment, (i) emergency aircraft evacuation assistance, (j) fire fighting operations, (k) fire-fighters role in the aerodrome emergency plan and the interaction with other agencies, and (l) medical first aid. Guidance on typical courses and syllabi would be those available in the the New Zealand Qualifications Authority ( and the Fire and Rescue Services Industry Training Organisation ( Advanced training. Each fire fighting unit should determine its organizational structure to achieve an effective rescue and fire fighting unit. The larger units will need to have a structure of supervisory and management personnel and identify the training and proficiency requirements for each level in the organisation. The training should be progressive through the grades with minimum levels of aerodrome rescue and fire fighting experience established for each grade. A successful completion of each preceding training course should be a prerequisite for advancement to higher grade training and appointment For standardization and commonality the levels should be structured as follows rescue fire-fighter; rescue fire officer; and senior rescue fire officer. Aerodrome operators may use different titles in their organizational structure but they should equate to the preceding in terms of training and qualifications There is also a need to provide advanced training for each rescue fire-fighter to expand their knowledge, skill and proficiency and in particular to cover any developments in techniques, equipment or extinguishing agents Recurrent training. Recurrent training has the aim of maintaining fire fighting proficiency consisting of live fire training and participation in emergency plan exercises. 1.4 Protective clothing for personnel It is essential that all personnel operating at an aircraft fire be provided with protective clothing designed to provide the fire-fighter with protection from radiated heat, occasional flame contact and injury from abrasive contact Each rescue fire-fighter should be provided with at least the following items of protective clothing: Protective helmet complete with visor, 01 April 2013 Pg 7 of 23

91 Bunker coat and leggings, Fire fighting gloves, and Fire fighting boots Self contained respiratory equipment should be provided for those personnel who are required to enter a smoke filled cabin or operate in the presence of smoke or toxic gases Each aerodrome should also assess the need for other items such as entry protective suits or chemical suits. 1.5 Personnel levels (a) Sufficient trained personnel are to be detailed and readily available to discharge the extinguishing agent at the required rate within the time specified in the Standard Document Aerodromes. (b) Other fully trained personnel are to be readily available to ensure the rescue and fire fighting unit can meet its obligations under the aerodrome emergency plan. (c) The number of trained personnel responding and operating the equipment at maximum capacity should not be less than the following (i) aerodrome category 9 or greater one qualified senior rescue fire officer(senior fire officer qualification), two station officers, two junior station officers and eight qualified rescue fire-fighters; (ii) aerodrome category 7 one qualified rescue fire officer (senior fire officer qualification), one station rescue fire officer, one junior station officer and seven qualified rescue fire-fighters; and (iii) aerodrome category 4, 5 one qualified station officer (fire officer qualification), 1 junior station officer and 4 fire fighters (d) At international aerodromes, a fully trained and qualified senior rescue fire officer should arrive at the scene of the incident no later than the first responding rescue and fire fighting vehicle. This will allow an early appraisal of conditions to assess and direct fire fighting operations (e) At international aerodromes, any control room or communication facility operated by, and serving, the rescue and fire fighting service should continue to provide this service until alternative arrangements are made. (f) The scale of manning and the minimum number of personnel required for lower aerodrome categories should be assessed regarding the type of aircraft and the use of hand-lines and rescue equipment. 01 April 2013 Pg 8 of 23

92 CHAPTER 2 TRAINING STRUCTURE AND RESOURCE 2.1 Training structure The previous chapter addressed personnel training in terms of a broad curriculum and identified the need for structured training. The structure of the training required should be determined by each aerodrome considering the size and organizational structure of the required rescue and fire fighting unit The design of a course for a fire-fighter at a domestic aerodrome needs to address the fact that the fire-fighter is not supported by a large organisation and could be the sole duty firefighter. The training of such a person should consider this self-sufficiency with emphasis on proficiency at the aerodrome and on the equipment provided Each aerodrome with a large organizational requirement should establish a training syllabus and experience requirements for each supervisory and management level Each training course should end with an assessment of competence with oral technical, practical and written technical tests. The minimum competence standard for trainees should be established for each course with suitable certificates of competence issued to successful trainees The publication, ICAO Doc 9137-AN/898, Airport Services Manual, Part 1, Rescue and Firefighting, contains guidance on all aspects of rescue and fire fighting training and should be used by each aerodrome operator for the basis of designing and conducting such training. 2.2 Training organisation Each organisation established for the training of rescue and fire fighting personnel should detail its curriculum and syllabus for each subject and at each level of qualification it intends to train; methods and criteria to be used for establishing the competence of each trainee; organizational structure and the training personnel to be used; and facilities and equipment to be provided There should be a senior instructor responsible for the co-ordination and supervision of rescue and fire fighting training, and the maintenance of all records. This senior instructor should be qualified and experienced in the rescue and fire fighting role including the training role Personnel used for training should be qualified and experienced in the rescue and fire fighting role or specialists in a particular aspect of the training syllabus. 01 April 2013 Pg 9 of 23

93 CHAPTER 3 FIRE FIGHTING AND RESCUE EQUIPMENT 3.1 Fire fighting equipment Each rescue and fire fighting vehicle required under this standard document should be equipped with at least the following fire fighting equipment Fire delivery hose; Fire fighting branches; and Standpipe, key and bar. 3.2 Rescue equipment Rescue equipment commensurate with the level of aircraft operations expected should be provided on the rescue and fire fighting vehicle/s. International aerodromes should have at least the following equipment available for rescue at the scene of any aircraft accident (a) portable lighting equipment providing flood and spot lighting; (b) power operated cutting tools that can be operated from a portable power source; (c) hand tools including wire and bolt cutters, screwdrivers of appropriate sizes and designs, crowbars, hammers, axes, metal and wood saws; (d) forcing equipment, usually hydraulically operated, for bending or lifting operations; (e) CAT 9 six sets of breathing apparatus; six spare cylinders (CAT 7 four sets & four spare cylinders) (f) medical first aid equipment, ideally consisting of pre-packed wound dressings in protective containers, scissors, adhesive dressings and burn dressings, stretchers or spine boards and blankets; (g) communications equipment in the form of radiotelephone units and a portable loud hailer; (h) miscellaneous items including shovels, grab hooks, lines (cordage), harness cutting knives, electrical gloves, and ladders of appropriate type and length, related to the likely aircraft types involved; and (i) a powered fan unit capable of extracting contaminated air from aircraft. Rescue equipment commensurate with the level of helicopter operations should be provided as shown in the Table below. At an elevated heliport the rescue equipment should be stored adjacent to the heli-deck. 01 April 2013 Pg 10 of 23

94 Table 1 Rescue Equipments at Heliports Equipment H1 & H2 H3 Adjustable wrench 1 1 Axe, rescue, non-wedge or aircraft type 1 1 Cutters, bolts, 60cm 1 1 Hook, grab or salving 1 1 Hacksaw, heavy duty complete with 6 spare blades 1 1 Blanket fire resistant 1 1 Ladder, length appropriate to helicopter use 1 Lifeline, 5cm, 15cm in length 1 1 Pliers, side cutting 1 1 Set of assorted screwdrivers 1 1 Harness knife complete sheath 1 1 Gloves, fire resistant 2 pairs 3 pairs Power cutting tools 1 Items (a) to (h) inclusive should be carried in the rescue and fire fighting vehicles to be available at the accident site within the required response times under Standard Document Aerodromes Domestic aerodromes should have at least the equipment listed in 3.2 (c), (f) and (h) except for stretchers, spine-boards and blankets. The scale should be in relationship to the number of fire fighting personnel being used. The items should be carried in the rescue and fire fighting vehicles to be available at the accident site within the required response times under SD-AD. 3.3 Rescue operations in a difficult environment At international aerodromes where a significant proportion of aircraft arrivals and departures take place over water, swampy areas or other forms of difficult terrain that cannot be served by conventional wheeled vehicles, the aerodrome operator should ensure the availability of special procedures and equipment to deal with accidents in these areas. These facilities need not be located with, or provided by, the aerodrome operator if they can be made immediately available by other agencies as part of the aerodrome emergency plan. The aerodrome operator should determine and specify in advance the response area for which it undertakes to provide a rescue service. 01 April 2013 Pg 11 of 23

95 3.3.2 In producing its detailed plan the aerodrome operator should consider the services and facilities already provided by the Search and Rescue Organisation to ensure that their separate responsibilities for an aircraft accident in the vicinity of the aerodrome are clearly delineated The objective of the rescue operation should be to create conditions in which survival is possible and from which the total rescue operation can succeed. This concept anticipates that the initial rapid response may have to provide a preliminary level of succour while awaiting the arrival of a larger rescue force. The first stage should have as its objective the removal of immediate hazards to survivors, their protection, first aid treatment of injuries, and the use of communication equipment to identify the locations to which additional rescue forces should respond. The emphasis will be on rescue not fire fighting capability as the time taken to reach the accident site would preclude an effective fire fighting operation. 01 April 2013 Pg 12 of 23

96 CHAPTER 4 EXTINGUISHING AGENTS 4.1 Complementary extinguishing agents The complementary agents required are (a) (b) (c) (d) CO 2 ; or dry chemical powders; or halogenated hydrocarbons (halons); or a combination of these agents. With respect to complementary agents, the three types required in 4.1 are considered suitable for use at heliports. When selecting dry chemical powders for use with foam, take care to ensure compatibility. Dry chemical powders and halons are normally considered more efficient than CO 2 for aircraft rescue and fire fighting operations. On the grounds that halons are the major ozone depleting substances and carbon dioxide is the major contributor to atmospheric change, halon and carbon dioxide may continue to be used but other forms of extinguishing agents should be investigated to replace these extinguishing systems. 4.2 Foam concentrates Any foam concentrate used in rescue and fire fighting vehicles must meet or exceed the ICAO performance level B specification. There is no direct relationship between this specification and specifications of other organisations such as the International Standards Organisation (ISO) or US Defence Force Military Specifications (Mil Spec). If such foam concentrates are used, users need to be able to show that they will produce foam meeting the ICAO performance level B requirements. 4.3 Foam characteristics The quantity of foam concentrate separately provided on vehicles for foam production should be in proportion to the quantity of water provided and the foam concentrate selected The amounts of water specified for foam production are calculated on an application rate of 5.5 L/min/m² for foam meeting performance level B For agent substitution, the following equivalents should be used 1 kg dry chemical powder or 1 kg halon or 2 kg CO2 = 0.66 L water for production of a foam meeting performance level B. 4.4 Reserve supply A 200 percent reserve supply of foam concentrate for the runway category should be maintained on the aerodrome for vehicle replenishment purposes. Where a major delay in the 01 April 2013 Pg 13 of 23

97 replenishment of this supply is anticipated, the amount of reserve supply should be increased to at least 400 percent If the 200 percent reserve supply of foam concentrate is temporarily not available on the aerodrome the runway rescue and fire fighting category need only be reduced when the quantity of foam concentrate available falls below 100 percent of that for the normal category The quantity of foam concentrate provided on a vehicle should be sufficient to produce at least two loads of foam solution. 4.5 Temporary Depletion of RFFS In the event of an unforeseen temporary depletion in the level of RFF protection it may be necessary to restrict landings and take-offs by aircraft required to use a approved aerodrome until the promulgated level has been restored. In this context temporary should be interpreted in the light of the expected frequency of aircraft operations during the depletion period. It could last for up to twelve hours overnight at a small regional aerodrome when few movements are expected but only for two hours at a major aerodrome over a peak traffic period It is the responsibility of the aerodrome approval holder to determine the extent to which operations should be restricted and to ensure that arrangements are made to warn pilots and aircraft of any changes in the level of RFF protection available. Significant changes, that are any which warrant a restriction in usage, should be promulgated by Class 1 NOTAM and THE AUTHORITY (Ground Safety Department) informed. 01 April 2013 Pg 14 of 23

98 CHAPTER 5 RESPONSE CAPABILITY 5.1 Frequency of rescue and fire fighting response verification The holder of an aerodrome Certificate or Registration Approval should regularly complete a rescue and fire fighting response time verification. Response time verifications should normally be held with a periodicity of between one and three months. 5.2 Response location The verification should require a fire vehicle to produce water through the vehicle s monitor at the correct operating pressure, immediately upon arrival at a nominated location. 5.3 Response timing The response time verification should be initiated using the normal emergency response activation procedures detailed in the aerodrome emergency plan, and the time required from the activation to the production of water at the nominated location should be recorded. At a surface level heliport, the operational objective of the rescue and fire fighting should be to achieve response times not exceeding two minutes in optimum conditions of visibility and surface conditions. In the case of an elevated heliport, no specific response time is recommended as it is considered that the rescue and fire fighting service will be available on or in the immediate vicinity of the heliport while helicopter operations are taking place. 5.4 Response considerations The response verification should be carried out during periods of minimal or no traffic so that the fire vehicles are not disrupted during the verification and the vehicles can be serviced before the next scheduled aircraft movement The verification should be carried out during daylight hours and with dry surface conditions At an elevated heliport, at least one hose spray line capable of delivering foam in a jet spray pattern at 250L/min should be provided. This calls for the provision at a heliport category H1 of a hose line equipped with a nozzle capable of discharging foam/water in a straight stream (jet) and/or a dispersed pattern (fog/spray) It is also considered essential at an elevated heliport to be also able to apply the fire fighting agents, both principal and complementary, to any part of the heliport irrespective of the wind direction. To achieve this and to overcome the possibility of a monitor being involved in the accident, it is necessary that at elevated heliports in categories 2 and 3, at least two monitors be provided each having a capability of achieving the required discharge rate, and positioned at two different locations around the heliport so as to ensure the application of foam to any part of the heliport under any weather condition. To further ensure the application of the agents to any part of the heliport under any weather condition, the monitors should be preferably be operable from two remote control positions located clear of the heliport and easily accessible. 01 April 2013 Pg 15 of 23

99 CHAPTER 6 AEROPLANE CLASSIFICATION BY AERODROME CATEGORY 6.1 Aircraft categories To assist aerodrome personnel in identifying the aerodrome category necessary for the aeroplanes that are being served, the following list provides typical aeroplane types and the respective category. Aeroplane Over-all length (m) Maximum fuselage width (m) Airport category 1 0 = L < 9 W 2 Cessna 172 Skyhawk * Cessna 182 Skylane * Cessna 185 Skywagon * Gippsland Airvan G * Piper Cherokee 6 PA * Piper Seneca PA * Airport Category 2 9 L < 12 W 2 Cessna 206G Stationair Cessna 207A Skywagon Cessna 421 Golden Eagle Cessna Caravan 675 & Beech King Air C90B Britten Norman Islander BN2 & BN2A Piper Aztec PA Piper Chieftain PA * Airport Category 3 12 L < 18 W 3 Beech 99 Airliner Beech 1900 D Airliner * Beech Premier I * Beech King Air Beech King Air British Aerospace Jetstream 31 & * Cessna Citation CJ * Cessna Citation CJ * Cessna Citation Encore * Cessna Grand Caravan Dassault Falcon * Dassault Fan Jet Falcon D, E & F * Hawker 400 XP * 01 April 2013 Pg 16 of 23

100 Hawker 800 XP * Hawker * Learjet 31, 45 & , 17.6, , 1.8, 1.95 Nomad GAF 22, & 24A 12.57, Piper Cheyenne PA Twin Otter DH-6 & Srs Airport Category 4 18 L < 24 W 4 Airtech CN ATR & BAe Jetstream * Bombardier Challenger Bombardier Challenger Cessna Citation Sovereign * Cessna Citation X * Dassault Falcon * De Havilland Dash 8 DHC & Dornier Douglas DC3 Dakota Embraer Brasilia EM Friendship F Hawker Horizon * Hawker Siddeley HS * Metroliner 23 & III Saab * Airport Category 5 24 L < 28 W 4 ATR72 200, 210 & BAe * Bombardier Challenger Canadair RJ Convair 440 & , * De Havilland Dash 8 DHC Embraer Frendship F * Grumman Gulfstream II Airport Category 6 28 L < 39 W 5 Airbus A Airbus A Airbus A April 2013 Pg 17 of 23

101 Boeing Boeing Bombardier Global Express De Havilland Dash 8 DHC Grumman Gulfstream GIV 29.4 Airport Category 7 39 L < 49 W 5 Airbus A Boeing Boeing Boeing Airport Category 8 49 L < 61 W 7 Airbus A Airbus A Airbus A Airbus A Boeing Boeing Airport Category 9 61 L < 76 W 7 Airbus A Airbus A Airbus A Airbus A Antonov AN * Boeing , 200 & * Boeing * Boeing Boeing Boeing Airport Category L < 90 W 8 Airbus A380, A380F 841 & Antonov AN * * Approximate 01 April 2013 Pg 18 of 23

102 6.2 Helicopter categories To assist aerodrome personnel in identifying the helicopter category necessary for the helicopter that are being served, the following list provides typical helicopter types and the respective category. 01 April 2013 Pg 19 of 23

103 01 April 2013 Pg 20 of 23

104 Figure A1-1 Helicopter dimensions single rotor 01 April 2013 Pg 21 of 23

105 Figure A1-2 Helicopter dimensions Multi rotor 01 April 2013 Pg 22 of 23

106 THIS PAGE INTENTIONALLY BLANK 01 April 2013 Pg 23 of 23

107 APPENDIX 5 ADVISORY CIRCULAR OPERATIONAL SAFETY DURING WORKS ON AERODROME 01 April 2013 Pg 1 of 21

108 APPENDIX 5 Operational Safety During Works on Aerodromes General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Pg 2 of 21

109 Table of Contents Control of work and safety precautions to be taken during aerodrome works Control of works Routine maintenance Minor construction or maintenance work Major work Management and control of aerodrome works Liaison Isolation of work area General working requirements Safety Paved area cleanliness Marking and lighting Effect on operating limits Work activity on or adjacent to aerodrome movement areas Reduction of runway distances Notification of work Safety considerations Examples of hazardous and marginal conditions Inspection... 9 Appendix 1 Method of work plan (MOWP) Introduction Title page Works Information Restrictions to aircraft operations and the issue of NOTAM Restrictions of works organisation Administration Authority Drawings Distribution list Appendix 2 Works safety officer functions Appendix 3 Procedures for dealing with temporary hazards on or adjacent to 14 aerodrome movement areas Introduction Work zones Control of personnel, equipment and vehicles Trenching work Work on rapid exit or normal taxiways Work on visual approach slope systems Installation of light bases Work on runway lights Crashed or immobilised Grass mowing in runway strip April 2013 Pg 3 of 21

110 Continued Control of work and safety precautions to be taken during aerodrome works April 2013 Pg 4 of 21

111 Control of work and safety precautions to be taken during aerodrome works 1.1 Control of works The aerodrome operator is responsible for controlling any work in progress on the aerodrome and establishing the safety requirements and procedures. This AC provides guidance for compliance with these responsibilities and further guidance is contained in Appendix-10 Control of obstacles. 1.2 Routine maintenance Persons authorised by the aerodrome operator may enter active parts of the movement area subject to clearance from an applicable aerodrome control service unit, if present. They must comply with the requirements developed for the control of vehicles at that aerodrome in conducting such routine tasks as grass cutting and the like. 1.3 Minor construction or maintenance work For minor construction or maintenance work, a control system should be developed to ensure that (a) no work takes place on the active movement area without the knowledge of either the aerodrome operator or any applicable air traffic service unit; and (b) permitted times of work are strictly followed; and (c) all individuals taking part in the work are briefed in detail on the following (i) (ii) (iii) (iv) (v) precise areas in which the work may be done; and the routes to be followed to and from the work area; and the radiotelephone or other control procedures to be used, the maintenance of a radio listening watch, and the use of look-outs; and the safety precautions to be observed; and the reporting procedure to be followed on completion of the work; and (d) at the conclusion of the work, the aerodrome operator inspects the work area to ensure that it has been left in a safe condition. 1.4 Major work The aerodrome operator should establish a method of work plan (MOWP) before commencing any major construction work on the aerodrome, unless the runway is to be closed When preparing a MOWP the aerodrome operator should consult with the major aerodrome users, the aerodrome air traffic service unit (ATS), if present, and if applicable, the works contractor The work plan should address the items detailed in Appendix Management and control of aerodrome works The aerodrome operator should (a) appoint a project manager to coordinate the carrying out of works at the aerodrome. The project manager should make arrangements and establish procedures for the safety of aircraft operations while the works are in progress. These arrangements and procedures should be published in the MOWP; and 01 April 2013 Pg 5 of 21

112 (b) (c) (d) ensure that aerodrome works are carried out according to the MOWP for major works; and ensure NOTAM are issued to give notice of the works; and appoint a person as a works safety officer to carry out the functions set out in Appendix Liaison Before the commencement of any substantial work on the aerodrome: (a) A liaison process should be established between representatives of the aerodrome operator, the applicable air traffic service unit, the major aerodrome users, and if applicable the contractor who is to do the work. (b) It would be useful to set up a committee composed of representatives of those concerned with the works, including the contractors. This committee should have as its primary concern the identification of interface problems between the various organizations involved. 1.7 Isolation of work area As far as practicable working areas should be blocked off from the active movement areas by physical barriers. These barriers serve to warn pilots and to preclude work vehicles inadvertently straying onto each other s active movement areas. The barriers should be marked for day use and adequately lit for night use. The lights of taxiways leading into working areas should permanently off during the work period. Guidance on the marking of unserviceable area is contained in Appendix-6 and Appendix-7 Aerodrome design. 1.8 General working requirements Before work commences agreement should be established on: (a) The hours allowed to be worked. (b) (c) (d) (e) (f) The authorised vehicle routes. The control of vehicles. The communication equipment to be used and the associated procedures. (The permitted heights of vehicles and equipment, and the limitations to be placed on operating heights of crane jibs and the like. Any limitation on the use of electrical equipment to prevent interference with navigation facilities or aircraft communications. 1.9 Safety Construction personnel should be warned, in writing, of possible hazards to personnel working on aerodromes, in particular jet-blast problems and noise. Where necessary, look-out persons should be provided wearing identifiable distinctive jackets Paved area cleanliness Where work is conducted on, or involves traversing, paved areas the paving should be thoroughly inspected before being opened for aircraft use. Pay particular attention to the presence of debris and the general cleanliness of the surface. Where aircraft are constantly using areas open to the construction activity, inspection should be regular to ensure that the necessary cleaning has been carried out Marking and lighting Tall equipment such as crane jibs should be marked and, if the aerodrome is open for night operations, lit. If work is of prolonged duration, a constant watch should be maintained to ensure 01 April 2013 Pg 6 of 21

113 that the marking and lighting, of obstacles and unserviceable areas, are serviceable. This is particularly important for marking and lighting arrangements to indicate a displaced threshold Effect on operating limits The effect of tall equipment, such as crane jibs, on ILS and radar will need to be considered, in conjunction with those responsible for electronic landing aids, and steps taken to reduce interference to the minimum. Construction equipment may have adverse effects on obstacle clearance limits and should be considered when working plans are being formulated Work activity on or adjacent to aerodrome movement areas The guidelines contained in Appendix 3 are for use in preparation of plans and specifications when work activities are to be conducted in areas which may interfere with aircraft operations Reduction of runway distances Work activity off the end of any runway, stop way, clearway or safety area will probably reduce the runway distance available for aeroplane operations as the equipment used intrudes into the obstacle free surfaces. In these cases it is essential to provide the aeroplane operators with accurate revised runway effective operational lengths. If the runway concerned serves Group A aeroplanes (most aircraft in excess of 5700 kg MCTOW) the height and location of the temporary obstructions associated with the work should be provided to Group A aeroplane operators Notification of work If the work restricts the availability of a runway or reduces the runway length available, advance notice should be given to the aerodrome s regular air transport operators. These aeroplane operators plan their schedules well ahead and need sufficient time to study the effect of reduced runway distances, or restrictions on the use of the runway, on their loading and schedule of operations The AIS should be provided with details of the work, including any limitations and restrictions applicable to aircraft operations, for early promulgation of an AIP supplement, giving at least 3 months notice to aircraft operators Safety considerations The following is a partial list of safety considerations which will need attention during aerodrome works. There may be others in your particular situation that will need attention. (a) (b) (c) (d) (e) (f) Minimum disruption of standard operating procedures for aircraft operations. Clear routes from rescue and fire fighting stations to active aerodrome movement areas. A procedure for notification, and authority to change safety-oriented aspects of the construction plan. Initiation, currency, and cancellation of NOTAM. Suspension, or restriction, of aircraft activity on aerodrome movement areas. Runway end or threshold displacement, or both, and appropriate temporary lighting and marking. 01 April 2013 Pg 7 of 21

114 (g) (h) (i) (j) (k) (l) (m) (n) (o) (p) (q) (r) (s) (t) (u) (v) (w) (x) (y) (z) Installation and maintenance of temporary lighting and marking for closed, or diverted, aircraft routes on the aerodrome movement areas. Revised vehicular control procedures, or additional equipment and personnel. Marking and lighting of construction equipment. Parking of construction equipment and storage of material, when not in use. Designation of responsible representatives of all involved parties, and their availability. Location for construction personnel vehicle parking, and their transportation to and from the work site. Marking and lighting of construction areas and obstructions. Location of the construction offices. Location of the contractor plant. Designation of waste areas and disposal of waste. Debris cleanup responsibilities and schedule. Conspicuous identification of construction personnel and equipment. Location of haulage roads. Security control of temporary gates and relocated fences. Noise pollution. Explosives regulation and control. Dust, smoke, steam, and vapour controls. Location of utilities. Provision of temporary utilities or immediate repairs, or both, in the event of a disruption to the established utilities. Location of power and control lines for electronic visual navigation aids. (aa) Additional security measures necessary, if it is a security designated aerodrome. (bb) Marking and lighting of closed aerodrome movement areas. (cc) Phasing of work. (dd) Shutdown or protection, or both, of aerodrome electronic visual navigation aids. (ee) The need to notify the rescue and fire fighting unit when working on water lines. (ff) Provision of traffic directors, aircraft marshallers, wing walkers, and the like, as needed to assure clearance in construction areas. 01 April 2013 Pg 8 of 21

115 1.17 Examples of hazardous and marginal conditions Analysis of past accidents and incidents have identified many contributory hazards and conditions. Conditions that should be watched carefully are listed below. (a) Excavation adjacent to runways, taxiways, and aprons. (b) Stockpiles of earth, construction material, temporary structures, and other obstacles in proximity to aerodrome movement areas and runway approach and take-off surfaces. (c) Runway projects resulting in excessive lips greater than 25 mm for runways and 76 mm for edges between old and new surfaces at runway edges and ends. (d) Heavy equipment operating or idle near aerodrome movement areas. (e) Proximity of equipment or material which may degrade radiated signals from, or impair monitoring of, navigation aids. (f) Tall but relatively inconspicuous objects, such as cranes, drills, and the like, in critical areas such as safety areas and runway approach and take-off surfaces. (g) Improper or malfunctioning lights or unlighted aerodrome hazards. (h) Holes, obstacles, loose pavement, rubbish, or other debris, on or near aerodrome movement areas. (i) Failure to maintain barriers, such as fences, during construction to prevent unauthorized access. (j) Improper marking or lighting of runways, taxiways, and displaced thresholds. (k) Attractions for birds such as exposed earthworks, rubbish, grass seeding, or ponded water on or near aerodromes. (l) (l) Inadequate or improper methods for marking temporarily closed movement areas including improper and unsecured barricades. (m) Obliterated markings on active movement areas. [Safety encroachments, improper ground vehicle operations, and unmarked or uncovered holes and trenches in the vicinity of aircraft movement surfaces are the most recurring threats to safety during construction] 1.18 Inspection Frequent inspections should be made by the aerodrome operator or a representative during critical phases of the work to ensure that the contractor is following the prescribed safety procedures and that there is an effective litter control programme. 01 April 2013 Pg 9 of 21

116 Appendix 1 Method of work plan (MOWP) 1. Introduction The following is an example of a MOWP contents page: 2. Title page The title should have the date of issue and indicate the location of the work and give a short description of the project, for instance [Somebody s Aerodrome]: Runway Repairs 3. Works Information 3.1 Outline the full scope of the works and state which facilities are affected. 3.2 The planned date and time of commencement, the duration of each stage and the date and time of completion. 3.3 The MOWP should contain the following statement: The actual date and time of commencement will be advised by NOTAM, to be issued no less than 48 hours before the work commences. 4. Restrictions to aircraft operations and the issue of NOTAM 4.1 This section of the MOWP should be in a form that allows its separate issue to aircraft operators and permits those operators to have easy reference to the information as it affects them. 01 April 2013 Pg 10 of 21

117 Work stages 4.2 Any restrictions to aircraft operations on the manoeuvring area, or in the approach and take-off areas that is to be listed in the MOWP should be shown on drawings of each stage of the works. 4.3 When complex works are being undertaken, a table showing the restrictions applicable to each stage of the works and for each type of aircraft operation should be included. 4.4 The table should outline the various work stages with start and completion dates and have a remarks column to list details of special restrictions and the issue of NOTAM for the information of pilots before flight. Emergencies and adverse weather 4.5 Outline details, if any, of special arrangements to be made during works if emergencies arise or adverse weather conditions occur. 4.6 The intended text of all planned NOTAM associated with the aerodrome works should be included. 5. Restrictions of works organisation General 5.1 Provide details of any restrictions on the carrying out of aerodrome works and requirements for the restoration of normal safety standards. Personnel and equipment 5.2 When personnel and equipment are required to vacate the movement area for aircraft movements, specific mention of this fact should be made. This should include the withdrawal line or area for personnel and equipment, and the limitation on stockpiling of material, excavations and the like. Access 5.3 The MOWP should identify the routes to and from the work areas and the procedures for entering any work areas within the movement area. 5.4 Particulars of routes to and from the work areas should be shown in drawings attached to the MOWP. Aerodrome markers, markings and lights 5.5 Details of arrangements for the installation, alteration, or removal of aerodrome markers and lights in work areas and other areas affected by the aerodrome works should be shown on drawings attached to the MOWP. Protection of electrical services 5.6 Set out the procedures for ensuring that utilities and transport services dependent on electrical services are not damaged. 01 April 2013 Pg 11 of 21

118 Special requirements 5.7 Provide details of any special requirements arising during or on completion of aerodrome works. Examples are, arrangements for leaving paved surfaces swept and clean before evacuation of the works area, leaving bare soil compacted or protected from erosion, and the like. 6. Administration 6.1 Provide the name of the project manager and works safety officers appointed by the aerodrome operator and the means of contact, including the means outside normal working hours. 7. Authority 7.1 Each MOWP should contain the following statement: All works will be carried out in accordance with the MOWP. 7.2 Each MOWP should require compliance with these statements and be signed by the aerodrome operator or the project manager. 8. Drawings Attach drawings which provide a visual reference for each stage of the work. The drawings should contain specific details such as work areas, restrictions to aircraft, location of radio navigation aids, exact location of visual aids and markings, details of the height and location of critical obstacles, location of temporary taxiways, access routes, storage areas for material and equipment, and the location of utilities and transport services which may be disturbed during the works. 9. Distribution list The distribution list of the MOWP should include at least the following persons and organisations: the project manager the works safety officer(s) the aerodrome security service, if any the aerodrome air traffic service unit, if any regular air transport operators who might be affected by the works aircraft operators based at the aerodrome the rescue fire service, if any contractors and subcontractors, if any. 01 April 2013 Pg 12 of 21

119 Appendix 2 Works safety officer functions The functions of the works safety officer should be to ensure the safety of aircraft operations in accordance with these directions and the MOWP; ensure that, where applicable, the aerodrome works are notified by issue of a NOTAM and that the text of the NOTAM is as set out in the applicable MOWP; where applicable, daily, advise the aerodrome air traffic service of whatever information is necessary for the safety of aircraft operations; discuss, daily, with the project manager any matters necessary for the safety of aircraft operations; ensure that unserviceable portions of the movement area, temporary obstructions, and the limits of the works area are correctly marked and lit in accordance with the applicable MOWP; ensure that vehicles, plant and equipment carrying out aerodrome works are properly marked and lit or are under works safety officer supervision or within properly marked and lit work areas; ensure that all other requirements in the MOWP relating to vehicles, plant and equipment and materials are complied with; ensure that access routes to work areas are in accordance with the applicable MOWP, are clearly identified and that access is restricted to those routes; ensure that excavation is carried out in accordance with the MOWP to avoid damage to any utility or transport service, or loss of calibration associated with a precision approach and landing system or any other navigational aid; report immediately, to the aerodrome air traffic service unit and the aerodrome operator, any incident, or damage to facilities, likely to affect air traffic services or the safety of aircraft; remain on duty at the works area while work is in progress and the aerodrome is open to aircraft operations; ensure that the aerodrome air traffic service unit is kept informed of the radio call signs of the vehicles used by the works safety officer; require the immediate removal of vehicles, plant and personnel from the movement area where necessary for the safety of aircraft operations; ensure that the movement area is safe for normal aircraft operations following removal of personnel, vehicles, plant, equipment, and rubbish, from the works area; ensure that floodlighting or any other lighting required to carry out aerodrome works is shielded so as not to present a glare to pilots. 01 April 2013 Pg 13 of 21

120 Appendix 3 Procedures for dealing with temporary hazards on or adjacent to aerodrome movement areas 1. Introduction 1.1 The term temporary hazards includes work in progress adjacent to aerodrome movement areas in connection with aerodrome construction and maintenance. It also includes the plant, machinery, and material arising from such work, or aircraft immobilised near runways. 1.2 The following guidelines should be adapted to the needs of a particular project and not incorporated verbatim into project specifications. 1.3 The prime responsibility for determining the degree of hazard and the extent of acceptable obstacles rests with the aerodrome operator, who should take into account the following. (a) Available runway length and the associated obstacle limitation surfaces. (b) (c) (d) (e) (f) Types of aircraft using the aerodrome and distribution of aircraft movements. Whether or not alternative runways are available. The possibility of cross-wind operations, bearing in mind seasonal variations. The weather conditions likely to prevail at the time, such as visibility and precipitation. The latter is significant as it adversely affects the braking coefficient of the runway, and thus an aircraft s controllability during ground run. The possibility of a compromise between a reduction in runway length and some degree of obstacle infringement in the established take-off climb and approach surface. 1.4 Significant obstacles in the take-off flight path area and any reduction in the runway effective operational lengths must be promulgated by NOTAM. 1.5 All temporary hazards should be marked and lit as specified in Appendix-6, Aerodrome design. 2. Work zones 2.1 General. The following zones are established around runways, when use of the runway is permitted to continue whilst works are carried out. Outside the zones no restrictions need be applied other than maintaining the normally required obstacle free surfaces. 2.2 Zone 1. This zone is rectangular. It symmetrically surrounds the runway. Its sides are 45m from the runway centreline and its ends 60m beyond the runway ends. 2.3 Zone 2. The ends coincide with the ends of Zone 1, except that where there is a clearway the end is extended to include it. The sides are 75m from the runway centreline. 2.4 Zone 3. This zone is only required at aerodromes having a runway strip wider than 150m. It extends to the edge of the runway strip, that is 110m or m from the runway centreline where appropriate. 01 April 2013 Pg 14 of 21

121 Figure 1 Zones surrounding a runway 3. Control of personnel, equipment and vehicles Work on runways or runway strips 3.1 The following procedures should be observed when the runway is in use. [The distances stipulated are intended to emphasise common sense awareness of safety for aircraft. For example, the distance from a taxiway (see paragraph 3.6) may vary for a Boeing 747 having a wingspan of 60 m or a commuter aircraft with a wingspan of 25 m] All drivers and works personnel should be briefed on what is expected of them and what the procedures are Vehicles carrying gravel should not be permitted on runways or taxiways without prior permission, and anything dropped should be immediately swept up Vehicles should be suitably marked or lit. Refer to Appendix 6 Chapter 6 paragraph onwards ATS should advise pilots on approach, or before take-off, that at a particular location personnel will be working within the runway strip area. This is in addition to normal NOTAM action. 3.2 Zone 1. Personnel and light-weight frangible equipment used in the calibration of landing aids may be left in position clear of any aircraft movements. 3.3 Vehicles, equipment, and personnel, engaged in the work, should be moved to one side of the runway: (a) For turbojet movements, to the outer edge, or clear of, Zone 2. (b) For other aircraft movements, to the outer edge, or clear of, Zone Zone 2. All equipment and personnel should be at the outer edge, or clear of, Zone 2 except that when the crosswind is less than 10kts, work may continue without interruption during the movement of aircraft other than turbojets. 3.5 Zone 3. The only consideration in this zone is to identify whether the presence of work equipment and vehicles could interfere with the integrity of the electronic approach aids. If such an area is identified, equipment and vehicles should be cleared from the area when the electronic approach aids are being used by an approaching aircraft. 01 April 2013 Pg 15 of 21

122 Work on taxiway or taxiway strips 3.6 When the taxiway is in use, vehicles, equipment, and personnel should be moved to give a wingtip clearance of at least 10m. Work on approach lighting area 3.7 The procedures for work in Zones 1 and 2 detailed in the previous paragraphs are equally applicable to any work in those areas. 3.8 For work outside the zones, vehicles and equipment should not intrude above the plane of the approach lights. If any equipment does it should be withdrawn when the runway is in use, unless the runway threshold has been displaced to allow for its height. 4. Trenching work 4.1 Zone 1. Work should be limited to one side of the runway at a time, and excavation of any trench should be limited as follows: Day operations A trench may be open with a maximum width of 300mm but the open area of the trench should not exceed 9m 2, for example 300mm x 30m or 200mm x 45m When the trench lies almost parallel with a runway, or is within 10 degrees either side of runway alignment, a second trench at right angles to, and extending from the first trench to Zone 2, may be open to a maximum width of 200mm During aircraft movements any open trenches within 10m of the runway edge should be covered with load bearing steel plates. They should be adequately held on the ground and marked by securely fixed cones at a maximum spacing of 6m. The plate covering should exceed the dimensions of the excavation by a minimum of 150mm on all sides. If this cannot be done the runway should be closed. Night Operations Any trench should be backfilled and consolidated before ceasing work for the day. A maximum length of 3m may be left unfilled but covered overnight as provided in paragraph above and marked with red obstruction lights Any materials not associated directly with the work in progress should be removed from the zone during the period of aircraft operations Spoil removed from a trench should be located on the side away from the runway and the maximum height should not exceed 200mm. For trenches at right angles to the runway centre line the spoil should be placed on the side remote from the nearest landing threshold. If it is necessary to place the spoil on both sides of the trench the maximum height should not exceed 200mm. At Runway End Any trench across the end of the runway should not exceed 300mm in width. During daylight hours only, a maximum length of 3m may be left unfilled during an aircraft movement but should be covered with load bearing steel plates adequately held on the ground and marked by securely fixed cones at a maximum spacing of 6m. The plate covering should exceed the 01 April 2013 Pg 16 of 21

123 dimensions of the excavation by a minimum of 150mm on all sides. If this cannot be done then the runway should be closed Spoil removed from a threshold trench should be removed to a point at least 10m clear of the runway or a displaced landing threshold should be declared by NOTAM and marked Zone 2. For a Code Number 4 runway which is dry with not more than 15kt crosswind component, or for other runways with 10kt crosswind component, the excavation of trenches in this zone should be limited to (a) a trench parallel to the runway may be open with a maximum width of 300mm and a length not exceeding 100m; or (b) two trenches at right angles to the runway may be open with a maximum width of 300mm and a total length of 100m provided that the trenches are at the same end and same side of the runway. Spoil removed from a trench should be located on the side away from the runway, its maximum height should not exceed approximately 500mm. For trenches at right angles to the runway centreline, the spoil should be located on the side remote from the closer landing threshold and the maximum height should not exceed approximately 300mm. If it is necessary to place the spoil on both sides of the trench then the maximum height should not exceed approximately 300mm. 5. Work on rapid exit or normal taxiways 5.1 Work on or close to any taxiways, should conform to the requirements relating to the zone in which that part of the taxiway lies. 5.2 Where practicable, until work is complete, the taxiway should be closed to aircraft movements and pilots advised by radio and NOTAM. 5.3 If it is not practicable to close the taxiway while work is being carried out, pilots should be advised by NOTAM and radio to reduce taxiing to walking speeds within 50m of the works. 5.4 The work should be carried out as follows: Day Operations A trench, with a maximum width of 300mm, may be open on one side only to the edge of the taxiway, and the open area of the trench should not exceed 9m 2, for example 300mm x 30m or 200mm x 45m If trenching is required on both sides of the taxiway, the trench on one side should be covered with load bearing steel plates which are adequately held on the ground and marked by securely fixed cones at a maximum spacing of 6m. Where the trench is at right angles to the taxiway and its width is 300mm or less, the trenches on both sides of the taxiway can remain open. The plate covering should exceed the dimensions of the excavation by a minimum of 150mm on all sides. Night Operations Any trench should be backfilled and consolidated before ceasing work for the day except that a maximum length of 3m can be left unfilled and covered overnight as provided in paragraph above, and marked with red obstruction lights Any materials not associated directly with the work in progress should be removed from the taxiway strip area during the period of aircraft operations. 01 April 2013 Pg 17 of 21

124 5.4.5 Spoil removed from a trench in Zone 1 should be located on the side away from the runway and the maximum height should not exceed 200mm. For trenches at right angles to the taxiway centre line, the spoil should be placed on the side furthest away from the nearest landing threshold. If it is necessary to place the spoil on both sides of the trench, the maximum height should not exceed 200mm. 6. Work on visual approach slope systems VASIS or PAPI may be deactivated during some aircraft operations, however: (a) for all international arrivals, the normally available VASIS or PAPI should be provided; and (b) for domestic operations by turbojet aeroplanes, one side of a VASIS or PAPI or T-VASIS should be provided. 7. Installation of light bases 7.1 VASIS and PAPI The trenching work limitations in Zones 1 and 2 are equally applicable to these works. Zone 1 Day operations Only one base excavation should be open at any one time, having a maximum area of 9m If the work is within 10m of the runway edge then the concrete should be cast on the day that the excavation is made, and covered with steel plates until it can withstand an aircraft running over it. A cover-plate should then be placed and bolted in position. A further excavation may then be made Spoil within 10m of the runway edge should be removed. Spoil beyond this distance should be placed on the side away from the runway to a maximum height not exceeding 200mm. Night operations Any excavation should be backfilled and consolidated before ceasing work for the day except that a maximum excavation area of 3m 2 may be left unfilled but covered overnight as in above and marked with red obstruction lights Any materials not associated directly with the work in progress should be removed from the strip area during period of aeroplane movements Spoil removed from an excavation in Zone 1 should be located on the side away from the runway and the height should not exceed 200mm. If it is necessary to place spoil on both sides, or at the ends of the excavation, the maximum height should not exceed 200mm. Zone Only one base excavation should be open at any one time, having a maximum area of 9m Spoil removed from the excavation should be placed on the side away from the runway, to a height not exceeding 500mm. If it is necessary to place spoil on both sides, or at the ends of the excavation, the maximum height should not exceed 300mm. 01 April 2013 Pg 18 of 21

125 8. Work on runway lights 8.1 Excavations for not more than two bases should be made at any one time. During aeroplane movements, any holes within 10m of the runway edge should be covered by loadbearing steel plates which are adequately held on the ground and marked by securely fixed cone markers spaced at intervals of 6m. The plate covering should exceed the dimensions of the excavations by 150mm on all sides. 8.2 Concrete should be cast on the day that the excavation is made, and covered with steel plates until it can withstand an aircraft running over it. A cover plate should then be placed and bolted in position. A further excavation may then be made. 9. Crashed or immobilized 9.1 Zone 1. The runway should be closed when any part of a crashed or immobilised aircraft is in Zone Zone 2. The runway may be in use during daylight hours in visual flight requirement weather conditions provided the runway is dry and the crosswind does not exceed 10kts. 9.3 The runway should be closed to all movements at night and in instrument flight requirement weather conditions. 9.4 If the clearway is infringed by an obstruction, then the new effective operating length (EOL) will need to be calculated using the appropriate obstacle free gradient over the immobilized aircraft. 9.5 Zone 3. Instrument approaches should be limited to non-precision approach minima. Reduction of Effective Operating Lengths 9.6 If the runway strip area infringement is such that a shortened runway can be used, then the new EOL will need to be calculated. 9.7 The EOL which can be declared will depend on the location of the immobilised aircraft within the runway strip area and the residual portion of the runway that can be considered available. 9.8 Consideration should be given to the type and size of aircraft which would use the remaining runway, for example, a crashed aircraft 100m from the end of a 3000m runway could leave an adequate operational length for many aeroplanes. Figure 2, Immobilised aircraft off the end of the runway. 01 April 2013 Pg 19 of 21

126 10. Grass mowing in runway strip 10.1 General. Mowing should be done in the upwind half of the runway strip. When the swaths nearest the runway are being cut, the mowing circuit should be towards the aircraft landing or taking off so that the driver can see the moving aircraft Zone 1. Mowing should not take place in zone 1 when the runway is in use Zone 2. Mowing may be carried out in daylight hours during the operation of Code A, B or C aeroplanes (see Appendix-6 paragraph 1.2.4), provided that the crosswind component does not exceed 10kts and the runway is dry For movements by larger aircraft or when the crosswind is greater then 10kts or the runway is wet, the mower should move to the outer edge, or clear, of the zone Mowing in the area beyond the approach end of the runway should not be permitted during aircraft landings Mowing in the area beyond the take-off end of the runway should not be permitted during aircraft take-offs. Figure 3. Immobilised aircraft in the strip. 01 April 2013 Pg 20 of 21

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128 APPENDIX 6 ADVISORY CIRCULAR AERODROME STANDARDS AND REQUIREMENTS: ALL AEROPLANES CONDUCTING AIR TRANSPORT OPERATIONS ALL AEROPLANES ABOVE 5700KG MCTOW 01 April 2013 Pg 1 of 165

129 APPENDIX 6 Aerodrome Standards and Requirements: All Aeroplanes Conducting Air Transport Operations All Aeroplanes above 5700 kg MCTOW General Civil Aviation Authority Advisory Circulars contain information about standards, practices, and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the Standard Document-Aerodromes (SD-AD) associated requirement. An AMC is not intended to be the only means of compliance with SD-AD, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. This Advisory Circular also includes guidance material (GM) to facilitate compliance with SD AD. Guidance material must not be regarded as an acceptable means of compliance. Purpose This Advisory Circular provides methods acceptable to the Authority for showing compliance with: the aerodrome design requirements for the certification, registration, operation and use of aerodromes under SD-AD; and the physical characteristics, obstacle limitation surfaces, and visual aid requirements for the use of aerodromes. This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue 01 April 2013 Pg 2 of 165

130 Table of Contents CHAPTER 1 GENERAL Introduction Applicability Definitions Reference code Summary of aerodrome requirements CHAPTER 2 AERODROME DATA Aerodrome reference point Aerodrome and runway elevations Aerodrome reference temperature Aerodrome dimensions and related information Strength of pavement Pre-flight altimeter check location Declared distance Disabled aircraft removal Rescue and fire fighting Visual approach slope indication system CHAPTER 3 PHYSICAL CHARACTERISTICS Runways Orientation and number Cross-wind factor Location of threshold Displaced threshold Actual length of runways Width of runways Separation of parallel runways Slopes on runways Strength of runways Surface of runways Runway shoulders Width of runway shoulders Slopes on runway shoulders Strength of runway shoulders Starter extension General Runway strips General Length of runway strips Width of runway strips Objects on runway strips April 2013 Pg 3 of 165

131 Grading of runway strips Slopes on runway strips Strength of runway strips Runway end safety areas General Dimensions of runway end safety areas Objects on runway end safety areas Clearing and grading of runway end safety areas Slopes on runway end safety areas Strength of runway end safety areas Clearways Location of clearways Length of clearways Width of clearways Slopes on clearways Objects on clearways Stop ways Width of stop ways Slopes on stop ways Strength of stop ways Surface of stop ways Taxiways General Clearance distance on taxiways Width of taxiways Taxiway curves Junctions and intersections Taxiway minimum separation distances Slopes on taxiways Strength of taxiways Surface of taxiways Taxiways on bridges Rapid Exit Taxiways Taxiway shoulders Taxiway strips Width of taxiway strips Objects on taxiway strips Grading of taxiway strips Slopes on taxiways strip Holding bays, runway-holding positions, intermediate holding positions and road-holding positions April 2013 Pg 4 of 165

132 General Location Low minima operations Aprons Size of aprons Strength of aprons Slopes on aprons Clearance distances on aircraft stands Aircraft to apron edge Isolated aircraft parking position CHAPTER 4 OBSTACLE RESTRICTION AND REMOVAL Limitation surface Conical surface Inner horizontal surface Approach surface Inner Approach surface Transitional side surface Inner transitional surface Balked landing surface Take-off climb surface Obstacle limitation requirements Approach runways Take-off runways Other objects Shielding CHAPTER 5 VISUAL AIDS FOR NAVIGATION Indicators Wind direction indicators Markings General Interruption of runway markings Colour Unpaved taxiways Runway designation marking Runway centre line marking Threshold marking Aiming point marking Touchdown zone marking Runway touchdown zone limit marking Runway side stripe marking Taxiway centre line marking April 2013 Pg 5 of 165

133 Runway-holding position marking Intermediate holding position marking Taxiway designation marking VOR aerodrome check-point marking Aircraft stand markings Lead in lead out lines Aircraft stand identification Turn bar Alignment bar Stop line Nose wheel stop block Equipment clearance lines Equipment parking areas No parking areas Passenger walkway lines Road-holding position marking Mandatory instruction marking Information marking Painting specification Lights Lights which may endanger the safety of aircraft Lights which may cause confusion Elevated approach lights Elevated lights Surface lights Light intensity and control Aerodrome beacon Identification beacon Approach lighting systems Low intensity approach lighting system 1 red bar Low intensity approach lighting system 2 red bar High intensity approach lighting system (Cat I) High intensity approach lighting system (Cat II or III) Visual approach slope indicator systems VASIS and AVASIS T-VASIS and AT-VASIS PAPI and APAPI Wind direction indicators Circling guidance lights Runway lead-in light system Runway end identification lights April 2013 Pg 6 of 165

134 Runway edge lights Runway threshold and wing bar lights Runway end lights Runway centre line lights Runway touchdown zone lights Runway touchdown zone limit lights Stop way lights Turning bay edge lights Starter extension edge lights Starter extension end lights Taxiway centre line lights Taxiway edge lighting Stop bars Intermediate holding position lights Runway guard lights Apron floodlighting Visual docking guidance system Azimuth guidance unit Stopping position indicator Aircraft stand manoeuvring guidance lights Operational lighting controls Portable or temporary runway, taxiway or apron edge lighting Signs General Mandatory instruction signs VOR aerodrome check-point sign Aerodrome identification sign Aircraft stand identification signs Road-holding position sign Markers General Unpaved runway edge markers Stop way edge markers Edge markers for snow covered runways Taxiway edge markers Taxiway centre line markers Unpaved taxiway edge markers Boundary marking CHAPTER 6 VISUAL AIDS FOR DENOTING OBSTACLES Objects to be marked or lighted Marking of objects April 2013 Pg 7 of 165

135 General Use of colours Use of markers Use of flags Lighting of objects Use of obstacle lights Location of obstacle lights Low-intensity obstacle light Medium-intensity obstacle lights High-intensity obstacle lights CHAPTER 7 VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS Closed runways and taxiways, or parts thereof Application Location Characteristics Non load-bearing surfaces Application Pre-threshold area Application Unserviceable areas Application CHAPTER 8 EQUIPMENT AND INSTALLATIONS Secondary power supply General Visual Aids Circuit design Monitoring Citing and construction of equipment and installations on operational areas Surface movement guidance and control systems APPENDICIES Appendix 1 Fiji Marking Standards Runway Markings Appendix 2 Fiji Marking Standards Taxiways Markings Appendix 3 Fiji Marking Standards Apron Markings Appendix 4 Aeroplane Characteristics Fiji Marking Standards Runway Markings Fiji Marking Standards Taxiways Markings Fiji Marking Standards Apron Markings Appendix 4 Aeroplane Characteristics April 2013 Pg 8 of 165

136 CHAPTER 1 GENERAL 1.1 Introduction In accordance with the Chapter 2 requirement 2.1(a), and 2.9.5(a)(1), the physical characteristics of an aerodrome that is either certificated under Chapter 2, or used for air operations and the obstacle limitation surfaces, the visual aids for navigation and for denoting obstacles and restricted areas, and the equipment and installations for the aerodrome must be commensurate with (a) the characteristics of the aircraft that the aerodrome in intended to serve; and (b) the lowest meteorological minima intended for each runway; and (c) the ambient light conditions intended for aircraft operations. In addition, under requirement 2.1(c) these physical characteristics, obstacle limitation surfaces, visual aids, equipment and installations provided at the aerodrome must be acceptable to the Authority for the types of aircraft operations that are intended to be carried out on the aerodrome. This Advisory Circular, which is based on the ICAO Annex 14 standards for aerodromes, details the physical characteristics, the types of equipment and installations, and the associated standards that are acceptable to the Authority for ensuring compliance with the requirements of SD-AD. 1.2 Applicability This Advisory Circular applies to all aerodromes that are certificated under the SD-AD. The SD-AD should also be applied to any other aerodrome used by aircrafts conducting air transport operations. 1.3 Definitions Aerodrome means: (a) Any defined area of land or water intended or designed to be used either wholly or partly for the landing, departure, and surface movement of aircraft; and (b) Includes any buildings, installations, and equipment on or adjacent to any such area used in connection with the aerodrome or its administration. 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 in terms of height above mean sea level. Aerodrome protection surfaces means defined areas about and above an aerodrome intended for the protection of aircraft in the vicinity of an aerodrome. Aerodrome reference point means the designated geographical location of an aerodrome. Aerodrome traffic density (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. 01 April 2013 Pg 9 of 165

137 Note 1. The number of movements in the mean busy hour is the arithmetic mean over the year of the number of movements in the daily busiest hour. Note 2. Either a take-off or a landing constitutes a movement. 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 study means a study conducted by, or for, the Authority. Aeroplane means a power driven heavier than air aircraft deriving its lift in flight chiefly from aerodynamic reactions on surfaces which remain fixed under given conditions of flight. Aeroplane reference field length means the minimum field length required for take-off at maximum certificated take-off weight, sea level, standard atmospheric conditions, still air and zero runway slope. Aircraft classification number (ACN) means a number expressing the relative effect of an aircraft on a pavement for a specified standard sub grade category. The aircraft classification number is calculated with respect to the centre of gravity (CG) position which yields the critical loading on the critical gear. Normally the aft-most CG position appropriate to the maximum gross apron (ramp) mass is used to calculate the ACN. In exceptional cases the forward most CG position may result in the nose gear loading being more critical. Aircraft means any machine that can derive support in the atmosphere from the reactions of the air, otherwise than by the reactions of the air against the surface of the earth. Aircraft stand means a designated area on an apron intended to be used for parking an aircraft. Air traffic service includes: (a) any aerodrome control service; (b) any area control service; (c) any approach control service; (d) any flight information service; (e) any aerodrome flight information service; (f) any alerting service; or (g) any other air traffic service considered by the Director to be necessary or desirable for the safe and efficient operation of the civil aviation system. Apron management service means a service provided to regulate the activities and the movement aircraft and vehicles on an apron. of Approach area means a specific portion of the surface of the ground or water immediately in front of a landing threshold. It is an area within which it may be necessary to take one or more of the following actions in order to ensure a satisfactory level of safety and regularity for aircraft operation during the approach phase: (a) restrict the creation of new obstacles; or 01 April 2013 Pg 10 of 165

138 (b) remove or mark existing obstacles. Approach surface means a specified portion of an inclined plane or a combination of planes limited in plan by the vertical projection of the approach area. Apron means a defined area on a land aerodrome, intending to accommodate aircraft for the purposes of loading or unloading passengers or cargo, refueling, parking or maintenance. 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. Capacitor discharge light 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 on the ground or water, at the departure end of the runway (a) under the control of the aerodrome operator; or (b) with the agreement of the authority controlling the clearway selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. Coded means an established routine in a line of lights which indicates the position in the line by means of colour, light intensity or pattern. Conical surface means a specified surface sloping upwards and outwards from the periphery of the inner horizontal surface. It establishes the vertical limits above which it may be necessary to restrict the creation of new obstacles, or remove or mark existing obstacles, to ensure the safety of aircraft manoeuvring by visual reference in the aerodrome circuit prior to landing. Cross wind component means the velocity component of the wind at or corrected to a height of 10m above aerodrome elevation, at right angles to the direction of takeoff or landing. Declared distances means in relation to a runway any or all of: (a) Take off Run Available (TORA). The length of runway declared available and suitable for the ground run of an aeroplane taking off. (b) Take off Distance Available (TODA). The length of the take off run available plus the length of the clearway, if provided. (c) Accelerate Stop Distance Available (ASDA). The length of the take off run plus the length of the stop way, if provided. (d) Landing Distance Available (LDA). The length of runway which is declared available and suitable for the ground run of an aeroplane landing. Dependent parallel operations means simultaneous approaches to parallel or near parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed. Authority means the. Displaced threshold means a threshold not located at the extremity of a runway. Domestic aerodrome means any aerodrome other than a designated international aerodrome. 01 April 2013 Pg 11 of 165

139 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. Fixed light means a light having a constant luminous intensity when observed from a fixed point. Frangibility means a characteristic of an object to retain its structural integrity and stiffness up to a desired maximum load, but on impact from a greater load, to break, distort or yield in such a manner as to present the minimum hazard to aircraft. Gradient means the ratio of height change over distance travelled expressed in common units. Hazard beacon means an aeronautical beacon used to designate a danger to aircraft. Holding bay means a defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of aircraft. Identification beacon means an aeronautical beacon emitting a coded signal by means of which a particular point of reference can be identified. 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. Inner horizontal surface means a specified portion of a horizontal plane located above an aerodrome and its immediate environment. This surface establishes the height above which it may be necessary to restrict the creation of new obstacles, or remove or mark existing obstacles, to ensure the safety of aircraft manoeuvring by visual reference in the aerodrome circuit prior to landing. 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. An instrument runway served by visual aids and a non visual aid providing at least directional guidance adequate for a straight-in approach. (b) Precision approach runway, Category I. An instrument runway served by ILS and visual aids intended for operations down to 60m (200 ft) decision height and down to an RVR of the order of 800m. (c) Precision approach runway, Category II. An instrument runway served by ILS and visual aids intended for operations down to 30m (100 ft) decision height and down to an RVR of the order of 400m. (d) Precision approach runway, Category III. An instrument runway served by ILS to and along the surface of the runway and: (i) intended for operations down to an RVR of the order of 200m (no decision height being applicable) using visual aids during the final phase of the landing; (ii) intended for operations down to an RVR of the order of 50m (no decision height being applicable) using visual aids for taxiing; and (iii) intended for operations without reliance on visual reference for landing or taxiing. 01 April 2013 Pg 12 of 165

140 Intermediate holding position means a designated position intended for traffic control at which taxiing aircraft and vehicles should stop and hold until further cleared to proceed, when so instructed by the aerodrome control tower. International aerodrome means any aerodrome designated as an aerodrome of entry and departure for international air traffic where the formalities incident to customs, immigration, public health, animal and plant quarantine, and similar procedures are carried out. Landing area means that part of a movement area intended for the landing or take off of aircraft. Light failure means a light should be considered to have failed when for any reason the average intensity determined using the specified angles of beam elevation, toe in and spread falls below 50 percent of the specified average intensity of a new light. Lighting system reliability means the probability that the complete installation operates within the specified tolerances and that the system is operationally useable. Manoeuvring area means that part of an aerodrome to be used for: (a) the takeoff and landing of aircraft; and (b) for the surface movement of aircraft associated with takeoff and landing; but does not include areas set aside for loading, unloading or maintenance of aircraft. 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 an aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s). Near parallel runways means non intersecting runways whose extended centre lines have an angle of convergence divergence of 15 degrees or less. Non instrument runway means a runway intended for the operation of aircraft using visual approach procedures. Obstacle means all fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight. Obstacle free zone (OFZ) means the airspace above the inner approach surface, inner transitional surfaces, and 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 defined areas about and above an aerodrome intended for the protection of aircraft in the vicinity of an aerodrome. Outer horizontal surface means a specified portion of a horizontal plane located above the environment of an aerodrome beyond the horizontal limits of the conical surface. Outer main gear wheel span means the distance between the outside edges of the main gear wheels. 01 April 2013 Pg 13 of 165

141 Pavement classification number (PCN) means a number expressing the bearing strength of a pavement for unrestricted operations. Portal beacons means two ground light fixtures in an Aerodrome Lead In Lighting System, forming a gateway for approaching or departing aircraft. Primary runway(s) means runway(s) used in preference to others whenever conditions permit. 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 takeoff of aircraft. Runway end safety area means an area symmetrical about the extended centre line of the runway and adjacent to the end of the runway strip primarily intended to reduce the risk of damage to an aeroplane undershooting or over-running the runway. Runway guard lights means a light system intended to caution 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 ILS/ MLS critical/sensitive area at which taxiing aircraft and vehicles should stop and hold, unless otherwise authorized by the aerodrome control tower. Runway strip means a defined area including the runway, and stop way (if a stop way is provided), is intended that (1) to reduce the risk of damage to an aircraft running off the runway; and (2) to provide obstacle protection for aircraft flying over the runway strip during takeoff or landing operations. Runway visual range (RVR) means the range over which the pilot of an aircraft on the centreline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. 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. Sign means either a (a) Fixed message sign. A sign presenting only one message; or (b) Variable message sign. A sign capable of presenting several pre-determined messages or no message, as applicable. Shoulder means an area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement and the adjacent surface. Stop way means a defined rectangular area on the ground at the end of 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 changeover, when the light is being operated at intensities of 25 per cent or above. 01 April 2013 Pg 14 of 165

142 Take-off climb area means a specified area of ground (or water) beyond the end of a runway, strip or clearway, within which it may be necessary to restrict the creation of new obstructions or remove or mark objects which could affect the safety of aircraft taking off. Take-off climb surface means a specified portion of an inclined plane or other specified surface in plan by the vertical projection of the takeoff climb area. limited Taxi holding position means a designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequate clearance from a runway. 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. It includes: (a) aircraft stand taxi lane: A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only; and (b) apron taxiway: A portion of the taxiway system located on an apron and intended to provide a through taxi route across the apron; and (c) rapid-exit taxiway: A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby minimising runway occupancy times. Taxiway intersection means a junction of two or more taxiways. Taxiway strip means an area including a taxiway intended to protect an aircraft operating on the 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 useable for landing. Touchdown zone means the portion of the runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway. Transitional side surface means a specified surface sloping upwards and outwards from the side of the strip, and the approach surface to the inner horizontal surface or to a specified height. The transitional surface establishes the heights above which it may be necessary to restrict the creation of new obstacles, or remove or mark existing obstacles, to ensure a satisfactory level of safety and regularity for aircraft flying at low altitude and displaced from the runway centre line in the approach or missed approach phases. Usability factor means the percentage of time during which the use of a runway or system of runways is not restricted because of the cross-wind component. Wheel base means the distance from the nose gear of an aircraft to the geometric centre of the main gear. 01 April 2013 Pg 15 of 165

143 1.4 Reference code The intent of the reference code is to provide a simple method for interrelating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities that are suitable for the aeroplanes that are intended to operate at the aerodrome. The code is not intended to be used for determining runway length or pavement strength requirements. The code is composed of two elements which are related to the aeroplane performance characteristics and dimensions. Element 1 is a number based on the aeroplane reference field length and Element 2 is a letter based on the aeroplane wing span and the outer main gear wheel or to an appropriate combination of the two code elements. The code letter or number within an element selected for design purposes is related to the critical characteristics for which the facility is provided. When applying Table 1-1, the aeroplanes for which the aerodrome is intended to serve are first identified and then the two elements of the code An aerodrome reference code code number and letter which is selected for aerodrome planning purposes should be determined in accordance with the characteristics of the aeroplane and the runway for which an aerodrome facility is intended The aerodrome reference code numbers and letters have the meanings assigned to them in Table The code number for Element 1 is determined from Table 1-1, Column 1, selecting the code number corresponding to the highest value of the aeroplane reference field lengths of the aeroplanes for which the runway is intended. The determination of the aeroplane reference field length is solely for the selection of a code number and is not intended to influence the actual runway length provided The code letter for Element 2 is determined from Table 1-1, Column 3, by selecting the code letter which corresponds to the greatest wing span, or the greatest outer main gear wheel span, whichever gives the more demanding code letter of the aeroplanes for which the facility is intended. 1.5 Summary of aerodrome requirements Each runway should be served by obstacle limitation surfaces, and surrounded by an obstacle free strip. The aerodrome as a whole should be surrounded by an obstacle free circuiting area Their method of application is amplified in Chapter 4 - Obstacle Restriction and Removal. Tables 4-1 and 4-2 summarize the gradients and minimum dimensions of surfaces. These criteria are not intended to set operational limitations, but set the minimum standards for aerodrome design. 01 April 2013 Pg 16 of 165

144 Table 1-1. Aerodrome reference code Code number (1) Code element 1 Code element 2 Aeroplane reference field length (2) Code letter (3) Wing span (4) 1 Less than 800 m A Up to but not including 15 m m up to but not B 15 m up to but not including 1200 m including 24 m m up to but C 24 m up to but not not including 1800 m including 36 m m and over D 36 m up to but not including 52 m E 52 m up to but not including 65 m F b 65 m up to but not including 80 m a. Distance between the outside edges of the main gear wheels Outer main gear wheel; span a (5) Up to but not including 4.5 m 4.5 m up to but not including 6 m 6 m up to but not including 9 m 9 m up to but not including 14 m 9 m up to but not including 14 m 14 m up to but not including 16 m b. The NZCAA has established some minimum requirements for existing aerodromes where is intended to operate the A aircraft but the aerodrome does not fully comply with the applicable Code F requirements. Guidance on this document, Interim Aerodrome Requirements for the A380, is available on the NZCAA website at and should be read in conjunction with this Advisory Circular. A list of examples of representative aeroplanes, chosen to provide an example of each possible aerodrome reference code number and letter combination, is shown in Appendix April 2013 Pg 17 of 165

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146 CHAPTER 2 AERODROME DATA This chapter contains specifications relating to the provision of data about aerodromes to be notified to the Aeronautical Information Service (AIS). 2.1 Aerodrome reference point An aerodrome reference point should be established for an aerodrome The aerodrome reference point is to be located near the initial or planned geometric centre point of the aerodrome and should normally remain where first established The position of the aerodrome reference point is to be surveyed and given to the nearest second of latitude and longitude. 2.2 Aerodrome and runway elevations The aerodrome elevation is to be measured and given to the nearest foot For an aerodrome used by international civil aviation, the elevation of each threshold, the elevation of the runway end and any significant high and low points along the runway, and the highest elevation of the touchdown zone of a precision approach runway is to be given to the nearest foot. 2.3 Aerodrome reference temperature An aerodrome reference temperature is to be determined for the aerodrome in degrees Celsius The aerodrome reference temperature is to 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). This temperature is to be averaged over a period of years. 2.4 Aerodrome dimensions and related information The following data should be surveyed or described, as appropriate, for each facility provided on an aerodrome: (a) runway true bearing to one-hundredth of a degree, designation number, length, width, displaced threshold location to the nearest meter 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) strip, runway end safety area and stop way length, width to the nearest meter or foot and surface type; (c) taxiway designation, width, surface type; (d) apron surface type, aircraft stands; (e) clearway length to the nearest meter or foot, ground profile; (f) significant obstacles on and in the vicinity of the aerodrome location, top elevation to the nearest (next higher) meter or foot, type; (g) visual aids for the 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; (h) location and radio frequency of any VOR aerodrome check-point; and 01 April 2013 Pg 19 of 165

147 (i) location and designation of standard taxi-routes. (j) distances to the nearest meter or foot of localizer and glide path elements comprising an instrument landing system (ILS) or azimuth and elevation antenna of microwave landing system (MLS) in relation to the associated runway extremities The geographical co-ordinates of each threshold is to be measured and given to the nearest second The geographical co-ordinates of each aircraft stand is to be measured and given to at least onetenth of a minute. This information may be best shown in the form of a chart. 2.5 Strength of pavement The bearing strength of a pavement is to be determined The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5700 kg is to be made available using the aircraft classification number pavement classification number (ACN-PCN) method by reporting all of the following information: (a) the pavement classification number (PCN); (b) pavement type for ACN-PCN determination; (c) sub-grade strength category; (d) maximum allowable tire pressure category or maximum allowable tire pressure value; and (e) evaluation method. If necessary, PCN may be published to an accuracy of one-tenth of a whole number The pavement classification number (PCN) reported should indicate that an aircraft with an aircraft classification number (ACN) equal to or less than the reported PCN can operate on the pavement subject to any limitation on tyre pressure, or aircraft all-up mass for the specified aircraft type(s). Different PCN may be reported if the strength of the pavement is subject to significant seasonal variation The ACN of an aircraft should be determined in accordance with the standard procedures associated with the ACN-PCN method. The standard procedures for determining the ACN of an aircraft are given in the ICAO Doc AN/901, Aerodrome Design Manual, Part 3. For convenience several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the four sub-grade categories below and the results tabulated in that manual For the purposes of determining the ACN, the behaviour of a pavement should be classified as equivalent to a rigid or flexible construction Information on pavement type for ACN-PCN determination, sub-grade strength category, maximum allowable tire pressure category and evaluation method should be reported using the following codes: 01 April 2013 Pg 20 of 165

148 Pavement type for ACN-PCN determination Pavement type Rigid pavement Flexible pavement Code R F If the actual construction is composite or non-standard, include a note to that effect (see example 2 below). Sub-grade strength category Sub-grade strength category: High strength: Characterised by K=150 man/m³ and representing all K values above 120 man/m3 for rigid pavements, and by CAR=15 and representing all CAR values above 13 for flexible pavements. Medium strength: Characterised by K=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: Characterised by K=40 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: Code A B C D Characterised by K=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. 01 April 2013 Pg 21 of 165

149 Maximum allowable tire pressure category Tire pressure category High: no pressure limit Medium: pressure limited to 1.50 mpa Low: pressure limited to 1.00 mpa Very low: pressure limited to 0.50 mpa Code W X Y Z Evaluation method Evaluation method Technical method Representing a specific study of the pavement characteristics and application of pavement behaviour technology. Using aircraft experience: Code T U Representing a knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use. The following examples illustrate how pavement strength data are reported under the ACN-PCN method. Example 1. If the bearing strength of a rigid pavement, resting on a medium strength sub-grade, has been assessed by technical evaluation to be PCN 80 and there is no tyre pressure limitation, then the reported information would be: PCN 80/R/B/W/T Example 2. If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strength sub-grade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is 1.00mPa, then the reported information would be: PCN 50/F/A/Y/U Note Composite construction. Example 3. If the bearing strength of a flexible pavement, resting on a medium strength sub-grade, has been assessed by technical evaluation to be PCN 40 and the maximum allowable tire pressure is 0.80mPa, then the reported information would be: PCN 40/F/B/0.80mPa/T Example 4. - If a pavement is subject to a B all-up mass limitation of 390,000 kg, then the reported information would include the following note. Note The reported PCN is subject to a B all-up mass limitation of 390,000 kg. 01 April 2013 Pg 22 of 165

150 2.5.7 Criteria should be established to regulate the use of a pavement by an aircraft with an ACN higher than the PCN reported for that runway in accordance with and The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5700 kg should be made available by reporting the following information: (a) maximum allowable aircraft mass; and (b) maximum allowable tire pressure. Example 4000 kg/0.5mpa. 2.6 Pre-flight altimeter check location One or more pre-flight check locations should be established for an aerodrome A pre-flight check location should be located on the apron. Locating the pre-flight check location on the apron enables an altimeter check to be made prior to obtaining taxi clearance and eliminates the need for stopping for that purpose after leaving the apron. Normally the entire apron can serve as a satisfactory altimeter check location The elevation of a pre-flight altimeter check location is to be given as the average elevation, rounded to the nearest foot, of the area on which it is located. The elevation of any portion of a pre-flight altimeter check location should be within 10 feet of the average elevation for that location. 2.7 Declared distance The following distances should be calculated for each runway: (a) take-off run available; (b) take-off distance available; (c) accelerate-stop distance available; and (d) landing distance available The declared distances to be calculated for each runway direction comprise: the take-off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA), and landing distance available (LDA) Where a runway is not provided with a stop way or clearway and the threshold is located at the beginning of the runway, the four declared distances should normally be equal to the length of the runway, as shown at A in Figure Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway, as shown at B in Figure Where a runway is provided with a stop way (SWY), then the ASDA will include the length of stop way, as shown at C in Figure Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced, as shown at D in Figure 2-1. A displaced threshold affects only the LDA for approaches made to that threshold; declared distances for operations in the reciprocal direction may or may not be affected depending on the cause of the displacement. 01 April 2013 Pg 23 of 165

151 2.7.7 B through D in Figure 2-1 illustrate a runway provided with a clearway or a stop way or having a displaced threshold. Where more than one of these features exist, then more than one of the declared distances will be modified but the modification will follow the same principle illustrated. An example showing a situation where all these features exist is shown at E in Figure A suggested format for providing information on declared distances is given at F in Figure 2-1. If a runway direction cannot be used for take-off or landing, or both, because it is operationally forbidden, then this should be declared and the words not useable or the abbreviation NU entered. 2.8 Disabled aircraft removal Information concerning the capability to remove an aircraft disabled on or adjacent to the movement area should be made available. The capability to remove a disabled aircraft may be expressed in terms of the largest type of aircraft which the aerodrome is equipped to remove The telephone or telex number(s), or both, of the office of the aerodrome co-coordinator of operations for the removal of an aircraft disabled on or adjacent to the movement area should be made available, on request, to aircraft operators. 2.9 Rescue and fire fighting Information on the level of protection provided at an aerodrome for aircraft rescue and fire fighting purposes should be made available The level of protection normally available is to be expressed in terms of the category of the rescue and fire fighting services in accordance with the requirement of Chapter 2 section Significant changes in the level of protection normally available at an aerodrome for rescue and fire fighting should be notified to the AIS to provide the necessary information to arriving and departing aircraft. When such a change has been corrected, the AIS should be advised accordingly. A significant change in the level of protection is considered to be a change in category of the rescue and fire fighting service from the category normally available at the aerodrome, resulting from a change in availability of extinguishing agents, equipment to deliver the agents or personnel to operate the equipment, and so on A significant change is to be expressed in terms of the new category of the rescue and fire fighting service available at the aerodrome Visual approach slope indication system The following information concerning a visual approach slope indicator system installation should be made available: (a) associated runway designation number; (b) type of system according to section For an AVASIS installation, the number of light units should be given and additionally for an asymmetrical AVASIS installation, and for an AT-VASIS, PAPI or APAPI installation, the side of the runway on which the lights are installed, left or right, should be given; (c) (c) where the axis of the system is not parallel to the runway centre line, the angle of displacement and the direction of displacement, left or right, should be indicated; (d) nominal approach slope angle(s). For a VASIS or an AVASIS this should be angle (A+D)/2 according to the formula in Figure 5-8. For a T-VASIS or an AT-VASIS this should be angled 01 April 2013 Pg 24 of 165

152 according to Figure 5-12 and for a PAPI and an APAPI this should be the angle (B+C)/2 and (A+B)/2, respectively as in Figure 5-15; and (e) minimum eye height(s) over the threshold of the on slope signal(s). For a VASIS or an AVASIS this height should be the top of the red signal from the downwind wing bar(s), that is, angle B. For a T-VASIS or an AT-VASIS this should be the lowest height at which only the wing bar(s) are visible; however, the additional heights at which the wing bar(s) plus one, two or three fly down light units come into view may also be reported if such information would be of benefit to aircraft using the approach. For a PAPI this should be the setting angle of the third unit from the runway minus 2 minutes, that is angle B minus 2 minutes, and for an APAPI this should be the setting angle of the unit farther from the runway minus 2 minutes, that is angle A minus 2 minutes. When computing (d) or (e) for slotted-type VASIS or AVASIS, attention is drawn to the one eighth of a degree difference between the angles as seen in space and the setting angles seen on the ground. 01 April 2013 Pg 25 of 165

153 Figure 2-1. Illustration of declared distances 01 April 2013 Pg 26 of 165

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155 CHAPTER 3 PHYSICAL CHARACTERISTICS 3.1 Runways Orientation and number Many factors affect the determination of the orientation, siting and number of runways and strips. One important factor is the usability factor, as determined by the wind distribution, which is specified below. Another important factor is the alignment of runway to facilitate the provision of the related approach and takeoff surfaces, as described in more detail in Chapter 4, Obstacle Restriction and Removal. When a new instrument runway is being located, particular attention needs to be given to areas over which aeroplanes will be required to fly when following instrument approach and missed approach procedures, to ensure that obstacles in these areas or other factors will not restrict the operation of the aeroplanes for which the runway is intended The number and orientation of runways at an aerodrome should be such that the usability factor of an aerodrome is not less than 95 percent for the aeroplanes that the aerodrome is intended to serve. Cross-wind factor This is the component of wind acting at right angles to the runway. The alignment of a runway should be such that, taking into account the type of aircraft envisaged, the disruption due to cross-wind will be at a minimum. The following cross-wind components are to be used in determining the usability factor of a runway: 37 km/hr (20 kt) in the case of aeroplanes whose reference field length is 1500 m or over. When poor runway braking action owing to insufficient longitudinal coefficient of friction is experienced with some frequency, a cross-wind component not exceeding 24 km/hr (13 kt) should be assumed; 24 km/hr (13 kt) in the case of aeroplanes whose reference field length is 1200 m or up to but not including 1500 m; and 19 km/hr (10 kt) in the case of aeroplanes whose reference field length is less than 1200 m The cross-wind components specified above refer to the mean at any time and not to peak value of gusts. The figures also relate primarily to operations on dry runways. In certain circumstances, having regard to the type of aircraft and services envisaged, the wet surface operational limitations of lesser cross-wind values applicable to the aircraft may require to be applied. The selection of data to be used for the calculation of the usability factor should be based on reliable wind distribution statistics that extend over as long a period as possible, preferably of no less than 5 years. The observations used should be made at least eight times daily and spaced at equal intervals of time. Location of threshold The design threshold of a runway should be located at a distance of 60 m (30 m for a Code 1 runway) from the point of intersection of the surface with the sloping approach plane over the critical obstacle within the approach fan. Displaced threshold When the mandatory gradient rising from the threshold of the runway (or the strip if there is no runway) is infringed by an obstacle, a displaced threshold is to be marked at the location where the mandatory gradient just clearing the obstacle intersects the runway. 01 April 2013 Pg 28 of 165

156 Displacement of the landing threshold for code number 3 and 4 runways is not normally practicable except for emergency reasons, when operational minima will also be affected. Should such a displacement be necessary special consideration must be given to the clearances and the approach or landing aids necessary for continued operations by large jet aircraft. Actual length of runways Primary runway Except as provided in 3.1.8, the actual length to be provided for a primary runway should be adequate to meet the operational requirements of the aeroplanes for which the runway is intended and should be not less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of the relevant aeroplanes. The length of a runway is derived from the operational characteristics of the type of aircraft intended to use the runway. The distances required by a particular aeroplane under various operating conditions are determined from its flight manual or performance schedule. They depend on the actual weight of the aeroplane; the aerodrome elevation; the longitudinal runway slope, surface and condition; the wind component and the air temperature. It should not always be necessary to provide for takeoffs and landings at the maximum certified weight of the most exacting aircraft but enough length should be provided to ensure an economic takeoff weight related to the routes to be flown from the aerodrome. Secondary runway If more than one runway is needed to provide the required usability, the subsidiary runways should be at least 85 percent of the length of the main runway. The factor of 85 percent is intended to allow for the headwind component which will normally be present when the subsidiary runway is required to be used due to the cross-wind on the main runway. Sometimes the largest aircraft likely to use an aerodrome will not need a subsidiary runway and therefore the length of the subsidiary runway need only be related to the smaller aircraft which are expected to use it and the factor of 85 percent is then applied to the length required by those aircraft in still air. Runways with stop ways or clearways Where a runway is associated with a stop way or clearway, an actual runway length less than that resulting from application of or 3.1.7, as appropriate, may be considered satisfactory, but in such a case any combination of runway, stop way and clearway provided should permit compliance with the operational requirements for takeoff and landing of the aeroplanes the runway is intended to serve. Width of runways The width of a runway should not be less than the appropriate dimension specified in the following tabulation: Code Number Code Letter A B C D E F 1 18 a m 18 a m 23 m a m 23 a m 30 m m 30 m 30 m 40 m m 45 m 45 m 60 m 01 April 2013 Pg 29 of 165

157 a. For VFR day operations by aircraft with a MCTOW below 5 700kg, the minimum runway width may be reduced twice the outer main gear span. The combinations of code numbers and letters for which widths are specified have been developed for typical aeroplane characteristics. Separation of parallel runways Simultaneous operations Where parallel runways are designed for simultaneous use under visual meteorological conditions only, the minimum distance between centre lines should be: 210 m where the higher code number is 3 or 4; 150 m where the higher code number is 2; 120 m where the higher code number is Where parallel runways are provided for simultaneous operations under instrument meteorological conditions, the minimum separation distance between their centre lines should be: 1035 m for independent parallel approaches; 915 m for dependent parallel approaches; 760 m for independent parallel departures; 760 m for segregated parallel operations; except that for segregated parallel operations the specified separation distance: (a) should be 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) should be increased by 30 m for each 150 m that the arrival runway staggered away from the arriving aircraft; Non-simultaneous operations Where a parallel grass strip is adjacent to a sealed runway a minimum separation of 10m should exist between the edge of the sealed runway and the edge of the grass strip for non-simultaneous operations. Slopes on runways Longitudinal slopes The average slope of a runway is defined as the difference in elevation between the end points of the runway divided by the length of the runway, using common units. This is usually expressed as a percentage. The average slope of a runway should not be greater than 1 percent where the code number is 3 or 4 and 2 percent where the code number is 1 or Along no portion of a runway should the longitudinal slope exceed: (a) 1.25 percent where the code number is 4, except that for the first and last quarter of the length of the runway the longitudinal slope should not exceed 0.8 percent; 01 April 2013 Pg 30 of 165

158 (b) 1.5 percent 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 should not exceed 0.8 percent; and (c) 2 percent where the code number is 1 or 2. Longitudinal slope changes Where slope changes cannot be avoided, a slope change between two consecutive slopes should not exceed: (a) 1.5 percent where the code number is 3 or 4; and (b) 2 percent where the code number is 1 or 2. Transition rates The transition rate from one slope to another is to be accomplished by a curved surface with a rate of change not exceeding: (a) 0.1 percent per 30 m (minimum radius of curvature of m) where the code number is 4; (b) 0.2 percent per 30 m (minimum radius of curvature of m) where the code number is 3; and (c) 0.4 percent per 30 m (minimum radius of curvature of 7500 m) where the code number is 1 or 2. Sight distance Where slope changes cannot be avoided, they should be such that there will be an unobstructed line of sight from: (a) any point 3m above the runway to all other points 3m 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 2m above the runway to all other points 2m 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 the 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. Transverse slopes To promote the most rapid drainage of water, the runway surface should, if practicable, be cambered except where a single cross-fall from high to low in the direction of the wind most frequently associated with rain would ensure rapid drainage. The transverse slope should ideally be: (a) 1.5 percent where the code letter is C, D, E or F and (b) 2 percent where the code letter is A or B; but in any event should not exceed 1.5 percent or 2 percent, as applicable, nor be less than 1 percent except at runway or taxiway intersections where flatter slopes may be necessary. The slope value should be consistent throughout the runway length. For a cambered surface the transverse slope on each side of the centre line should be symmetrical. Strength of runways 01 April 2013 Pg 31 of 165

159 A runway should be capable of withstanding the traffic of aeroplanes the runway is intended to serve. Surface of runways The surface of a runway should be constructed without irregularities that would result in loss in friction characteristics or otherwise adversely affect the take-off or landing of an aeroplane. Surface irregularities may adversely affect the takeoff or landing of an aeroplane by causing excessive bouncing, pitching, vibration, or other difficulties in the control of the aeroplane The surface of a paved runway should be so constructed as to provide good friction characteristics when the runway is wet Measurements of the friction characteristics of a new or resurfaced runway should be made with a continuous friction measuring device using self-wetting features in order to assure that the design objectives with respect to its friction characteristics have been achieved The average surface texture depth of a new surface should not be less than 1.0 mm When the surface is grooved or scored, the grooves or scoring should be either at right angles to the runway centre line or parallel to transverse joints that may or may not be at right angles to the runway centre line where applicable. 3.2 Runway shoulders Runway shoulders should be provided for a runway where the code letter is D or E, and the runway width is less than 60 m Runway shoulders should be provided for a runway where the code letter is F Width of runway shoulders The runway shoulders should extend symmetrically on each side of the runway so that the overall width of the runway and its shoulders is not less than 60 m where the code letter is D or E; and 75 m where the code letter is F. Slopes on runway shoulders The surface of the shoulder that abuts the runway should be flush with the surface of the runway and its transverse slope should not exceed 2.5 percent. Strength of runway shoulders A runway shoulder should be prepared or constructed so as to be capable, in the event of an aeroplane running off the runway, of supporting the aeroplane without inducing structural damage to the aeroplane and of the supporting ground vehicles which may operate on the shoulder. 3.3 Starter extension General A starter extension may be established where additional takeoff distance, takeoff run or accelerate-stop distance is required but physical limitations do not allow provision of the mandatory runway or strip width. 01 April 2013 Pg 32 of 165

160 3.3.2 Specifications (a) A starter extension should be of equal load bearing strength to that of the runway; (b) Provided the length of the extension does not exceed 150 m, it may be narrower than the runway; but never less than two thirds the runway width. (c) The starter extension should lie symmetrically astride the runway centreline extension. (c) The sides of the associated strip should not be closer to the runway than the wing overhang of the largest aircraft (design aircraft) intended to use the runway, plus a safety margin of 8m. (d) The strip end need not be at right angles to the runway centre line. (e) The minimum distance between the strip end and any point of the starter extension end, or that enlarged area needed for aircraft to turn, should not be less than the wing overhang of the design aircraft, plus the greater of 8m or 20 per cent of the wingspan. These distances may need to be increased to allow for the adverse effects of propeller or jet blast - for example where the extension stops at a public road and footpath Starter extensions will normally require a taxiway lead-in or widening at the end to allow aircraft to turn. 3.4 Runway strips General A runway and any associated stop way should be included in a strip. Length of runway strips A strip shall extend before the threshold and beyond the end of the runway or stop way for a distance of at least 60 m where the code number is 2, 3 or 4; 60 m where the code number is 1, and the runway is an instrument one; and 30 m where the code number is 1 and the runway is a non-instrument one. Width of runway strips A strip shall whenever practicable, extend laterally on each side of the runway centre line and extended centre line throughout the length of the strip so that the overall width is as follows: International Aerodromes Precision approach runway Code 3 or m Precision approach runway Code 1 or m Non-precision approach runway Code 3 or m Non-precision approach runway Code 1 or 2 150m Domestic Aerodromes Precision approach runway Code 3 or m Precision approach runway Code 1 or m Non-precision approach runway Code 1, 2, 3 or m 01 April 2013 Pg 33 of 165

161 Non-instrument approach runway Code 3 or m Non-instrument approach runway day only aircraft at or below kg MCTOW Code 3 or 4 90 m Non-instrument runway night Code 2 80 m Non-instrument runway night Code 1 60 m Non-instrument runway day only Code 1 & x wingspan or 30 m, whichever is greater Objects on runway strips See 8.4 for information regarding siting and construction of equipment and installations on runway strips An object situated on a runway strip which may endanger aeroplanes should be regarded as an obstacle and should, as far as practicable, be removed No fixed object, other than visual aids required for air navigation purposes and satisfying the relevant frangibility requirement in Chapter 5, should be permitted on a runway strip: (a) within 75 m of the runway centre line of a precision approach runway Category I, II or III where the code number is 3 or 4 and the code letter is F; or (b) within 60 m of the runway centre line of a precision approach runway Category I, II or III where the code number is 3 or 4; or (c) within 45 m of the runway centre line of a precision approach runway Category I where the code number is 1 or No mobile object should be permitted on this part of the runway strip during the use of the runway for landing or takeoff. Grading of runway strips A graded area should extend laterally on each side of the runway centre line and extended centre line throughout the length of the strip and stop way so that the overall width of the graded portion is as follows: International Aerodromes Instrument approach runway Code 3 or m Instrument approach runway Code 1 or 2 80 m Domestic Aerodromes Instrument approach runway Code 3 or m Instrument approach runway Code 1 or 2 80 m Non-instrument approach runway Code 3 or m Non-instrument approach runway day only aircraft at or below kg MCTOW Code 3 or 4 90 m Non-instrument runway night Code 2 80 m Non-instrument runway night Code 1 60 m Non-instrument runway day only Code 1 & x wingspan or 30 m, whichever is greater 01 April 2013 Pg 34 of 165

162 3.4.8 The area within the strip but outside the graded area is provided for the over flight of an aircraft The surface of that portion of a strip that abuts a runway, shoulder or stop way should be flush with the surface of the runway, shoulder or stop way That portion of a strip to at least 30 m before a threshold should be prepared against blast erosion in order to protect a landing aeroplane from the danger of an exposed edge. Slopes on runway strips Longitudinal slopes A longitudinal slope along that portion of a strip to be graded should not exceed: 1.5 percent where the code number is 4; 1.75 percent where the code number is 3; and 2 percent where the code number is 1 or 2. Longitudinal slope changes Slope changes on that portion of a strip to be graded should be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided Slope changes before the threshold of a precision approach runway should be avoided or kept to a minimum on that portion of the strip within a distance of at least 30 m on each side of the extended centre line of the runway. Where slope changes cannot be avoided on this portion, the rate of change between two consecutive slopes should not exceed 2 percent per 30 m. Transverse Slopes The grading and preparation of the strip surface should be such as to prevent the collection of surface water at any point and to this end the transverse slope may be up to 2.5 percent where the code number is 3 or 4, and 3 percent where the code number is 1 or 2. Where rainfall is high and the need for rapid drainage from the runway surface is paramount then the first 3 m to 5m outwards from the runway edge may be graded to a slope value of up to 5 percent For strips where it may be more important to retain the natural cover and accept a steeper transverse slope, in order to preclude the risk of transverse scouring of the surface, any portion of a strip beyond that to be graded should not exceed an upward slope of 5 percent as measured in the direction away from the runway. Strength of runway strips The strip should be so constructed as to minimise hazards to aircraft in the event of accidental run off from the runway. Where large turbine powered aircraft are expected to operate, special measures may be necessary in the preparation of the shoulders of the runway. Consideration should be given to additional strengthening of the shoulders In all cases where no specially prepared runway is provided, the full length and width of the strip should be acceptable for the ground movement of the aircraft for which the strip is designed. It is not expected that the outer half of the strip should be of equal bearing strength with the central portion but it should be of such strength that the aircraft running off the centrally prepared runway area will not sustain structural damage. 01 April 2013 Pg 35 of 165

163 3.5 Runway end safety areas General A runway end safety area (RESA) is a cleared and graded area extending from the end of a runway strip to reduce the risk of damage to an aeroplane in the event of a runway undershoot or overrun. Note: Requirements for the provision of a RESA are prescribed in Chapter 2 section 2.1. It is recommended that aerodrome operators who are required to provide RESA s contact CAAF early in their plans as the interpretation of what is practicable for a RESA will be on a case by case basis. Dimensions of runway end safety areas A runway end safety area, shall extend from the end of a runway strip for as great a distance as practicable, but at least 90 m The width of the runway end safety area shall be at least twice that of the associated runway. Objects on runway end safety areas An object situated on a runway end safety area which may endanger aeroplanes should be regarded as an obstacle and should, as far as practicable, be removed. Clearing and grading of runway end safety areas A runway end safety area should provide a cleared and graded area for aeroplanes which the runway is intended to serve in the event of an aeroplane undershooting or overrunning the runway. Slopes on runway end safety areas The slopes of a runway end safety area should be such that no part of the runway end safety area penetrates the approach or take-off climb surface The longitudinal slopes of a runway end safety area should not exceed a downward slope of 5 percent. Longitudinal slope changes should be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided The transverse slopes of a runway end safety area should not exceed an upward or downward slope of 5 percent. Transition slopes should be as gradual as practicable. Strength of runway end safety areas A runway end safety area should be so prepared or constructed as to reduce the risk of damage to an aeroplane undershooting or overrunning the runway, enhance aeroplane deceleration and facilitate the movement of rescue and fire fighting vehicles. Note: The surface of the ground in the RESA does not need to be prepared to the same quality as the runway strip. 3.6 Clearways Location of clearways The origin of a clearway should be at the end of the takeoff run available. Length of clearways The length of a clearway should not exceed half the length of the takeoff run available. 01 April 2013 Pg 36 of 165

164 Width of clearways A clearway should extend laterally to a distance of at least 75 m on each side of the extended centre line of the runway. Slopes on clearways The ground in a clearway should not project above a plane having an upward slope of 1.25 percent, 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 takeoff run available Because of the transverse or longitudinal slopes on a runway, shoulder or strip, in certain cases the lower limit of the clearway plane specified above may be below the corresponding elevation of the runway, shoulder or strip. It is not intended that these surfaces be graded to conform with the lower limit of the clearway plane nor is it intended that terrain or objects which are above the clearway plane beyond the end of the strip but below the level of the strip be removed unless it is considered they may endanger aeroplanes Abrupt upward changes in slope should be avoided when the slope on the ground in a clearway is relatively small or when the mean slope is upward. In such situations, in that portion of the clearway within a distance of 22.5 m on each side of the extended centre line, the slopes, slope changes and the transition from runway to clearway should generally conform with those of the runway with which the runway is associated except that isolated depressions such as ditches running across the clearway may be permitted. Objects on clearways An object situated on a clearway which may endanger aeroplanes in the air should be regarded as an obstacle and should be removed. 3.7 Stop ways Width of stop ways A stop way should have the same width as the runway with which it is associated. Slopes on stop ways Slopes and changes in slope on a stop way, and the transition from a runway to a stop way, should comply with the specifications of to for the runway with which the stop way is associated except that: (a) the limitation in of a 0.8 percent slope for the first and last quarter of the length of a runway need not be applied to the stop way; and (b) at the junction of the stop way and runway and along the stop way the maximum rate of slope change may be 0.3 percent per 30 m (minimum radius of curvature of m) for a runway where the code number is 3 or 4. Strength of stop ways A stop way should be prepared or constructed so as to be capable, in the event of an abandoned takeoff, of supporting the aeroplane which the stop way is intended to serve without inducing structural damage to the aeroplane. 01 April 2013 Pg 37 of 165

165 Surface of stop ways The surface of a paved stop way should be so constructed as to provide a good coefficient of friction when the stop way is wet The friction characteristics of an unpaved stop way should not be substantially less than that of the runway with which the stop way is associated. 3.8 Taxiways General Taxiways should be provided to ensure safe and rapid movement of aircraft between the runway and apron areas. Where the end of a runway is not served by a taxiway, it may be necessary to provide additional pavement at the end of the runway for the turning of aeroplanes. Such areas may also be useful along the runway to reduce taxiing time and distance for some aeroplanes A system may comprise a single taxiway or a complex of taxiways according to the volume of traffic expected In planning the route of a taxiway, factors to consider include; need to facilitate the ground movement of aircraft by the shortest distance; avoidance of traffic congestion or confliction; clearance from other taxiways and fixed obstructions; and minimising crossing of other runways or other active areas The surface of a taxiway should be kept clear of loose stones or other objects that may damage aircraft. Where jet engined aircraft use a taxiway, the verges on either side should also be kept clear of such objects. Clearance distance on taxiways The design of a taxiway should be such that, when the cockpit of the aeroplane remains over the taxiway centre line markings, the clearance distance between the outer main wheels of the aeroplane and the edge of the pavement should not be less than that given in the following tabulation: Code Letter A B C Clearance 1.5 m 2.25 m D, E and F 4.5 m. 3 m if the taxiway is intended to be used by aeroplanes with a wheel base less than 18 m; or 4.5 m if the taxiway is intended to be used by aeroplanes with a wheel base equal to or greater than 18 m; Note 1. Wheel base means the distance from the nose gear to the geometric centre of the main gear. Note 2. Where the code letter is F and the traffic density is high, a wheel to edge clearance greater than 4.5 m may be provided to permit higher taxiing speeds. 01 April 2013 Pg 38 of 165

166 Width of taxiways The width of a taxiway is determined in relation to the size of the aircraft to be catered for. A straight portion of taxiway should have a width of not less than that given by the following tabulation: Code Letter A 7.5 m; B 10.5 m; C D E F Taxiway curves Taxiway width 15 m if the taxiway is intended to be used by aircraft with a wheel base of less than 18 m; or 18 m if the taxiway is intended to be used by aircraft with a wheel base equal to or greater than 18 m; 18 m if the taxiway is intended to be used by aircraft with an outer main gearwheel span less than 9 m; or 23 m if the taxiway is intended to be used by aircraft with an outer main gearwheel span equal to or greater than 9 m; 23 m 25 m Changes in direction of taxiways should be as few and small as possible. The radii of the curves should be compatible with the maneuvering capability and normal taxiing speeds of the aeroplanes for which the taxiway is intended. The design of the curve should be such that, when the cockpit of the aeroplane remains over the taxiway centre line markings, the clearance distance between the outer main wheels of the aeroplane and the edge of the pavement should not be less than those specified in Junctions and intersections To facilitate the movement of aeroplanes, fillets should be provided at junctions and intersections of taxiways with runways, aprons and other taxiways. The design of the fillets should ensure that the minimum wheel clearances specified in are maintained when aeroplanes are maneuvering through the junctions or intersections.. 01 April 2013 Pg 39 of 165

167 Figure 3-1 Taxiway curve Taxiway minimum separation distances The separation distance between the centre line of a taxiway and the centre line of a runway, the centre line of a parallel taxiway or an object should not be less than the appropriate dimensions specified in Table 3-1, except that it may be permissible to operate with lower separation distances at an existing aerodrome if an aeronautical study indicates that such lower separation distances would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. The distances given in Table 3-1 represent ordinary combinations of runways and taxiways using the largest aircraft likely to use that combination. Where a specific aircraft type is to be used the clearances may be adjusted accordingly. Code Letter Instrument runways Table 3-1. Taxiway minimum separation distances Distance between centreline And runway centreline (metres) Code number Non-instrument runways Code number Taxiway centreline to taxiway centreline Taxiway other then aircraft stand taxilane centreline to object Aircraft stand taxilane centreline to object (metres) (metres) (metres) (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) A B C D E F 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 ICAO Aerodrome Design Manual, Part 2, Doc 9157-AN/901. Slopes on taxiways Longitudinal slopes The longitudinal slope on a taxiway should not exceed: 1.5 percent where the code letter is C, D E or F; and 3 percent where the code letter is A or B. Longitudinal slope changes Where slope changes cannot be avoided, the transition from one slope to another slope should be accomplished by a curved surface with a rate of change not exceeding: 1 percent per 30 m (minimum radius of curvature of 3000 m) where the code letter is C, D, E or F; and 01 April 2013 Pg 40 of 165

168 1 percent per 25 m (minimum radius of curvature of 2500 m) where the code letter is A or B. Sight distance Where a change in slope on a taxiway cannot be avoided, the change should be such that, from any point: 3 m above the taxiway; it will 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; 2 m above the taxiway; it will 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 1.5 m above the taxiway; it will 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. Transverse slopes The transverse slope for a taxiway should be sufficient to prevent the accumulation of water on the surface of the taxiway but should not exceed: (a) 1.5 percent where the code letter is C, D, E or F; and (b) 2 percent where the code letter is A or B. See regarding transverse slopes on an aircraft stand taxi-lane. Strength of taxiways The strength of a taxiway should be at least equal to that of the runway it serves, due consideration being given to the fact that a taxiway will be subjected to a greater density of traffic and, as a result of slow moving and stationary aeroplanes, to higher stresses than the runway it serves. Surface of taxiways The surface of a taxiway should not have irregularities that may cause damage to aeroplane structures The surface of a paved taxiway should be so constructed as to provide good friction characteristics when the taxiway is wet. Taxiways on bridges The width of that portion of a taxiway bridge capable of supporting aeroplanes, as measured perpendicular to the taxiway centre line, should not be less than the width of the graded area of the strip provided for that taxiway, unless a proven method of lateral restraint is provided which should not be hazardous for aeroplanes for which the taxiway is intended. When a width less than the width of the graded area of the strip is provided, consideration will have to be given to access by 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. If aeroplane engines overhang the bridge structure, protection of adjacent areas below the bridge from engine blast may be required A bridge should be constructed on a straight section of taxiway with a straight section on both ends of the bridge to facilitate the alignment of aeroplanes approaching the bridge. 01 April 2013 Pg 41 of 165

169 Rapid Exit Taxiways The following specifications detail requirements particular to rapid exit taxiways. See Figure 3-2.General requirements for taxiways also apply to this type of taxiway. Guidance on the provision, location and design of rapid exit taxiways is included in the ICAO Doc 9157-AN/901 Aerodrome Design Manual, Part A rapid exit taxiway should be designed with a radius of turn-off curve of at least: 550 m where the code number is 3 or 4; and 275 m where the code number is 1 or 2; to enable exit speeds under wet conditions of: 93 km/h where the code number is 3 or 4; and 65 km/h where the code number is 1 or 2. The locations of rapid exit taxiways along a runway are based on several criteria described in the ICAO Doc 9157-AN/901 Aerodrome Design Manual, Part 2, in addition to different speed criteria The radius of the fillet on the inside of the curve at a rapid exit taxiway should be sufficient to provide a widened taxiway throat in order to facilitate early recognition of the entrance and turn-off onto the taxiway A rapid exit taxiway should include a straight distance after the turn-off curve sufficient for an exiting aircraft to come to a full stop clear of any intersecting taxiway The intersection angle of a rapid exit taxiway with the runway should not be greater than 45 nor less than 25 and preferably should be Taxiway shoulders Straight portions of a taxiway where the code letter of the aircraft intending to use the taxiway is C, D or E should be provided with shoulders which extend symmetrically on each side of the taxiway so that the overall width of the taxiway and its shoulders on straight portions is not less than: 01 April 2013 Pg 42 of 165

170 60 m where the code letter is F; 44 m where the code letter is E; 38 m where the code letter is D; and 25 m where the code letter is C When a taxiway is intended to be used by turbine-engined aircraft, the surface of the taxiway shoulder should be so prepared as to resist erosion and the ingestion of surface material by aeroplane engines Taxiway strips Width of taxiway strips A taxiway, other than an aircraft stand taxi-lane, should be included in a strip A taxiway strip should 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 given in Table 3-1, Column 11. Objects on taxiway strips The taxiway strip should provide an area clear of objects which may endanger taxiing aeroplanes. Grading of taxiway strips The centre portion of a taxiway strip should provide a graded area to a distance from the centre line of the taxiway of at least: 11 m where the code letter is A; 12.5 m where the code letter is B or C; 19 m where the code letter is D; 22 m where the code letter is E; and 30 m where the code letter is F. Slopes on taxiways strip The surface of the strip should be flush at the edge of the taxiway or shoulder, if provided, and the graded portion should not have an upward transverse slope exceeding: 2.5 percent for strips of taxiways where the code letter is C, D, E or F; and 3 percent for strips of taxiways where the code letter is A or B The upward slope being measured with reference to the transitional slope of the adjacent taxiway surface and not the horizontal. The downward transverse slope should not exceed 5 percent measured with reference to the horizontal The transverse slopes on any portion of a taxiway strip beyond that to be graded should not exceed an upward slope of 5 percent as measured in the direction away from the taxiway. 01 April 2013 Pg 43 of 165

171 3.11 Holding bays, runway-holding positions, intermediate holding positions and road-holding positions General Holding bay(s) should be provided when the traffic density is medium or heavy A runway-holding position or positions should be provided On the taxiway, at an intersection of a taxiway with a runway; and At an intersection of a runway with another runway when the former runway is part of a standard taxi-route A runway-holding position should 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 An intermediate holding position should be established on a taxiway at any point other than a runway-holding position where it is desirable to define a specific holding limit A road-holding position should be established at an intersection of a road with a runway. Location The distance between a holding bay or a road-holding position and the centre line of a runway should be in accordance with Table 3-2 and, in the case of a precision approach runway, such that a holding aircraft will not interfere with the operation of radio aids At elevations greater than 700 m (2300 ft) the distance of 90 m specified in Table 3-2 for a precision approach runway code number 4 should be increased as follows: up to an elevation of 2000 m; 1 m for every 100 m in excess of 700 m; elevation in excess of 2000 m and up to 4000 m; 13m plus 1.5m for every 100 m in excess of 4000 m; and elevation in excess of 4000 m and up to 5000 m; 43 m plus 2 m for every 100 m in excess of 4000 m 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 m, as appropriate, specified in Table 3-2 should be further increased 5 m for every metre the bay or position is higher than the threshold The location of a runway-holding position established in accordance with should be such that a holding aircraft or vehicle will not infringe that obstacle free zone, approach surface, take-off climb surface or ILS/MLS critical/sensitive area or interfere with the operation of radio navigation aids. Table 3-2. position Minimum distance from the runway centre line to a holding bay or taxi-holding Type of runway Code Number Non-instrument 30 m 40 m 75 m 75 m Non-precision approach 40 m 40 m 75 m 75 m 01 April 2013 Pg 44 of 165

172 Precision approach Category I 60 m b 60 m b 90 m a,b 90 m a,b,c Precision approach Category II and III m a,b 90 m a,b,c Take-off 30 m 40 m 75 m 75 m a. If a holding bay or taxi-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. The converse applies if the bay or holding position is higher than the threshold b. This distance may need to be increased to avoid interference with radio aids: for a precision approach runway Category III the increase may be in the order of 50 m. (a) (b) (c) 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 at 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. The distance of 60 m for code number 2 is based on an aircraft with a tail height of 8 m, at 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. Where the code letter is F, this distance should be m The distance of m for code number 4 where the code letter is F is based on an aircraft with a tail height of 24 m, at a distance from the nose to the highest part of the tail of 62.2 m and a nose height of 10m holding at an angle of 45 or more with respect to the runway centre line, being clear of the obstacle free zone. Low minima operations Where a runway is capable of being used under conditions of low cloud base and visibility, the holding positions applicable to such operations should be marked at a distance from the runway centre line such that the holding aircraft will not constitute an obstacle within the strip area associated with operations under such minima Aprons Aprons should be provided where necessary to permit the on- and off-loading of passengers, cargo or mail as well as servicing of aircraft without interfering with the aerodrome traffic. Size of aprons The overall dimensions of an apron area are determined by several controlling factors. These include the size of the aeroplanes expected to serve the aerodrome and the ground area covered by the most demanding aircraft in maneuvering onto and from the parking positions; the number of parking positions to be provided to permit expeditious handling of aeroplane movements and the volume of traffic anticipated for the aerodrome. On aprons, consideration should also be given to the provision of service roads and to the maneuvering and storage area for ground equipment. Strength of aprons Each part of an apron should be capable of withstanding the traffic of the aircraft it is intended to serve, due consideration being given to the fact that some portions of the apron will be subjected to a higher density of traffic and, as a result of slow moving or stationary aircraft, to higher stresses than a runway. 01 April 2013 Pg 45 of 165

173 Slopes on aprons Slopes on aprons, including those on an aircraft stand taxi-lane, should be sufficient to prevent accumulation of water on the surface of the apron but should be kept as level as drainage requirements permit The slope should not exceed 1 percent and should slope away from the terminal building so as to reduce the danger of any build-up of spilt fuel at the base of the terminal building. Clearance distances on aircraft stands Aircraft to object An aircraft stand should provide the following minimum clearances between an aircraft using the stand and any adjacent building, aircraft on another stand and other objects: Code Letter A B C D E F Clearance 3000 mm 3000 mm 4500 mm 7500 mm 7500 mm 7500 mm When special circumstances so warrant, these clearances may be reduced at a nose-in aircraft stand, where the code letter is D, E or F: Between the terminal, including any fixed passenger bridge, and the nose of an aircraft; and Over any portion of the stand provided with azimuth guidance by a visual guidance system. On aprons, consideration also has to be given to the provision of service roads and to manoeuvring and storage area for ground equipment. Aircraft to apron edge The layout of the nose wheel guidelines should be such that, when the nose wheel of the aeroplane remains on a guideline, the clearance distance between the outer main wheels of the aeroplane and the apron edge, whether taxiing in a straight line or turning a corner, should not be less than: Code Letter A B C Clearance 1300 mm 1900 mm D, E or F 3800 mm 2600 mm if the apron is intended to used by aeroplanes with a wheel base less than 18 m; or 3800 mm if the apron is intended to be used by aeroplanes with a wheel base less than 18 m; or 01 April 2013 Pg 46 of 165

174 3.13 Isolated aircraft parking position An isolated aircraft parking position should be designated or the aerodrome control tower should be advised of an area 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 The isolated parking position should be located at a maximum distance practicable and in any case not less than 100 m from other parking positions, buildings or public areas, and suchlike. Care should be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cables. 01 April 2013 Pg 47 of 165

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176 CHAPTER 4 OBSTACLE RESTRICTION AND REMOVAL The obstacle limitation surfaces of an aerodrome are defined surfaces in the airspace above and adjacent to the aerodrome. These obstacle limitation surfaces are necessary to enable aircraft to maintain a satisfactory level of safety while manoeuvring at low altitude in the vicinity of the aerodrome. These surfaces should be free of obstacles and subject to control such as the establishment of zones, where the erection of buildings, masts and so on, are prohibited. Where obstructions infringe these surfaces they may, subject to the conduct of an aeronautical study, be removed, reduced in height, marked and lit. 4.1 Limitation surface Conical surface Description A surface sloping upwards and outwards from the periphery of the inner horizontal surface. See Fig. 4-1 and Fig 4-2. Characteristics The lower edge is coincident with the periphery of the inner horizontal surface and rises to an elevation of 150 m above the aerodrome datum level. It rises upwards and outwards from the periphery of the inner horizontal surface at a gradient of 5 percent The slope is measured in a vertical plane perpendicular to the periphery of the inner horizontal surface. Inner horizontal surface Description A surface located in a horizontal plane above an aerodrome and its environs. See Fig 4-1 and Fig Characteristics The inner horizontal surface is contained in a horizontal plane having its outer limits at a specified distance measured from the periphery of the runway strip The plane is located 45 m above the aerodrome elevation datum. Approach surface (d) Each strip should be provided with an inclined approach surface such that aeroplanes approaching to land have a clear, obstacle-free path with a guaranteed clearance surface. This approach path is located within a defined area called the approach fan. Description The origin of the approach fan is an inclined plane originating at a specified distance prior to the runway threshold. Characteristics The fan is essentially a truncated triangle with the cut-off apex line called the inner edge (see Fig 4-2 and Fig 4-3). The length of this inner edge is specified in Table The expanding sides of the approach fan diverge at a constant rate related to a percentage of the distance from the end of the strip, and extend to a specified distance from the origin. Refer Table April 2013 Pg 49 of 165

177 Elevation The elevation of the inner edge of the approach fan should be the same as the highest point on the extended centre line between the threshold and the inner edge The slope of the approach surface should be measured in the vertical plane containing the centre line of the runway. Inner Approach surface Description A rectangular portion of the approach surface immediately preceding the threshold. Characteristics The limits of the inner approach surface should comprise: (a) an inner edge coincident with the location of the inner edge of the approach surface but of its own specified length; and (b) two sides originating at the ends of the inner edge and extending parallel to the vertical plane containing the centreline of the runway; and (c) an outer edge parallel to the inner edge. Transitional side surface Description A complex surface originating along the side of the strip and part of the side of the approach surface that slopes upwards and outwards to the inner horizontal surface. See Fig 4-1 and Fig 4-2. Characteristics From the sides of the strip and the approach surface, the transitional side surface slopes upwards and outwards at a specified gradient, extending until it reaches the inner horizontal surface. Except for a boundary fence or hedge sited along the edge of a strip, no obstacle should penetrate the transitional side surface. Where obstacles penetrate this surface, an aeronautical study should be conducted to determine if any such object is required to be removed, reduced in height, marked or lit. Inner transitional surface Note: It is intended that the inner transitional surface be the controlling obstacle limitation surface for navigation aids, aircraft and other vehicles that must be near the runway and which is not to be penetrated except for frangible objects. The transitional surface described in is intended to remain as the controlling obstacle limitation surface for buildings, etc. Description A surface similar to the transitional surface but closer to the runway. Characteristics The limits of an inner transitional surface should comprise: (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 01 April 2013 Pg 50 of 165

178 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 The elevation of a point on the lower edge should 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) (b) along the strip 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 surface along the strip will be curved if the runway profile is curved or a plane if the runway profile is a straight line. The intersection of the inner transitional surface with the inner horizontal surface will also be a curved or straight line depending on the runway profile The slope of the inner transitional surface should be measured in a vertical plane at right angles to the centre line of the runway. Balked landing surface Description An inclined plane located at a specified distance after the threshold, extending between the inner transitional surface. Characteristics The limits of the balked landing surface should 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 in the plane of the inner horizontal surface The elevation of the inner edge should be equal to the elevation of the runway centre line at the location of the inner edge The slope of the balked landing surface should be measured in the vertical plane containing the centre line of the runway. 01 April 2013 Pg 51 of 165

179 Figure 4-1. Obstacle limitation surfaces 01 April 2013 Pg 52 of 165

180 Figure 4-2 Obstacle limitation surfaces 01 April 2013 Pg 53 of 165

181 Figure 4-3. Approach area and surface 01 April 2013 Pg 54 of 165

182 Inner approach Balked landing Inner transitional Inner transitional Balked landing Section A-A Inner transitional Inner horizontal Balked landing Section B-B Figure 4-4. Inner approach, inner transitional and balked landing obstacle limitation surfaces 01 April 2013 Pg 55 of 165

183 Table 4-1. Dimensions and slopes of obstacle limitation surfaces Approach Runways Surface and dimensions a CONICAL Slope Height above aerodrome Non-instrument Non-precision approach Precision approach category I II or III Code number Code number Code number Code number , , 2 3, 4 3, 4 1: m 1: m 1: m 1: m 1: m 1: m 1: m 1: m 1: m 1: m INNER HORIZONTAL Height above aerodrome Locus from strip edge 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m 45 m 2000 m INNER APPROACH Width Distance from threshold Length Slope 90 m 60 m 900 m 1: m e 60 m 900 m 1: m e 60 m 900 m 1:50 APPROACH Length of inner edge Distance from threshold Divergence (each side) Length Slope 60 m 30 m 1: m 3000 m h 1:20 1:40 h 80 m 60 m 1: m 3000 m h 1:20 1:40 h 150 m f 60 m 1: :40 g 150 m f 60 m 1: m h 1:40 g 150 m 60 m 1: m 1: m 60 m 1: m 1:40 1:50 b 150 m 60 m 1: m 1:40 1:50 b 150 m 60 m 1: m 1:40 1:50 b 300 m 60 m 1: m 1: m 60 m 1: m 1:50 Transitional Slope 1:5 1:5 1:7 1:7 1:7 1:7 1:7 1:7 1:7 1:7 INNER TRANSITIONAL Slope 1:2.5 1:3 1:3 BALKED LANDING SURFACE Length of inner edge Distance from threshold Divergence (each side) 90 m c 1: m e 1800 m d 1: m e 1800 m d 1:10 Slope a. All dimensions are measured horizontally unless specified otherwise b. Applicable to International Aerodromes c. Distance to the end of the strip d. Or end of the runway whichever is less e. Where the code letter is F, the width is increased to 155m f. For aircraft 5701 kg to kg MCTOW day only the width may be reduced to 90 m. g. For aircraft 5701 kg to kg MCTOW day only the width may be reduced to 1:30. h. For an instrument runway or for night operations by aircraft with a MCTOW of kg or less 1:25 1:30 1:30 01 April 2013 Pg 56 of 165

184 Take-off climb surface Description Each runway strip should be provided with a take-off climb surface such that aeroplanes taking off have a clear, obstacle-free path with a guaranteed clearance surface over which to limb. This climb path is located within a defined area called the take-off fan which originates from the end of the runway strip or the end of the clearway if one is declared. See Fig 4-5. Characteristics The fan is essentially a truncated triangle with the cut-off apex line called the inner edge. The length of this inner edge is specified in Table The expanding sides of the take-off fan diverge at a constant rate related to a percentage of the distance from the origin. This is called the fan expansion and extends to a specified distance from the origin. Refer Table The elevation of the inner edge should be equal to the greater of the following: (a) the highest ground level along the centre line between the runway end and the end of the strip or clearway; or (b) the highest point of the clearway plane In the case of a straight take-off flight path, the slope of the take-off climb surface should be measured in the vertical plane containing the centre line of the runway In the case of a take-off flight path involving a turn, the take-off climb surface should be a complex surface containing the horizontal normal to its centre line, and the slope of the centre line should be the same as that for a straight take-off flight path The obstacle free surface within a curved take-off fan should be achieved in such a manner as to allow a step down of 4.6 m (15 ft) as shown in Fig 4-6. This step down is necessary to preserve obstruction clearance due to the performance degradation when the turn is greater than 15 degrees. The take-off fan may be turned in order to avoid obstacles which would otherwise penetrate the required take-off climb surface. A change of heading of less than 15 for obstacle clearance is not considered a curved flight path. The expansion values as for a straight out surface apply in exactly the same manner for a curved take-off flight path. The percentage relates to the distance along the extended centre line as it proceeds throughout the turn from its origin at the end of the available take-off distance. The radius of the turn for the curved extended centre line is to be related to the climb speeds of the aeroplanes which the runway is planned to serve. 01 April 2013 Pg 57 of 165

185 Figure 4-5. Take-off climb area and surface 4.2 Obstacle limitation requirements The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a runway, that is take-off or landing and type of approach, and are intended to be applied when such use is made of the runway. In cases where operations are conducted to or from both directions of a runway, then the function of certain surfaces may be nullified because of more stringent requirements of another lower surface. Approach runways The following obstacle limitation surfaces should be established for a non-instrument approach runway: 01 April 2013 Pg 58 of 165

186 conical surface; inner horizontal surface; approach surface; and transitional surfaces The following obstacle limitation surfaces should be established for a non-precision approach runway: conical surface; inner horizontal surface; approach surface; and transitional surfaces The following obstacle limitation surfaces should be established for a precision approach runway category I II or III: conical surface; inner horizontal surface; approach surface and inner approach surface; and inner transitional and transitional surfaces; and balked landing surface The heights and slopes of the surfaces should not be greater than, and their other dimensions not less than, those specified in Table New objects or extensions of existing objects should not be permitted above an approach or transitional surface except when the new object or extension would be shielded by an existing immovable object New objects or extensions of existing objects should not be permitted above a conical surface or inner horizontal surface except when the object would be shielded by an existing immovable object, or an aeronautical study determines that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes Existing objects, above any of the surfaces required by and 4.2.2, should as far as practicable be removed except when the object would be shielded by an existing immovable object, or an aeronautical study determines that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger aeroplanes In considering proposed construction, account should be taken of the possible future development of the runway and possible requirement for more stringent obstacle limitation surfaces. 01 April 2013 Pg 59 of 165

187 Take-off runways A take-off climb surface should be established for a take-off runway The dimensions of the surface should not be less than the dimensions specified in Table 4-2, except that a lesser length may be adopted for the take-off climb surface where such a lesser length would be consistent with procedural methods adopted to govern the outward flight of aeroplanes 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 4-2 when critical operating conditions are to be catered for. If the specified slope is reduced, corresponding adjustment in length of the take off climb surface should be made so as to provide protection to a height of 300 m New objects or extensions of existing objects should not be permitted above a take-off climb surface except when the new object or extension would be shielded by an existing immovable object If no object reaches the 2 percent (1:50) take-off climb surface, new objects should be limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 percent (1:62.5) Existing objects that extend above a take-off climb surface should as far as practicable be removed except when the object would be shielded by an existing immovable object, or an aeronautical study determines that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. 01 April 2013 Pg 60 of 165

188 Table 4-2. Dimensions and slopes of obstacle limitation surfaces TAKEOFF RUNWAYS Surface and dimensions a TAKEOFF CLIMB Code number ACFT 5701 kg to 22700kg MCTOW DAY USE ONLY or 4 3 or 4 Length of inner edge 60 m 80 m 150 m 90 m Distance from runway end b 10 m 30 m 60 m 60 m Divergence (each side) 1:10 1:10 1:8 1:8 Final width 380 m 580 m 1200 m 1800 m c 1200 m Length 1600 m 3000 m g 2500 m 3000 m g 2500 m 3000 m g 1500 m Slope 1:20 1:40 g 1:20 1:40 g 1:20 1:40 g 1:40 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. 1800m when the intended track includes changes of heading greater than 15 for operations conducted in IMC, VMC by night. d. See and e. For day time only take-off runways used by non turbo-jet aircraft on domestic operations this may be reduced to 1:40 f. 180 m for instrument runways at international aerodromes g. For an instrument runway or for night operations by aircraft with a MCTOW of 5700 kg or less. 01 April 2013 Pg 61 of 165

189 CONVERSION FACTORS 1: % :20 5% : % :10 10% :50 2% :8 12.5% :40 2.5% :7 14.3% : % : % :25 4% :5 20% Note: Operators of domestic aerodromes should be aware that it is highly probable that the use of GPS will be approved to precision approach category 1 minima. Should you want this capability for your aerodrome, you should plan on achieving those dimensions and slopes specified in Table 4-1 for precision approach runways. 01 April 2013 Pg 62 of 165

190 Figure 4-6. Turned take-off flight path 4.3 Other objects Objects which do not project through the approach surface but which nevertheless adversely affect the optimum siting or performance of visual or non-visual aids should, as far as practicable, be removed Anything which endangers aeroplanes on the movement area or in the air within the limits of the inner horizontal and conical surfaces should be regarded as an obstacle and should be removed in so far as practicable. 4.4 Shielding An object should be considered shielded if it is lower and behind an object which is already considered to be a hazard to air navigation and has been marked by standard obstacle marking or lighting, or both. 01 April 2013 Pg 63 of 165

191 4.4.2 The permanency of immovable obstacle which is to be considered as shielding an area should be given careful review. An object should be classed as immovable 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 Where the obstacle to be shielded penetrates a take-off or approach surface, a transitional surface or an inner horizontal surface, it should meet the requirements shown on Figs 4-7 and 4-8 in relation to a horizontal surface from the marked object. An obstacle not penetrating these surfaces may be considered shielded if located within 600 m (2000 ft) of the marked obstacle. Figure 4-7. Shielding approach and take-off surfaces Figure 4-8. Shielding transitional and horizontal surface. 01 April 2013 Pg 64 of 165

192 CHAPTER 5 VISUAL AIDS FOR NAVIGATION 5.1 Indicators Wind direction indicators Application A wind direction indicator (windsock) should be located on the left hand side of each runway or strip threshold. Location A windsock should be located abeam the landing threshold at each end of the runway so as to be visible from aircraft in flight or on the movement area and in such a way as to be free from the effects of air disturbances caused by nearby objects. It should also be clear of the obstacle free surfaces for that runway. Characteristics The windsock should be in the form of a truncated cone made of fabric and should have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m. It should be coloured light orange or white and constructed so that it gives a clear indication of the direction of surface wind and a general indication of wind speed when seen from a height of 300 m (1000 ft). 5.2 Markings General Runway, taxiway and apron markings are essential for the safe and efficient use of aerodromes, and their effectiveness is dependent upon proper maintenance to maintain an acceptable level of conspicuousness. The marking elements for each paved runway classification may contain additional elements normally used on a higher runway classification but should never be less than the following: (a) Precision approach runway: (i) (ii) (iii) (iv) (v) (vi) centre line markings designation markings threshold markings fixed distance markings touchdown zone markings taxi-holding position markings (b) Instrument approach runway: (i) (ii) (iii) (iv) centre line markings designation markings threshold markings fixed distance markings (on runways 1200 m or longer used by jet aircraft) 01 April 2013 Pg 65 of 165

193 (v) taxi-holding position markings (c) Non instrument runway: (i) (ii) centre line markings designation markings (iii) threshold markings (iv) fixed distance marking (on runways 1200 m or longer used by jet aircraft) (v) taxi-holding position markings (d) Runways less than 1200 m long: (i) (ii) designation markings threshold markings Interruption of runway markings Where two or more runways intersect, the markings on the more important runway continue through the intersection, while the markings of the other runway are interrupted. If necessary, the runway threshold marking, designation marking and touchdown zone markings should be relocated along the lower precedence runway to avoid the intersection area For intersection of runways of the same importance, the preferred runway (lowest approach minimum s or most often used) is considered to be the more important. For marking purposes, the order of importance, is: 1st - 2nd - 3rd - precision approach runways instrument approach runways non-instrument approach runway At an intersection of a runway and taxiway the markings of the runway should be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted. Colour Runway markings should be white. Note 1: It has been found that, on runway surfaces of light colour, the conspicuity of white markings can be improved by outlining them in black. Note 2: It is preferable that the risk of uneven friction characteristics on markings be reduced in so far as practicable by the use of a suitable kind of paint. Note 3: Markings may consist of solid areas or a series of longitudinal stripes providing an effect equivalent to the solid areas. Note 4: At aerodromes where operations take place at night, pavement markings should be made with reflective materials designed to enhance the visibility of the markings Taxiway markings and aircraft stand markings should be yellow. 01 April 2013 Pg 66 of 165

194 5.2.7 Apron safety lines should be of a conspicuous colour which should contrast with that used for aircraft stand markings. Unpaved taxiways An unpaved taxiway should be provided with edge markings, boundary markers, cones or some such suitable markers whenever the delineation of the taxiway edge is not made obvious by surface texture, colour or other means. Runway designation marking Application A runway designation marking should be provided at the thresholds of a paved runway. Location Runway numbers should be located at a threshold when viewed from the direction of approach and located in accordance with Appendix 1. Full size reproductions of Appendix drawings are available from the CAAF Ground Safety Department, Aerodrome Section. Characteristics Runway numbers should consist of two digits and should be a whole number nearest to one tenth of the magnetic bearing of the centre line of the runway when viewed from the direction of approach Where the bearing of the runway is xx5 degrees, such as 135 degrees, the number allocated should be the next larger number that is On parallel runways the number should be supplemented by a letter L or R, preceding it longitudinally Runway numbers should conform to the shape and dimensions shown in Appendix 1. Runway centre line marking Application Runway centre line markings should be provided on all paved runways. Location Centre line markings should be located along the centre of the runway between the runway designation markings as shown in Appendix 1 except when interrupted in compliance with and Characteristics Runway centre line markings should consist of a series of uniformly spaced stripes and gaps. The length of the stripe plus gap should be not less than 50 m or greater than 75 m. The length of each stripe should be at least equal to the length of the gap or 30 m, whichever is greater The width of the stripe should not be less than: 0.9 m on precision approach Category II and III runways; 01 April 2013 Pg 67 of 165

195 0.45 m on precision approach Category I runways, and non-precision approach runways where the code number is 3 or 4; and 0.3 m for a non-precision approach runways where the code number is 1 or 2, and on non-instrument runways. Threshold marking Application Threshold markings should be provided at the threshold of a runway. Location The stripes of the threshold markings should commence 6 m from the threshold. Characteristics The threshold markings should consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centre line of the runway as shown in Appendix The number of stripes should be in accordance with the runway width as follows: Runway width Number of stripes 18 m 4 23 m 6 30 m 8 45 m m 16 Transverse stripe Where a threshold is displaced from the extremity of the runway or where the extremity of the runway is not square with the runway centre line, then a transverse stripe should be added to the threshold marking A transverse stripe should not be less than 1.8 m wide A transverse stripe, where required, should be located at the threshold of the runway. The edge furthest from the threshold markings should coincide with the position of the threshold. Arrows Where a runway threshold is permanently displaced, arrows conforming to those shown in Appendix 1 should be provided on the portion of the runway before the displaced threshold When a runway threshold is temporarily displaced from the normal position, it should be marked as shown in Appendix 1 and all markings prior to the displaced threshold should be obscured except the runway centre line markings, which should be converted to arrows. 01 April 2013 Pg 68 of 165

196 Where the threshold is to be displaced for only a short period of time it is satisfactory to use markers in the form and colour of wing bars of cones or marker boards outside the runway edge. When the runway before a displaced threshold is unfit for the surface movement of aircraft, closed markings, as described in 7.1.4, are required to be provided. Aiming point marking Application Aiming point markings should be provided at each approach end of a paved instrument runway where the code number is 2, 3 or 4. An aiming point marking should also be provided at each approach end of a paved non-instrument runway where the code number is 3 or 4, and a paved instrument runway where the code number is 1, when additional conspicuity of the aiming point is desirable. Location The aiming point markings should commence no closer to the threshold than the distance in the appropriate column of Table 5-1, except that, on a runway equipped with a visual approach slope indicator system, the beginning of the marking should be coincident with the visual approach slope origin. Characteristics An aiming point marking should consist of two conspicuous stripes. The dimensions of the stripes and the lateral spacing between their inner sides shall be in accordance with the appropriate column of Table 5-1. Where a touchdown zone marking is provided, the lateral spacing between the markings should be the same as that of the touchdown zone marking To provide maximum skid resistance the rectangular marking may consist of a series of stripes and an example is shown in Appendix 1. Note: Aerodromes that have visual approach slope indicator systems and the aiming point marking is located at a fixed distance of 300 m from the threshold will not be required to relocate the marking until the runway is remarked. Table 5-1. Location and dimensions of aiming point marking Landing distance available 1200 m up to but not including 2400 Location and dimensions Less than 800 m 800 m up to but not including 1200m m (1) (2) (3) (4) (5) Distance from threshold to beginning of marking 2400 m and above 150 m 250 m 300 m 400 m Length of stripe a m m m m Width of stripe 4 m 6 m 6-10 m b 6-10 m b Lateral spacing between inner sides of stripes 6 m c 9 m c m m a. The greater dimensions of the specified ranges are intended to be used where increased conspicuity is required. 01 April 2013 Pg 69 of 165

197 b. The lateral spacing may be varied within these limits to minimise 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. Touchdown zone marking Application Touchdown zone markings should be provided in the touchdown zone of a paved precision approach runway where the code number is 2, 3 or 4, and a paved non-precision approach or noninstrument approach runway where the code number is 3 or 4 and additional conspicuity of the touchdown zone is desirable. Location and characteristics A touchdown zone marking should 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 and, where the marking is to be displayed at both the approach directions of a runway, the distance between the thresholds, as follows: Landing distance available or the Pair(s) of markings distance between thresholds less than 900 m m up to but not including 1200 m m up to but not including 1500 m m up to but not including 1500 m m or more 6 01 April 2013 Pg 70 of 165

198 Figure 5-1. Aiming point and touchdown zone markings (illustrated for runway with a length of 2400 m or more) 01 April 2013 Pg 71 of 165

199 A touchdown zone marking should conform to either of the two patterns shown in Figure 5-1. For the pattern shown in Figure 5.1 (A), the markings shall not be less than 22.5 m long and 3 m wide. For the pattern shown in Figure 5-1(B), each stripe of each marking should not be less than 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent stripes. The lateral spacing between the inner sides of the rectangles should be equal to that of the aiming point marking where provided. Where an aiming point marking is not provided, the lateral spacing between the inner sides of the rectangles should correspond to the lateral spacing specified for the aiming point marking in Table 5-1 (columns 2, 3, 4 or 5, as appropriate). The pairs of markings should be provided at longitudinal spacings of 150 m beginning from the threshold except that pairs of touchdown markings coincident with or located within 50 m of an aiming point marking should be deleted from the pattern On a non-precision approach runway where the code number is 2, an additional pair of touchdown zone marking stripes should be provided 150 m beyond the beginning of the aiming point marking. Runway touchdown zone limit marking Application Touchdown zone limit markings define the limit of the touchdown zone area for specific aircraft operations. They should be provided when the runway available is severely restrictive for a particular aircraft type. Location The location of the touchdown zone limit marking should be determined in conjunction with the aircraft operator concerned. Characteristics The touchdown zone marking should consist of a series of transverse stripes formed as a right angle triangle on each side of the runway as shown in Appendix 1. Runway side stripe marking Application Side stripe markings should be provided on precision approach Category II or III runways. They are only necessary on other runways where there is inadequate visual differentiation between the edge of the runway and the shoulder. Location A runway side stripe marking should consist of two stripes, one placed along each side of the runway with the outer edge of each stripe approximately along the edge of the runway, except that, where the runway is greater than 60 m in width, the stripes should be located 30 m from the runway centre line. Characteristics The side stripe marking should have a width of at least 0.9 m on runways 30 m or greater in width. On other runways the width should be equal to the width of the runway centre line marking. Taxiway centre line marking Application Taxiway centre line markings should be provided on all paved taxiways in such a way as to provide guidance from the runway centre line to the point on the apron where aircraft stand markings commence. 01 April 2013 Pg 72 of 165

200 Taxiway centre line marking should be provided on a paved runway when the runway is part of a standard taxi route and; There is no runway centre line marking; or Where the taxiway centre line is not coincident with the runway centre line. Location On a straight portion of taxiway the centre line marking should be located along the centre line of the taxiway. On a taxiway curve the marking should continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve until it joins the centre line of the next straight portion of taxiway At an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking should be curved into the runway centre line marking as shown in Appendix 2. The taxiway centre line marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency Where taxiway centre line marking is provided on a runway in accordance with , the marking should be located on the centre line of the designated taxiway. Full size reproductions of Appendix drawings are available from the CAAF Ground Safety Department, Aerodrome Section. Characteristics A taxiway centre line marking should be a continuous yellow line 150 mm wide except where it intersects a taxi-holding position marking as shown in Appendix 2. Runway-holding position marking Application Runway-holding position markings should be provided on all paved taxiways adjacent to the junction of a runway. On unpaved taxiways, marker boards or cones should be used to define the location of the runway-holding position. Location Runway-holding position markings should be displayed along a runway-holding position. See 3.11 and Table 3-2. Characteristics Runway-holding position markings should be as shown in Appendix 2. Intermediate holding position marking Application Intermediate holding position markings should be displayed along an intermediate holding position. Location Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it should be located across the taxiway at sufficient distance from the near edge of the 01 April 2013 Pg 73 of 165

201 intersecting taxiway to ensure safe clearance between taxiing aircraft. It should be coincident with a stop bar or intermediate holding position lights, where provided. Characteristics An intermediate holding position marking should consist of a single broken line as shown in Appendix 2. Taxiway designation marking Application Taxiway designators should be provided on those taxiways or stubways, or both, where ATS includes the taxiway designators in instructions to taxiing aircraft. Location Taxiway designators should be located to the left of and adjacent to, the centre line as the taxiway or stubway, or both, is entered. The base of the letter or number should be level with the edge line of the runway or intersecting taxiway or stubway, or both, or as close to that position as the curvature of the centre line will allow. Characteristics Taxiway designators should be yellow letters or numbers to the same dimensions as provided for the aircraft stand identification numbers. Refer to Appendix 3. Full size reproductions of Appendix drawings are available from the CAAF Ground Safety Department, Aerodrome Section. VOR aerodrome check-point marking Application When a VOR aerodrome check-point is established it should be indicated by a VOR check-point marking and sign. See for VOR aerodrome check-point sign. Location The VOR check-point marking should be centred on the spot at which the aircraft is to be parked to receive the correct VOR signal. Characteristics The VOR check point marking should consist of a white circle 6 m in diameter with a line width of 150 mm as shown on Figure When it is preferable for an aircraft to be aligned in a specific direction, a line should be provided that passes through the centre of the circle on the desired azimuth. The line should extend 6 m outside the circle in the desired direction of heading and terminate in an arrowhead. The width of line should be 150 mm (see Figure 5-2(B)). 01 April 2013 Pg 74 of 165

202 Figure 5-2. VOR aerodrome check point marking Aircraft stand markings Application Aircraft stand markings should be provided for designated parking positions on a paved apron. Location Aircraft stand markings should be located so as to provide the clearances specified in when the nose wheel follows the stand marking. Characteristics Aircraft stand markings should 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 to complement other parking aids. Lead in lead out lines Lead-in, turning and lead-out lines should normally be continuous in length and have a width of not less than 150 mm. Where one or more sets of stand markings are superimposed on a stand marking, the lines should be continuous for the most demanding aircraft and broken for the other aircraft The curved portions of lead-in, turning and lead-out lines should have radii appropriate to the most demanding aircraft type for which the markings are intended Where it is intended that an aircraft proceed in one direction only, arrows pointing in the direction to be followed should be added as part of the lead-in and lead-out lines. Aircraft stand identification An aircraft stand identification (letter or number, or both) should be adjacent to the lead-in line a short distance after the beginning of the lead-in line. 01 April 2013 Pg 75 of 165

203 The number of the stand should be marked at the beginning of the nose wheel guideline to the particular stand in such a position to be easily identifiable to the pilot using the apron taxiway system The dimension of the yellow identification marking is shown in Appendix 3. For aircraft stand identification sign, see Where two sets of aircraft stand markings are superimposed on each other in order to permit more flexible use of the apron and it is difficult to identify which stand markings should be followed, or safety would be impaired if the wrong marking was followed, then the identification of the aircraft for which the set of markings is intended should be added to the stand identification, for example 2A-B737, 2B- HS748 Turn bar A turn bar should be located on the left hand side and at right angles to the lead-in line, abeam the nose wheel position at the point of initiation of any intended turn. It should have a length and width of not less 6 m and 150 mm respectively, and include an arrowhead to indicate the direction of turn. If placing the turn bar on the left hand side will cause confusion with other markings it may be located on the right hand side Where the stand is designed to accommodate more than one aircraft type the turn bar should signify which aircraft it applies to, by being either continuous or broken to match the continuous or broken taxi line for the differing aircraft types The word TURN should be written above this line together with the aircraft type if appropriate, for example TURN B737 The distances to be maintained between the turn bar and the lead-in line may vary according to different aircraft types, taking into account the pilots field of view. See Appendix If more than one turn bar, or stop line, or both is required, they should be coded. Alignment bar An alignment bar should be placed so as to be coincident with the extended centre line of the aircraft in the specified parking position and visible to the pilot during the final part of the parking manoeuvre. It should have a width of not less than 150 mm. Stop line A stop line should be located on the left hand side and at right angles to the alignment bar, abeam the nose wheel stop block position at the intended point of stop. It should have a length and width of not less than 6 m and 150 mm, respectively The stop line should be marked with the type of aircraft intended to use the stop line if appropriate The distance between the end of the stop line and the lead-in line will vary according to different aircraft types, taking into account the pilot s field of view. For common aircraft types the distances are as follows: Aircraft Type B747 B767 B737 & below Distance from nose wheel guideline to arrow 13 m 10 m 6000 m 01 April 2013 Pg 76 of 165

204 Nose wheel stop block A nose wheel stop block is provided for use by the marshallers for each aircraft type normally using the parking position. The nose wheel stop block is also the reference point of the stand for the INS co-ordinates. It should be marked on all stands regardless of use by marshallers The nose wheel stop block should be located such that with the nose wheel on the stop block the ground refuelling points are accessible and all clearances from other aircraft, ground equipment and buildings are maintained The nose wheel stop block should be 0.5 m wide and 1 m long located centrally across the nose wheel guideline. If the gate is designed for use by more than one aircraft type then the aircraft type should be painted next to the particular stop block in letters no higher than 0.5 m facing the direction of the marshaller. An example of the nose wheel stop block is shown in Appendix 3. Equipment clearance lines Application Equipment clearance lines should be provided to keep equipment clear of aircraft. Location The line should be located at the appropriate wingtip clearance, as defined in , outside the path of the critical aircraft. Characteristics The line should be a solid red line 100 mm wide. Where greater conspicuity is required the marking may be bordered with a thin white line. Equipment parking areas Application These areas, if defined, are intended specifically for the parking of vehicles and aircraft servicing equipment. Characteristics The area should be enclosed by a solid red line 100 mm wide. The words Equipment Limit should be painted in letters no less than 300 mm high on the side of the line used by the ground equipment or vehicles and readable from that side. Location An equipment area should be located where it will not cause an obstruction to aircraft, vehicle movement or passenger movement. Consideration should also be given to the jet blast from aircraft manoeuvring on the apron. No parking areas Application Areas which should remain cleared of equipment and vehicles at all times. Location 01 April 2013 Pg 77 of 165

205 No parking areas should be located, for example, beneath the area of movement of an apron drive aerobridge or areas of high jet blast. Characteristics The area required should be outlined by a red solid line 100 mm wide. A form of cross hatching should be used to highlight the area. Passenger walkway lines Application Passenger walkway lines should be provided on an apron: (a) when passengers walk on the apron between a terminal building and the aircraft; and (b) when cargo loading and suchlike, guidance for safety is needed to avoid equipment, other aircraft, servicing activities, propellers; or (c) when security reasons require them It is desirable that passenger walkway lines be provided for all passenger movements across aprons, even if falling outside the above criteria. Location Passenger walkway lines should be so located as to provide the quickest route to the aircraft. Care should be taken however to keep the route clear of aircraft, equipment parking areas and vehicle movement areas. The length of the lines crossing the manoeuvring area should be kept as short as possible. Characteristics Passenger walkway lines should consist of a pair of solid white or blue lines, preferably white,100 mm wide and 1 m apart. The lines should be joined by cross bars spaced between 3 m to 5 m apart. Instead of crossbars, footprints may be used, particularly towards the ends of walkways, to indicate their purpose to passengers. Where the walkway lines cross a vehicle movement lane, a form of white zebra crossing may be used. Road-holding position marking Application A road-holding position marking should be provided at all road entrances to a runway. Location The road-holding position marking should be located across the road at the holding position. Characteristics The road-holding position marking should be in accordance with the local road traffic regulations. Mandatory instruction marking Application Where it is impracticable to install a mandatory instruction sign in accordance with a mandatory instruction marking should be provided on the surface of the pavement. 01 April 2013 Pg 78 of 165

206 Where operationally required, such as on taxiways exceeding 60 m in width, a mandatory instruction sign should be supplemented by a mandatory instruction marking. Location The mandatory instruction marking should be located on the left-hand side of the taxiway centre line marking and on the holding side of the runway-holding position marking as shown in Figure 5-3. The distance between the nearest edge of the marking and the runway holding position marking or the taxiway centre line marking should be not less than 1 m. Figure 5-3. Mandatory instruction marking Except where operationally required, a mandatory instruction marking should not be located on a runway. Characteristics A mandatory instruction marking should consist of an inscription in white on a red background. Except for a NO ENTRY marking, the inscription should provide information identical to that of the associated mandatory instruction sign A NO ENTRY marking should consist of an inscription in white reading NO ENTRY on a red background Where there is insufficient contrast between the marking and the pavement surface, the mandatory instruction marking should include an appropriate border, preferably white or black The character height should be 4 m. The inscriptions should be in the form and proportions shown in Appendix The background should be rectangular and extend a minimum of 0.5 m laterally and vertically beyond the extremities of the inscription. 01 April 2013 Pg 79 of 165

207 Information marking Application Where an information sign would normally be installed and it is physically impossible to install a sign, an information marking should be displayed on the surface of the pavement Where operationally required an information sign should be supplemented by an information marking. Location The information marking should be displayed across the surface of the taxiway or apron where necessary and positioned so as to be legible from the cockpit of an approaching aircraft. Characteristics An information marking should consist of: (a) an inscription in yellow, when it replaces or supplements a location sign; and (b) an inscription in black, when it replaces or supplements a direction or destination sign Where there is insufficient contrast between the marking and the pavement surface, the marking should include: (a) a black background where the inscriptions are in yellow; and (b) a yellow background where the inscriptions are in black The character height should be 4 m. The inscriptions should be in the form and proportions shown in Appendix 3. Painting specification Runway & taxiway The minimum standard of paint to be used for runway and taxiway markings should comply with the Transit New Zealand m/7 specification and be a brand and type currently on the Transit New Zealand list of paints approved for use on State Highways. Transit New Zealand, PO Box 5084, Wellington The maximum permitted dimensional tolerances of markings should be: (a) Gap length between segments ± 300 mm. (b) Length of segments ± 150 mm. (c) For width of lines where the width: (i) is up to 150 mm wide, +10 mm -5 mm; or (ii) is over 150 mm wide, +15 mm -10 mm. (d) Where flush lights or reflectors are placed on the paint lines the paint may be omitted for a length of 150 mm before and after the light fitting or reflector. 01 April 2013 Pg 80 of 165

208 Aprons The following standard colours from NZS 7702 should be used on aprons where required: Yellow Red Blue Colour 356 Golden Yellow Colour 537 Signal Red Colour 112 Arctic Blue Any paint spray drift or splatter should be cleaned off all light fittings. 5.3 Lights Lights which may endanger the safety of aircraft A non-aeronautical ground light near an aerodrome which may endanger the safety of aircraft should be extinguished, screened or otherwise modified so as to eliminate the source of danger. Lights which may cause confusion A non-aeronautical ground light which, by reason of its intensity, configuration or colour, might cause confusion or prevent the clear interpretation of aeronautical ground lights should be extinguished, screened or otherwise modified so as to eliminate such a possibility. In particular, attention should be directed to a non-aeronautical ground light visible from the air within the areas described hereunder: (a) Instrument Runway - code number 4: within the areas before the threshold and beyond the end of the runway extending at least 4500 m in length from the threshold and runway end and 750 m either side of the extended centre line in width. (b) Instrument Runway - code number 2 or 3: as in (a) except that the length should be 3000 m. (c) Instrument Runway - code number 1 and non-instrument runways: within the approach area. Elevated approach lights Elevated approach lights and their supporting structures within 300 m from the threshold (but not including the 300 m crossbar) should be light weight and frangible. When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it should be suitably marked. Elevated lights Elevated runway, stop way and taxiway lights should be light-weight and frangibly mounted. Their height should be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. Surface lights Light fixtures inset in the surface of runways, stop ways, taxiways and aprons should be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or the lights themselves. 01 April 2013 Pg 81 of 165

209 Light intensity and control The intensity of runway lighting should be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided. While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing during the approach Where a high intensity lighting system is provided, a suitable intensity control should be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods should 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; (e) runway centre line lights; (f) runway touchdown zone lights; (g) taxiway centre line or edge lights; and (h) visual approach guidance systems. Aerodrome beacon Application An aerodrome beacon should be provided at each aerodrome intended for use at night, except when, in special circumstances, a beacon is considered unnecessary having regard to the requirements of air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual aids useful in locating the aerodrome. Location The aerodrome beacon should be on or adjacent to the aerodrome, located to ensure that it is not shielded by objects in significant directions, and does not dazzle a pilot approaching to land. Characteristics The aerodrome beacon should show white flashes only. The frequency of the flashes should be from 12 to 30 per minute. The light from the beacon should show at all angles of azimuth. The vertical light distribution should extend upwards from an elevation of not more than 1 degree to an elevation sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used. Identification beacon Application An identification beacon should be provided at an aerodrome which is intended for use at night and cannot be easily identified from the air by other visual means. 01 April 2013 Pg 82 of 165

210 Location The identification beacon should be located on the aerodrome in an area of low ambient background lighting, and where the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land. Characteristics An identification beacon should show green with a peak intensity of not less than 2000 cd. The light should be emitted at all angles of azimuth and up to at least 45 degrees above the horizontal. The identification characters should be transmitted in the International Morse Code. Approach lighting systems Application An approach lighting system should comprise one or more of the following facilities: (a) low intensity approach lighting system (1 red bar) (b) low intensity approach lighting system (2 red bar) (c) high intensity approach lighting system (precision approach Category I) (d) high intensity approach lighting system (precision approach Category II or III) In addition an approach lighting system may be augmented by one or more of the following facilities. (a) runway lead-in lights (RLLS) (b) circling guidance lights (CGL) (c) runway end identifier lights (REIL) All lights of a runway approach lighting system should be designed and installed in such a manner that they will not dazzle or confuse a pilot when approaching to land, taking off or taxiing. Low intensity approach lighting system 1 red bar Application Where physically practicable, a low intensity approach lighting system 1 red bar (LIL ALS - 1 Bar) is the minimum standard that should be provided for all instrument runways or for a secondary runway at an International aerodrome which is not an instrument runway. Where physically practicable, the system, or other visual aids should be provided for non-instrument runways used at night where additional visual guidance is required. Location The system should consist of a single row of lights on the extended centre line of the runway extending 420 m from the threshold, with a row of lights forming a crossbar positioned at a distance of 300 m from the threshold. (See Figure 5-4A) The lights forming the centre line should be placed at longitudinal intervals of 60 m, except that, when it is desired to improve the guidance, an interval of 30 m may be used. The innermost light should be located either 60 m or 30 m from the threshold, depending on the longitudinal interval selected for the centre line lights. 01 April 2013 Pg 83 of 165

211 The lights forming the crossbar should be nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The crossbar should be 30 m in length and consist of 5 lights on each side of the centre line. The lights of the crossbar should be spaced so as to produce a linear effect, except that a gap not exceeding 6 m may be left between the centre line and the first light on each side of the centre line The system should lie as nearly as practicable in the horizontal plane passing through the threshold (see Figure 5-5), provided that: (a) no lights should be screened from an approaching aircraft; and (b) as far as possible, no object should protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system. Where this is unavoidable, as in the case of a single isolated object protruding through the plane of the lights, for example an ILS installation, the object should be treated as an obstacle and marked and lit accordingly. Characteristics The lights may be fixed or variable intensity and the colour (usually red) such as to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting, if present The lights should show at all angles of the azimuth necessary to a pilot on base leg and final approach. The intensity of the lights should be adequate for all conditions of visibility and ambient light for which the system has been provided. Figure 5-4A. Low intensity 1 Bar approach lighting system Low intensity approach lighting system 2 red bar Application A low intensity approach lighting system 2 red bar (LIL ALS - 2 Bar) should be provided for any precision approach domestic runway intended to be operated to precision approach Category I minima. 01 April 2013 Pg 84 of 165

212 Location A low intensity approach lighting system (2 bar) should consist of a single row of lights on the extended centre line of the runway extending, whenever possible, 900 m from the threshold with two rows of lights forming crossbars positioned at a distance of 300 m and 600 m from the threshold. (See Figure 5-4B) The lights forming the centre line should be placed at longitudinal intervals of 60 m, except that, when it is desired to improve the guidance, an interval of 30 m may be used. The innermost light should be located either 60 m or 30 m from the threshold, depending on the longitudinal interval selected for the centre line lights The lights forming the crossbars should be nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The crossbar at 300 m from the threshold should consist of 5 lights on each side of the centre line. The two lights closest to the centre line should be approximately 4 m from the centre line and the remaining lights approximately 3 m apart. The crossbar at 600 m from the threshold should consist of 7 lights either side of the centre line with the spacing as for the first crossbar The system should lie as nearly as practicable in the horizontal plane passing through the threshold (see Figure 5-5), provided that: (a) no lights should be screened from an approaching aircraft; and (b) as far as possible, no object should protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system. Where this is unavoidable, as in the case of a single isolated object protruding through the plane of the lights, for example an ILS installation, the object should be treated as an obstacle and marked and lighted accordingly. Characteristics The red lights may be of fixed or variable intensity The lights should show at all angles of azimuth necessary to a pilot on base leg and final approach. The intensity of the lights should be adequate for all conditions of visibility and ambient light for which the system has been provided. 01 April 2013 Pg 85 of 165

213 Figure 5-4B. Low intensity 2 Bar approach lighting system 01 April 2013 Pg 86 of 165

214 Figure 5-5. Vertical installation tolerances 01 April 2013 Pg 87 of 165

215 High intensity approach lighting system (Cat I) Application Where physically practicable, the following approach lighting system should be provided to serve a precision approach international or domestic runway intended to be operated to precision approach Category I minima. Location The high intensity approach lighting system should consist of a coded pattern of white lights 900 m long on the extended runway centre line together with 5 rows of lights forming crossbars at 150 m intervals from the threshold. (Figure 5-6) For the first 300 m from the threshold the system should consist of one light spaced at intervals of 30 m with the first light spaced 30 m from the threshold For the next 300 m two white lights should be placed every 30 m on the extended centre line with one light to either side. The spacing between these lights should be approximately 0.75 m For the last 300 m one white light should be placed on the extended centre line at intervals of 30 m. On either side of these lights a white light should be placed at a spacing of approximately 1.5 m The lights forming the crossbars should be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The crossbar located 300 m from the threshold should consist of 5 lights either side of the centre line. The outer light should be at a distance of approximately 15 m from the centre line with the other lights approximately 4 m apart. The outer ends of the crossbars should either: (a) lie on two straight lines that converge to meet the runway centre line 300 m in from the landing threshold; or (b) lie on two straight lines that are parallel to the line of the centre line lights The system should lie as nearly as practicable in the horizontal plane passing through the threshold (see Figure 5-5), provided that: (a) no lights should be screened from an approaching aircraft; and (b) as far as possible, no object should protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system. Where this is unavoidable, as in the case of a single isolated object protruding through the plane of the lights, for example an ILS installation, the object should be treated as an obstacle and marked and lighted accordingly. Characteristics The lights of the approach system should consist of high intensity unidirectional white lights. The lights should show towards aircraft on approach to the runway. The intensity of the lighting system should be able to be varied. 01 April 2013 Pg 88 of 165

216 Figure 5-6. Precision approach Category I lighting systems High intensity approach lighting system (Cat II or III) Application The following lighting system should be provided to serve a runway intended to be operated to ICAO precision approach runway Category II or III minima. 01 April 2013 Pg 89 of 165

217 Location The approach lighting system should consist of a row of lights on the extended centre line of the runway, extending, wherever possible, over a distance of 900 m from the runway threshold. In addition, the system should have two side rows of lights, extending 270 m from the threshold with a spacing between the innermost lights equal to the touchdown zone lights, and two crossbars, one at 150 m and one at 300 m from the threshold. The lights forming the centre line and side rows should be placed at longitudinal intervals of 30 m with the innermost lights located 30 m from the threshold The crossbar provided at 150 m from the threshold should fill in the gaps between the centre line and the side row lights. The crossbar provided at 300 m from the threshold should extend on both sides of the centre line lights to a distance of 15 m from the centre line If the centre line beyond a distance of 300 m from the threshold consists of lights rather than barrettes, additional crossbars should be provided at 450 m, 600 m and 750 m from the threshold. The outer ends of these crossbars should 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 The system should lie as nearly as practicable in the horizontal plane passing through the threshold (see Figure 5-5), provided that: (a) no lights should be screened from an approaching aircraft; and (b) as far as possible, no object should protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system. Where this is unavoidable, as in the case of a single isolated object protruding through the plane of the lights, for example an ILS installation, the object should be treated as an obstacle and marked and lighted accordingly. Characteristics The centre line of the lighting system for the first 300 m from the threshold should consist of barrettes showing variable white, except that, where the threshold is displaced 300 m or more, the centre line may consist of single light sources showing variable white. The barrettes should be at least 4 m in length. When barrettes are composed of lights approximating to point sources, the lights should be uniformly spaced at intervals of not more than 1.5 m Beyond 300 m from the threshold each centre line should 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 should show variable white If the centre line beyond 300 m from the threshold consists of barrettes as described above, each barrette beyond 300 m should be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions. Each capacitor discharge light should be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit should be such that these lights can be operated independently of the other lights of the approach system The side row should consist of barrettes showing red. The length of a side row barrette and the spacing of its lights should be equal to those of the touchdown lights. The intensity of the red lights should be compatible with the intensity of the white lights. 01 April 2013 Pg 90 of 165

218 The lights forming the crossbars should be fixed lights showing variable white. The lights should be uniformly spaced at intervals of not more than 2.7 m. Visual approach slope indicator systems Application A visual approach slope indicator system should be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one 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) (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 is no non-visual or other visual approach 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 subject to unusual turbulence during approach The standard visual approach slope indicator systems, as shown in Figure 5-7, should consist one of the following (a) VASIS or AVASIS conforming to the specifications contained in to inclusive; (b) T-VASIS or AT-VASIS conforming to the specifications contained in to inclusive; or (c) PAPI or APAPI systems conforming to the specifications contained in to inclusive The specifications for PAPI and APAPI have replaced those of VASIS and AVASIS, and that these latter two systems have ceased to be standard New Zealand visual approach slope indicator systems. The specifications for VASIS and AVASIS are included here for reference purposes for existing systems only T-VASIS or PAPI should be provided when the runway is used by aeroplanes engaged in international air services or when the runway is used by turbojet aeroplanes. 01 April 2013 Pg 91 of 165

219 Figure 5-7. Visual approach slope indicator systems AVASIS, PAPI, APAPI or AT-VASIS should be provided when one or more of the conditions specified in exist and the runway is used by aeroplanes other than those engaged in international air services. AVASIS, PAPI and AT-VASIS should be suitable when these aeroplanes have eye-to-wheel heights, when in the flare attitude, not exceeding approximately 16 m, and AVASIS should also be suitable when these aeroplanes have eye-to-wheel heights, when in the flare attitude, not exceeding 4.5 m APAPI should be suitable where the code number is 1 or 2. With respect to AVASIS, the specified eye-to-wheel height is based on a system installed in accordance with the distance specified in Figure 5-9 (That is without application of tolerances) and the downwind light units of AVASIS set at 2 or the middle of the light units set at 2 30'. When a system is not installed in 01 April 2013 Pg 92 of 165

220 accordance with the specified location and elevation setting angles, there will be a pro rata change in the permissible eye-to-wheel height. VASIS and AVASIS Description The VASIS should consist of eight light units arranged in upwind and downwind positions and symmetrically disposed about the runway centre line in the form of two pairs of wings bars with two light units in each wing bar, as shown in Figure 5-7(a) The AVASIS should consist of six light units as shown in Figure 5-7(b) and disposed on one side of the runway centre line with three light units in each wing bar. Display Each light unit should project a beam of light having a white colour in its upper part and a red colour in its lower part, as shown in Figure 5-8. The light units should be arranged in such a manner that the pilot during approach will: (a) when above the approach slope, see all lights to be white in colour; (b) when on the approach slope, see the downwind lights white and the upwind lights red; and (c) when below the approach slope, see all the lights to be red in colour. When the pilot is well below the approach slope, the lights of the two wings located at the same side of a runway will merge into one red signal. Location The wing bars and light units should be located as shown in Figure 5-9 subject to the installation tolerances given therein. An installation should be so designed that the application of large tolerances is avoided wherever possible The lights forming the upwind and downwind wing bars should be mounted so as to appear to the pilot of an approaching aircraft to be substantially in a horizontal line. The light units should be sufficiently light and frangible not to constitute a hazard to aeroplanes. Figure 5-8. Light beam and angle of elevation setting of VASIS and AVASIS 01 April 2013 Pg 93 of 165

221 Figure 5-9. Installation of wing bars for VASIS and AVASIS Characteristics of the light units 01 April 2013 Pg 94 of 165

222 The system should be suitable for both day and night operations The light distribution of the beam of each light unit should be of a fan shape showing over a wide arc in azimuth in the approach direction. The colour transition from red to white in the vertical plane should be such as to appear to an observer at a distance to occur up to a vertical angle of approximately 15 minutes. The intensity of the completely red beam immediately below the transition sector should not be less than 15 percent of the intensity of the completely white beam immediately above the transition sector. Approximate limits are specified because of the subjective elements of observing the boundaries of the transition sector The beam of light produced by the light units should show through an angle of at least one degree and thirty minutes above and below the mean of the transition sector both by day and by night and an azimuth through at least 10 degrees by day and 15 degrees by night. The effective visual range of the system in clear weather over the above angles should be at least 7400 m for configurations (a) and (b) in Figure The beam of light produced by the light units should show from ground level up to twice the approach slope angle and have as great an intensity as possible over 30 degrees in azimuth and 5 degrees in elevation A suitable intensity control should be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilots during approach and landing Each light unit should 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 degree 30 minutes and 4 degrees 30 minutes above the horizontal The lights units should be so designed that deposits of condensation, dirt, and so on, on optically transmitting or reflecting surfaces should interfere to the least possible extent with the light signals and should in no way effect the contrast between the red and white signals and the elevation of the transition sector. The construction of the light units should be such as to minimise the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be encountered. Approach slope and elevation setting of light units The approach slope as defined in Figure 5-8 should be appropriate for use by the aeroplanes using the approach When a runway on which a VASIS is provided is equipped with an ILS, the siting and elevations of the light units should be such that the visual approach slope conforms as closely as possible to the glide path of the ILS. The angle of elevation setting of the lights in the downwind wing bars should be such that during an approach the pilot of an aeroplane receiving the lowest on-slope signal will clear all objects in the approach area by a safe margin. Where an obstacle exists outside the approach area, the beam coverage of the light units may be suitably reduced in order to clear the obstacle The angle of elevation setting of the light beams in the upwind and downwind wing bars should be such that the angle D as shown in Figure 5-8 should preferably be about 15 minutes greater than, and should never be less than, the angle A The light beams in the upwind wing bars should all have the same angle of elevation setting. The light beams in the downwind wing bars should all have the same angle of elevation setting. 01 April 2013 Pg 95 of 165

223 T-VASIS and AT-VASIS Description The T-VASIS should consist of twenty light units symmetrically disposed about the runway centre line in the form of two wing bars of four lights each, with bisecting longitudinal lines of six lights, as shown in Figure The AT-VASIS should consist of ten light units arranged on one side of the runway in the form of a single wing bar of four light units with a bisecting longitudinal line of six lights The light units should be constructed and arranged in such a manner that the pilot of an aeroplane during an approach will: (a) when above the approach slope, see the wing bar(s) white, and one, two or three fly-down lights, the more fly-down lights being visible the higher the pilot is above the approach slope; (b) when on the approach slope, see the wing bar(s) white; and (c) when below the approach slope, see the wing bar(s) white, and one, two or three fly-up lights, the more fly-up lights being visible the lower the pilot is above the approach slope; and when well below the approach slope, see the wing bar(s) and the three fly-up lights red When on or above the approach slope, no light should be visible from the fly-up light units; when on or below the approach slope, no light should be visible from the fly-down light units. Siting The light units should be located as shown in Figure 5-10, subject to the installation tolerances given therein. The siting of T-VASIS will provide, for a 3 slope and a nominal eye height over the threshold of 15 m (see and ), a pilots eye height over threshold of 13m to 17m when only the wing bar lights are visible. If increased eye height at the threshold is required (to provide adequate wheel clearance), then the approaches may be flown with one or more fly-down lights visible. The pilot s eye height over the threshold is then of the following order: Wing bar lights and one fly down light visible Wing bar lights and two fly down lights visible Wing bar lights and three fly down lights visible 17 m to 22 m 22 m to 28 m 28 m to 54 m Characteristics of the light units The system should be suitable for both day and night operations The light distribution of the beam of each light unit should be of a fan shape showing over a wide arc in the azimuth in the approach direction. The wing bar light units should produce a beam of white light from 1 degree 54 minutes vertical angle up to 6 degrees vertical angle and a beam of red light from 0 degrees to 1 degree 54 minutes vertical angle. The fly-down light units should produce a white beam extending from an elevation of 6 degrees down to approximately the approach slope, where it should have a sharp cut-off. The fly-up light units should produce a white beam from approximately the approach slope down to 1 degree 54 minutes vertical angle and a red beam below a 1 degree 54 minutes vertical angle. The angle of the top of the red beam in the wing bar units and fly-up units may be increased to ensure that, during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up units are visible would clear all objects in the approach by a safe margin if any such light did not appear red. 01 April 2013 Pg 96 of 165

224 The light intensity distribution of the fly-down, wing bar and fly-up light units should be as shown in Figure The colour transition from red to white in the vertical plane should be such as to appear to an observer, at a distance of not less than 300 m, to occur over a vertical angle of not more than 15 minutes At full intensity the red light should have a Y co-ordinate not exceeding A suitable intensity control should be provided to allow adjustments to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing The light units forming the wing bars, or the light units forming a fly-down or fly-up matched pair, should be mounted so as to appear to a pilot of an approaching aeroplane to be in a substantially horizontal line. The light units should be mounted as low as possible and should be sufficiently light and frangible not to constitute a hazard to aeroplanes The light units should be so designed that deposits of condensation, dirt, and suchlike on optically transmitting or reflecting surfaces should interfere to the least possible extent with the light signals and should in no way effect the elevation of the beams or contrast between the red and white signals. The construction of the light units should be such as to minimise the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be encountered. Approach slope and elevation setting of the light beams The approach slope should be appropriate for use by the aeroplanes using the approach When the runway on which a T-VASIS is provided is equipped with an ILS, the citing and elevations of the light units should be such that the visual approach slope conforms closely to the glide path of the ILS. 01 April 2013 Pg 97 of 165

225 Figure Installation of light units for T-VASIS 01 April 2013 Pg 98 of 165

226 Figure Light intensity distribution of T-VASIS and AT-VASIS The elevation of the beams of the wing bar light units on both sides of the runway should be the same. The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the fly-down unit nearest to each wing bar, should be equal and should correspond to the approach slope. The cut-off angle of the top of the beams of successive fly-up light units should decrease by 5 minutes of arc in angle of elevation at each successive unit away from the wing bar. 01 April 2013 Pg 99 of 165

227 The cut-in angle of the bottom beam of the fly-down light units should decrease by 7 minutes of arc at each successive unit away from the wing bar (see Figure 5-12) The elevation setting of the top of the red light beams of the wing bar and the fly-up units should be such that, during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up light units are visible would clear all objects in the approach area by a safe margin if any such light did not appear red The azimuth spread of the light beam should be suitably restricted where an object located outside the obstacle protection surface of the 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. The extent of the restriction should be such that the object remains outside the confines of the light beam. Figure Light beams and elevation settings of T-VASIS and AT-VASIS PAPI and APAPI Description The PAPI system should consist of a wing bar of four sharp transition multi-lamp (or paired single lamp) units equally spaced. The system should be located on the left side of the runway unless it is physically impracticable to do so The APAPI system should consist of a wing bar of two sharp transition multi-lamp (or paired single lamp) units. The system should be located on the left side of the runway unless it is physically impracticable to do so. For both systems, where a runway is used by aircraft requiring visual roll guidance which is not provided by other external means, then a second wing bar may be provided on the opposite side of the runway The wing bar of a PAPI should be constructed and arranged in such a manner that the pilot making an approach will: (a) when 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) when 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) (c) when 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. 01 April 2013 Pg 100 of 165

228 The wing bar of an APAPI should be constructed and arranged in such a manner that the pilot making an approach will: Citing (a) when 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) when above the approach slope, see both the units as white; and (c) when below the approach slope, see both the units as red The light units should be located as in the basic configuration illustrated in Figure 5-13, subject to the installation tolerances given therein. The units forming a wingbar should be mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units should be mounted as low as possible and should be sufficiently light and frangible not to constitute a hazard to aeroplanes. Characteristics of the light units The system should be suitable for both day and night operations The colour transition from red to white in the vertical plane should be such as to appear to an observer, at a distance of not less than 300 m, to occur within a vertical angle of not more than 3 minutes At full intensity the red light should have a Y co-ordinate not exceeding The light intensity distribution of the light units should be as shown in Figure Suitable intensity control should be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing Each light unit should 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 degree 30 minutes and at least 4 degrees 30 minutes above the horizontal The lights units should be so designed that deposits of condensation, snow, ice, dirt, and suchlike on optically transmitting or reflecting surfaces should interfere to the least possible extent with the light signals and should not effect the contrast between the red and white signals and the elevation of the transition sector. Approach slope and elevation setting of the light units The approach slope as defined in Figure 5-15 should be appropriate for use by the aeroplanes using the approach Where the runway is equipped with an ILS, the siting and the angle of elevation of the light units should be such that the visual approach slope conforms as closely as possible to the glide path of the ILS The angle of elevation settings of the light units in a PAPI wing bar should 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 The angle of elevation settings of the light units in an APAPI wing bar should be such that, during an approach, the pilot of an aeroplane observing the lowest on slope signal, that is one white and one red, will clear all objects in the approach area by a safe margin. 01 April 2013 Pg 101 of 165

229 The azimuth spread of the light beam should 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. The extent of the restriction should be such that the object remains outside the confines of the light beam Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units should be set the same angle so that the signals of each wing bar change symmetrically at the same time. 01 April 2013 Pg 102 of 165

230 Figure Installation of PAPI and APAPI 01 April 2013 Pg 103 of 165

231 Table 5-2. Wheel clearance over threshold for PAPI and APAPI Figure Light intensity distribution of PAPI and APAPI 01 April 2013 Pg 104 of 165

232 Figure Light beams and angle of elevation setting of PAPI and APAPI Obstacle protection surface The following specifications apply to T-VASIS, AT-VASIS, PAPI and APAPI An obstacle protection surface should be established when it is intended to provide a visual approach slope indicator system. 01 April 2013 Pg 105 of 165

233 The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope should correspond to those specified in the relevant column of Table New objects or extensions of existing objects should not be permitted above an obstacle protection surface unless the new object or extension would be shielded by an existing immovable object. Circumstances in which the shielding principle may reasonably be applied are described in Chapter 4, Paragraph Existing objects above an obstacle protection surface should be removed unless the object is shielded by an immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of aeroplanes Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aeroplanes one or more of the following measures should be taken: (a) suitably raise the approach slope of the system; (b) reduce the azimuth spread of the system so that the object is outside the confines of the beam; (c) displace the axis of the system and its associated obstacle protection surface by no more than 5 degrees; (d) suitably displace the threshold; and (e) where (d) is found to be impracticable, suitably displace the system upwind of the threshold to provide an increase in crossing height equal to the height of the object penetration; or (f) publish an operational limit on the useable range of the installation. Table 5-3. Dimensions and slopes of the obstacle protection surface Surface dimensions Length of inner edge Distance threshold from Divergence (each side) Runway type/code number Non-instrument Code number Instrument Code number m 80 m a 150 m 150 m 150 m 150 m 300 m 300 m 30 m 60 m 60 m 60 m 60 m 60 m 60 m 60 m 10% 10% 10% 10% 15% 15% 15% 15% Total length 7500 m 7500 m m m 7500 m 7500 m b m m Slope (a) T-VASIS and AT-VASIS c 1º54 1º54 1º54 1º54 1º54 1º54 (b) PAPI d A A A A A A A (c) APAPI d A-54 A-54 A-54 A-54 (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 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 April 2013 Pg 106 of 165

234 Wind direction indicators Application A runway intended to be used at night should have one illuminated wind direction indicator (windsock) adjacent to each threshold. Circling guidance lights Application Circling guidance lights should be provided when existing approach and runway lighting systems do not satisfactorily permit identification of the runway or approach area, or both, to a circling aircraft. These lights are used, where terrain or obstructions restrict the circuiting area, or where the need exists to provide a clear indication of the landing threshold during the later part of the downwind leg, the base leg or on the final approach. Location The location and number of lights should be adequate to enable the pilot to: (a) join the downwind leg or align and adjust his track to the runway at a required distance from it and to distinguish the threshold in passing; and (b) keep in sight the runway threshold or other features, or both, which will enable him to judge his turn on to base leg and final approach, taking into account the guidance of other visual aids Circling guidance lights should consist of: (a) lights indicating the extended centre line of the runway or parts of any approach lighting system, or both; or (b) lights indicating the position of the runway threshold; or (c) lights indicating the direction or location of the runway; or (d) a combination of (a), (b), (c) above, as is appropriate to the runway under consideration. Characteristics Circling guidance lights should be amber in colour and may be either fixed or flashing. They should be of an intensity and beam spread adequate for the conditions of visibility and ambient light in which it is intended to make visual circling approaches The lights should be designed and be installed in such a manner that they will not dazzle or confuse a pilot when approaching to land, taking off or taxiing. Runway lead-in light system Application A runway lead-in lighting system should be provided where it is desired to provide visual guidance along a specific approach path, for reasons such as avoiding hazardous terrain or for noise abatement. They may also be used to provide take-off flight path guidance. 01 April 2013 Pg 107 of 165

235 Location Lead-in lights should be positioned so as to define a specific approach path and so that one light may be sighted from the preceding light. The interval between the lights should not be greater than 1600 m. Lead-in lighting may be curved, straight, or a combination thereof Lead-in lights should extend up to a point where the approach lighting system, if provided, or the runway or the runway lighting system is in view. Characteristics The main lights of lead-in lighting should be fixed intensity and be red in colour. The line of leadin lights should be provided either with 2 amber portal beacons at the outer limit of the line or the outermost light of the line will be amber coloured. These outer limit lights may be either fixed or flashing. Runway end identification lights Application Runway end identification lights should be installed adjacent to the threshold of a runway in cases where, due to surrounding lighting, there is a need for additional threshold conspicuity and the normal type of approach lighting is not practicable. Location Runway end identification lights should be located symmetrically about the runway centre line, approximately 60 m downwind threshold and approximately 70 m from the runway centre line. Characteristics Runway end identification lights should be high intensity, white capacitor discharge lights and should be visible only in the direction of approach to the runway. The flash frequency should be 60 to 120 per minute. Runway edge lights Application Runway edge lights should be provided for a runway intended for use at night; or for a precision approach runway intended for use by day or night; or for a runway intended for take-off with an operating minima below an RVR of the order of 800 m by day. Location Runway edge lights should be placed along the full length of the runway and should be in two parallel rows equidistant from the centre line. They should be placed along the edges of the area declared for use as the runway or outside the edges of the area by no more than 3 m. The lights should be uniformly spaced in rows at intervals of not more than 60 m or 100 m for a non instrument runway. The lights on opposite sides of the runway axis should be on lines at right angles to that axis. At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot. 01 April 2013 Pg 108 of 165

236 Where the width of the area which could be declared as runway exceeds 60 m, the distance between the rows of lights should be determined taking into account the nature of the operations, the light distribution characteristics of the runway edge lights, and other visual aids serving the runway. Characteristics Runway edge lights should be fixed omni-directional 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 should be unidirectional red and white showing red in the direction of approach; 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 The lights should show at angles up to 15 degrees above the horizontal with an intensity adequate for the conditions of visibility and ambient light in which use of the runway for takeoff or landing is intended. In any case, the intensity should be at least 50 cd except that at an aerodrome without extraneous lighting the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot. The light fittings should normally be elevated except flush fitting should be installed where the lights lie within areas of runway and taxiway or turning bay intersections or within areas of other runways. Runway threshold and wing bar lights Application Runway threshold lights should be provided for a runway equipped with runway edge lights except on a non-instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided. Location When a threshold is at the extremity of a runway, the threshold lights should be placed in a row at right angles to the runway axis as near to the extremity of the runway as possible and, in any case, not more than 3 m outside the extremity When a threshold is displaced from the extremity of a runway, threshold lights should be placed in a row at right angles to the runway at the displaced threshold Threshold lighting should consist of: (a) on a runway operated to precision approach Category II or III minima, lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3 m. (b) on a runway operated to precision approach Category I minima, 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. These lights may be equally spaced between the rows of runway edge lights or symmetrically disposed about the runway centre line in two groups. If grouped, the lights should be equally spaced in each group with a gap between the groups of not more than half the runway width. (c) on all other runways the threshold should comprise of two groups of lights, each equal in length to one-quarter or the runway width, with a central gap equal to one half the runway width. Each group should comprise 5 lights equally spaced with the end light in each group adjacent the line of the runway edge lights. 01 April 2013 Pg 109 of 165

237 Characteristics Runway threshold lights should be fixed unidirectional lights showing green in the direction of approach to the runway. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which use of the runway is intended. The fittings may be elevated. Application of wing bar lights Wing bar lights should be provided on a precision approach runway when additional conspicuity is desirable Wing bar lights should 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. Location of wing bar lights Wing bar lights should be symmetrically disposed about the runway centre line at the threshold in two groups of wing bars with 5 lights spaced at 3 m intervals with the inner light in line with the runway edge light. Characteristics of wing bar lights Wing bar lights should be fixed unidirectional lights showing green in the direction of approach to the runway. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which use of the runway is intended. Runway end lights Application Runway end lights should be provided for a runway equipped with runway edge lights. When a threshold is at the end of the runway, fittings serving as threshold lights may be used as runway end lights. Location Runway end lights should be placed on a line at right angles to the runway axis as near to the end of the runway as possible and, in any case, not more than 3 m outside the end Runway end lights should comprise of at least 6 lights 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 being uniformly spaced in each group and with a gap between the groups of not more than half the runway width. The outer lights should be in line with the runway edge lights. For a runway operated to precision approach Category III minima, the spacing between runway end lights, except between the two innermost lights if a gap is used, should not exceed 6 m. Characteristics Runway end lights should be fixed unidirectional lights showing red towards an aircraft taking off from the runway. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which use of the runway is intended. The fittings may be the elevated type. 01 April 2013 Pg 110 of 165

238 Runway centre line lights Application Runway centre line lights should be provided; (a) on a precision approach runway Category II or III; and (b) on a precision approach category I runway 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; and (c) on a on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400 m; and (d) on a runway intended to be used for take-off with an operating minimum of an RVR 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. Location Runway centre line lights should be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the centre line by not more than 0.6 m where it is not practicable to locate them along the centre line. The lights should be located from the threshold to the end of the runway at a longitudinal spacing of approximately: (a) 7.5 m or 15 m for a precision approach runway Category III; and (b) 7.5 m, 15 m or 30 m on a precision approach runway Category II or other runway on which the lights are provided. Characteristics Runway centre line lights should be fixed flush lights showing variable white from the threshold to a point 900 m from the runway end; alternate red and variable white from 900 m to 300 m from the runway end; and red from 300 m to the runway end, except that: (a) where the runway centre line lights are spaced at 7.5 m intervals, alternate pairs of red and variable white lights should be used on the section from 900 m to 300 m from the runway end; and (b) for runways less than 1800 m in length, the alternate red and variable white lights should extend from the mid-point of the runway useable for landing to 300 m from the runway end. Care is required in the design of the electrical system to ensure that failure of part of the electrical system will not result in a false indication of the runway distance remaining This coded pattern should show only for an aircraft moving on the runway in the appropriate direction. Runway touchdown zone lights Application Touchdown zone lights should be provided in the touchdown zone of a precision approach runway Category II or III. 01 April 2013 Pg 111 of 165

239 Location Touchdown zone lights should extend from the threshold for a longitudinal distance of 900 m or to the mid-point of the runway, whichever is less. The pattern should be formed by pairs of barrettes symmetrically located about the runway centre line. The lateral spacing between the innermost lights of a pair of barrettes should be equal to the lateral spacing of the touchdown zone marking. The longitudinal spacing between the pairs of barrettes should be 30 m or 60 m depending on the visibility minima. Characteristics Touchdown zone lights should be fixed unidirectional lights showing variable white in the form of a barrette composed of 3 lights with a spacing of not more than 1.5 m between the lights. The barrette should not be less than 3000 m nor more than 4 m in length. Runway touchdown zone limit lights Application The touchdown zone limit lights define the limit of the touchdown zone area for specific aircraft operations. Location Touchdown zone limit lights should be symmetrically disposed about the runway centreline at the touchdown zone limit point. Characteristics Touchdown zone limit lights should be in two groups of wing bars. Each wing bar should be formed by at least 5 lights extending at least 6 m outwards and at right angles to, the line of the runway edge lights, with the innermost light of each wing bar 4 m out from the line of the runway edge lights. The lights should be fixed unidirectional lights showing white in the direction of approach to the runway. The intensity and beam spread should be adequate for the conditions of visibility and ambient light in which usage of the runway is intended. The lights should be independently controlled. Stop way lights Application Stop way lights should be provided for a stop way intended for use at night. Location Stop way lights should be located along the full length of the stop way. They should be in 2 parallel rows equidistant from the centre line and coincident with the rows of runway edge lights. Across the end of the stop way there should be 9 lights equally spaced for a precision approach runway Category I, II or III, or at least 6 lights for other runways. Characteristics Stop way lights should be fixed unidirectional lights showing red towards aircraft taking off from the runway. The lights may be elevated type. 01 April 2013 Pg 112 of 165

240 Turning bay edge lights Application Turning bay edge lights should be provided for a turning bay if the associated runway has runway edge lighting. Location Turning bay lights on a straight portion should be spaced at 15m intervals and on a curved portion at intervals to adequately define the edge, but not less than 7.5 m apart. They should be located along the paved edge of the turning bay or within 0.3 m of the edge. Characteristics Turning bay lights should be omni-directional blue using either flush or elevated fittings. Starter extension edge lights Application Starter extension edge lights should be provided for a starter extension intended for use at night. Location Edge lights should be placed along the edges of the full length of the starter extension, in two parallel rows equidistant from the centre line, or outside the edges of the area by no more than 3 m. The lights should be uniformly spaced in rows at intervals similar to the runway edge lights. The lights on opposite sides of the extension axis should be on lines at right angles to that axis. Characteristics The edge lights should be fixed bi-directional lights showing red in the direction of approach and take-off. Their brilliance need not be as great as that of the runway edge lights. The light fittings should normally be elevated except that flush fitting should be installed where the lights lie within areas of runway or taxiway-turning bays, or within areas of other runways. Starter extension end lights Application Runway end lights should be provided across the runway at the junction of the runway and starter extension for a runway equipped with runway edge lights Starter extension end lights should be provided across the end of a starter extension where the associated runway has runway edge lighting and it is intended to use the starter extension at night. Location The lights should be placed on a line at right angles to the runway axis as near to the end of the starter extension as possible and, in any case, not more than 3 m outside the end. They should comprise the following: (a) on starter extensions of the same width as the runway, 6 lights equally spaced across the end of the starter extension. The outer lights should be in line with the runway edge lights. (b) on starter extensions that are narrower than the runway, 4 lights equally spaced across the end of the starter extension. The outer lights should be in line with the starter extension edge lights. 01 April 2013 Pg 113 of 165

241 Characteristics The lights should be fixed unidirectional lights showing red towards the runway. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which use of the runway is intended. The fittings may be the elevated type. Taxiway centre line lights Application Taxiway centre line lights should be provided on taxiways and aprons intended for use on aerodromes where the main runway is code number 4. The lights should provide continuous guidance from the runway centre line to a point on the apron where the aircraft commence manoeuvring for parking. Location Taxiway centre line lights should normally be located on the taxiway centre line marking, except that they may be offset by not more than 0.3 m where it is not practicable to locate them on the marking. Taxiway centre line lights on straight sections of taxiway should be spaced at intervals of 30 m except that at aerodromes with precision approach Category III operations the spacing should be 15 m. A spacing of 60 m may be used where, because of prevailing meteorological conditions, adequate guidance is provided by such a spacing. On taxiway curves the spacing should be approximately 7.5 m Taxiway centre line lights on a high speed taxiway should commence at a point at least 60 m before the beginning of the taxiway centre line curve and continue beyond the end of the curve to a point on the centre line of the taxiway where an aeroplane can be expected to reach normal taxiing speed. The lights on that portion parallel to the runway centre line should always be at least 60 cm from any row of runway centre line lights. Characteristics Taxiway centre line lights on a taxiway other than an exit taxiway should 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. Taxiway edge lighting Application Taxiway edge lights should be provided on a holding bay, apron, and suchlike intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night. Taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means. Location Taxiway edge lights on a straight portion of taxiway should be spaced at uniform longitudinal spacing of not more than 30 m. The lights on a curve should be spaced at intervals of the radius of the curve divided by 4. The lights should be located as near as practicable to the edges of the taxiway, holding bay or apron, and so on, or outside the edges at a distance of not more than 3 m. Characteristics Taxiway edge lights should be fixed lights showing blue. They should be omni-directional and show up to at least 30 degrees above the horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. At an intersection, exit or curve the lights should be shielded as far as practicable so they cannot be seen in angles of azimuth in which they may be confused with 01 April 2013 Pg 114 of 165

242 other lights. The light fittings should generally be elevated except that flush fittings should be installed where the edge lights lie within areas of runways or other taxiways. Stop bars Application (e) The provision of stop bars requires control either manually or automatically by air traffic services Stop bars should be provided at a runway-holding position used in conjunction with a precision approach runway Category II or III or where it is desired to supplement or replace markings with lights and to provide traffic control by visual means Where the normal stop-bar lights may be obscured from the pilots view by the structure of the aircraft, then a pair of elevated lights should be added to each end of the stop bar. Location Stop bars should be located across the taxiway at the point where it is desired that traffic stop. Where the additional lights specified in are provided, they should be located not less than 3 m from the taxiway edge. Characteristics Stop bars should consist of unidirectional lights spaced at intervals of 3 m across the taxiway, showing red in the direction of approach to the intersection or taxiway holding position The lighting circuit should be designed so that the lights may be switched on to indicate traffic should stop and switched off to indicate traffic should proceed Where additional lights specified in are provided, these lights should have the same characteristics as the lights in the stop bar, but should be visible to approaching aircraft up to the stop bar position. Intermediate holding position lights Application Intermediate holding position lights should be provided at an intermediate holding position intended for use in runway visual range conditions less than a value of 350 m and at an intermediate holding position where there is no need for stop-and-go signals as provided by a stop bar. Location Intermediate holding position lights should be located along the intermediate holding position marking at a distance of 0.3 m prior to the marking. Characteristics Clearance bars should consist of at least three fixed unidirectional lights showing yellow in the direction of approach to the intersection with a light distribution similar the taxiway centre line lights if provided. The lights should be disposed symmetrically about, and at 90 degrees to, the taxiway centre line lights, with individual lights spaced 1.5 m apart. Runway guard lights Note: The purpose of runway guard lights is to warn pilots and drivers of vehicles when they are operating on taxiways, that they are about to enter an active runway. There are two standard configurations of runway guard lights as illustrated in Fig April 2013 Pg 115 of 165

243 Application Runway guard lights configuration A should be provided at each taxiway/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 1200m where the traffic density is heavy Runway guard lights configuration A or B should be provided at each taxiway/runway intersection where enhanced conspicuity is needed, such as on a wide-throat taxiway, except that configuration B should not be collocated with a stop bar. Location Runway guard lights configuration A should be located at each side of the taxiway at a distance from the runway centre line not less than that specified for a take-off runway in Table Runway guard lights configuration B should be located across the taxiway at a distance from the runway centre line not less than that specified for a take-off runway in Table 3-2. Characteristics Runway guard lights configuration A should consist of 2 alternately illuminated yellow lights spaced 1 m apart. The light beam should be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxiing to the taxi-holding position. The lights should be illuminated alternately between 30 and 60 cycles per minute. The light suppression and the illumination periods should be equal and opposite in each light Runway guard lights configuration B should consist of yellow lights spaced at intervals of 3 m across the taxiway. The light beam should be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxiing to the taxi-holding position. The lights should be illuminated alternately and alternate lights should be illuminated in unison. The lights should be illuminated between 30 and 60 cycles per minute and the light suppression and the illumination periods should be equal and opposite in each light. 01 April 2013 Pg 116 of 165

244 Figure Runway guard lights Apron floodlighting Application Floodlighting should be provided on an apron, intended to be used at night. Location Apron floodlights should be located so as to provide adequate illumination on all apron service areas, with a minimum of glare to pilots of aircraft in flight and on the ground, aerodrome and apron controllers, and personnel on the apron. The arrangement and aiming of floodlights should be such that an aircraft stand receives light from two or more directions to minimise shadows (see Figure. 5-17a and 5-17b) To minimise direct and indirect glare (see Figure 5-18a and 5-18b): (a) direct light above the horizontal plane should be restricted to a minimum; and (b) the mounting height of the floodlights should be at least twice the maximum aircraft eye height of pilots of aircraft regularly using the apron area. Characteristics Apron floodlights should be such that the colours used for aircraft marking connected with routine servicing, and for surface and obstacle marking, can be correctly identified The average illuminance should be at least the following: (a) Aircraft stand: (i) horizontal illuminance 20 lux with a uniformity ratio (average to minimum) of not more than 4 to 1; and 01 April 2013 Pg 117 of 165

245 (ii) vertical illuminance 20 lux at a height of 2 m above the apron in relevant directions. (b) Other apron areas: horizontal illuminance 50 per cent of the average illuminance on the aircraft stands with a uniformity ratio (average to minimum) of not more than 4 to 1. Figure 5-17a. Typical arrangement and aiming of parallel parking Figure 5-17b. Typical arrangement and aiming for nose-in parking 01 April 2013 Pg 118 of 165

246 Figure 5-18a. Aiming to avoid glare Isolated aircraft parking area floodlighting Lighting should not be of less than 15 lux measured on the aircraft parking spot, being of sufficient intensity to render any person approaching an aircraft clearly visible to the naked eye from a distance of 200 m The use of lighting which is sensor activated when any aircraft is approached is acceptable, provided that: (a) All approaches to the affected aircraft are covered by the sensors. 01 April 2013 Pg 119 of 165

247 (b) The sensors are tamper proof. (c) Instant lighting is provided. Vapour filled lights requiring a warm-up period is not suitable in such situations. Visual docking guidance system Application A visual docking guidance system should be provided when it is intended to indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand. Characteristics The system should provide both azimuth and stopping guidance The azimuth guidance unit and the stopping position indicator should be adequate for use in all weather, visibility and pavement conditions for which the system is intended both by day and night, but should not dazzle the pilot The design should be such that: (a) a clear indication of failure is available to the pilot if either or both fail to give the required information; and (b) they can be turned off when the aircraft stand is not to be used The azimuth guidance unit and the stopping position indicator should be located in such a way that there is continuity of guidance between the aircraft stand markings and, the aircraft stand manoeuvring guidance lights, if present, and the visual guidance docking system The accuracy of the system should be adequate for the type of loading bridge and fixed aircraft servicing installations with which it is to be used The system should preferably be useable for all types of aircraft for which the stand is intended If selective operation is required to prepare the system for use by a particular type of aircraft, then the system should provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring the system has been set properly. Azimuth guidance unit Location The azimuth guidance unit should be located on the extension of the stand centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use by the pilot occupying the left seat. Characteristics The azimuth guidance unit should provide self-evident left and right guidance which enables the pilot to acquire and maintain the lead in line without over controlling When azimuth guidance is indicated by colour change, green should be used to identify the centre line and red for deviations from the centre line. 01 April 2013 Pg 120 of 165

248 Stopping position indicator Location The stopping position indicator should be located in conjunction with, or sufficiently close to the azimuth guidance unit so that the pilot can observe both the azimuth and the stop signals without turning his head. It should preferably be useable by pilots occupying both the left and right seats, but should in any case be useable by the pilot occupying the left seat. Characteristics The stopping position information provided by the indicator for a particular aircraft type should not be significantly affected by possible variations in pilot eye height and/or viewing angle The indicator should show the stopping position for the aircraft for which guidance is being provided, and should provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position When stopping guidance is indicated by colour change, green should be used to show that the aircraft can proceed and red to show that the stop point has been reached. Aircraft stand manoeuvring guidance lights Application Aircraft stand manoeuvring guidance lights should be provided to facilitate the positioning of an aircraft on an aircraft stand intended for use in poor visibility conditions, unless adequate guidance is provided by other means. Location The lights should be collocated with the aircraft stand markings. Characteristics Aircraft stand manoeuvring guidance lights, other than those indicating a stop position, should be fixed yellow lights, visible throughout the segments within which they are intended to provide guidance Lights used to delineate lead-in, turning and lead-out lines should be spaced at intervals of not more than 7.5 m on curves and 15 m on straight sections Lights used to indicate a stop position should be fixed, unidirectional lights, showing red The intensity of the lights should be adequate for the conditions of visibility and ambient light in which the use of the aircraft stand is intended The lighting circuit should be designed so that the lights may be switched on to indicate that an aircraft stand is to be used and switched off to indicate that it is not to be used. Operational lighting controls Manual control The manual control mechanism for the aerodrome lighting should be secured to prevent access by unauthorised persons. VHF control A pilot activated lighting (PAL) VHF radio switching mechanism should comply with the following: 01 April 2013 Pg 121 of 165

249 (a) PAL availability: The PAL activated aerodrome lights switching should be arranged so that the system is always automatically available at night and not dependent upon Air Traffic Services for a switch pre-selection. (b) Keying: The switch should operate on receipt of 5 rapid and short transmissions which collectively should not exceed 3 seconds from the first to the last transmission. (c) Brightness: The lights may have a short warm up period, but following this they should switch automatically to full brilliance. Three levels of brilliancy should be available. The control mechanism should be capable of, or have the provision for, the pilot to be able to vary the lighting intensity at any time by a further 4 similar short transmissions and a prolonged 5th one. The lighting should continuously cycle through the intensities as long as the 5 th transmission continues until the transmit button is released. (d) Lights to be activated: (i) (ii) runway, taxiway and tarmac edge lighting where it exists; approach lights; (iii) approach slope indicators; (iv) lit wind direction indicators; (v) the aerodrome beacon. (e) Selection of lighting: The selection of those lights applicable to a particular runway should be part of the cycling pattern referred to. It will be so arranged that the cycling will: (i) (ii) Turn on all lighting for a runway; Cycle its brilliance (having 2.0 second dwells); (iii) Change to the facilities for the reciprocal runway end; (iv) Cycle its brilliance; (v) Change to the next runway and repeat the procedure before reverting to the first runway and re-commencing the whole cycle again, until the transmission ceases. Where the switching is such that the full lighting facilities are turned on for a runway, regardless of direction of use, then the cycling will only apply to brilliance control. (f) Duration of lighting: The lights should remain on for 20 minutes. During this period any single transmission should reset the timer for a further 20 minutes Failure of software or electronic control: In the event of a failure of the software or electronic switching, the lights should remain lit on the last selection made, until manual control is established For future economy and convenience it is desirable if the software for the electronic control is able to be rewritten to accommodate a changed programme as lighting facilities are changed or added to. Portable or temporary runway, taxiway or apron edge lighting The lighting of runways, taxiways or apron edges with portable fittings is permissible provided the appropriate standards are met in relation to: 01 April 2013 Pg 122 of 165

250 (a) The physical dimensions and obstacle free gradients for the night use of the runway. (b) The layout, spacing and colour of lights. 5.4 Signs General Note. Signs should be either fixed message signs or variable message signs. Application Signs should be provided to convey a mandatory instruction, information on a specific location or destination on a movement area or to provide other information to meet the requirements of Note. See for specifications on information marking A variable message sign should be provided where: (a) the instruction or information displayed on the sign is relevant only during a certain period of time; and/or (b) there is a need for variable pre-determined information to be displayed on the sign to meet the requirements of Characteristics Signs should be frangible. Those located near a runway or taxiway should be sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. The installed height of the sign should not exceed the dimension shown in the appropriate column of Table Signs should be rectangular, as shown in Figures 5-19 and 5-20 with the longer side horizontal The only signs on the movement area utilizing red should be mandatory instruction signs The inscriptions on a sign should be in accordance with the provisions of ICAO Annex 14 Appendix Signs should be illuminated in accordance with the provisions of ICAO Annex 14 Appendix 4 when intended for use: a) in runway visual range conditions less than a value of 800 m; or 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 Signs should be retro reflective and/or illuminated in accordance with the provisions of ICAO Annex 14 Appendix 4 when intended for use at night in association with non-instrument runways where the code number is 1 or A variable message sign should show a blank face when not in use In case of failure, a variable message sign should not provide information that could lead to unsafe action from a pilot or a vehicle driver The time interval to change from one message to another on a variable message sign should be as short as practicable and should not exceed 5 seconds. 01 April 2013 Pg 123 of 165

251 Note. Copies of ICAO Annex 14 Appendix 4 are available from the Aeronautical Services Unit of the CAA on request. Table 5-4. Location distances for taxiing guidance signs including runway exit signs Sign height (mm) Code number Legend face Face (min) Installed (max) Perpendicular distance from defined taxiway pavement edge to near side of sign Perpendicular distance from defined runway pavement edge to near side of sign 1 or m 3-10 m 1 or m 3-10 m 3 or m 8-15 m 3 or m 8-15 m Mandatory instruction signs Note. See Figure 5-19 for pictorial representation of mandatory instruction signs and Figure 5-21 for examples of locating signs at taxiway/runway intersections. Application A mandatory instruction sign should be provided to identify a location beyond which an aircraft taxiing or vehicle should not proceed unless authorized by the aerodrome control tower Mandatory instruction signs should include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs. Note. See for specifications on road-holding position signs A pattern A runway-holding position marking should be supplemented at a taxiway/runway intersection or a runway/runway intersection with a runway designation sign A pattern B runway-holding position marking should be supplemented with a category I, II or III holding position sign A pattern A runway-holding position marking at a runway-holding position established in accordance with should be supplemented with a runway-holding position sign. Note. See for specifications on runway-holding position marking A runway designation sign at a taxiway/runway intersection should be supplemented with a location sign in the outboard (farthest from the taxiway) position, as appropriate. Note. See for characteristics of location signs A NO ENTRY sign should be provided when entry into an area is prohibited. Location A runway designation sign at a taxiway/runway intersection or a runway/runway intersection should be located on each side of the runway-holding position marking facing the direction of approach to the runway. 01 April 2013 Pg 124 of 165

252 A category I, II or III holding position sign should be located on each side of the runway holding position marking facing the direction of the approach to the critical area A NO ENTRY sign should be located at the beginning of the area to which entrance is prohibited on each side of the taxiway as viewed by the pilot A runway-holding position sign should be located on each side of the runway-holding position established in accordance with , facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as appropriate. Characteristics A mandatory instruction sign should consist of an inscription in white on a red background The inscription on a runway designation sign should consist of the runway designations of the intersecting runway properly oriented with respect to the viewing position of the sign, except that a runway designation sign installed in the vicinity of a runway extremity may show the runway designation of the concerned runway extremity only The inscription on a category I, II, III or joint II/III holding position sign should consist of the runway designator followed by CAT I, CAT II, CAT III or CAT II/III, as appropriate The inscription on a NO ENTRY sign should be in accordance with Figure The inscription on a runway-holding position sign at a runway-holding position established in accordance with should consist of the taxiway designation and a number Where appropriate, the following inscriptions/symbol should be used: Inscription/ symbol Runway designation of a runway extremity OR Runway designation of both extremities of a runway Use To indicate a runway-holding position at a runway extremity To indicate a runway-holding position located at other taxiway/runway intersections or runway/runway intersections 25 CAT I (Example) To indicate a category I runway holding position at the threshold of runway CAT II (Example) To indicate a category II runway holding position at the threshold of runway CAT III (Example) To indicate a category III runway holding position at the threshold of runway CAT II/III (Example) NO ENTRY symbol To indicate a joint category II/III runway-holding position at the threshold of runway 25 To indicate that entry to an area is prohibited B2 (Example) To indicate a runway-holding position established in accordance with April 2013 Pg 125 of 165

253 Figure 5-19 Mandatory instruction signs 01 April 2013 Pg 126 of 165

254 Figure 5-20 Information signs Note: Distance X is established in accordance with Table 3-2. Distance Y is established at the edge of the ILS/MLS critical/sensitive area. Figure 5-21 Examples of sign position at taxiway/runway intersections Information signs Note. See Figure 5-20 for pictorial representations of information signs. 01 April 2013 Pg 127 of 165

255 Application An information sign should be provided where there is an operational need to identify by a sign, a specific location, or routing (direction or destination) information Information signs should include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs A runway exit sign should be provided where there is an operational need to identify a runway exit A runway vacated sign should be provided 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/sensitive area or the lower edge of the inner transitional surface whichever is farther from the runway centre line An intersection take-off sign should be provided when there is an operational need to indicate the remaining take-off run available (TORA) for intersection take-offs Where necessary, a destination sign should be provided to indicate the direction to a specific destination on the aerodrome, such as cargo area, general aviation, etc A combined location and direction sign should be provided when it is intended to indicate routing information prior to a taxiway intersection A direction sign should be provided when there is an operational need to identify the designation and direction of taxiways at an intersection A location sign should be provided at an intermediate holding position A location sign should be provided in conjunction with a runway designation sign except at a runway/runway intersection A location sign should be provided in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not needed Where necessary, a location sign should be provided to identify taxiways exiting an apron or taxiways beyond an intersection Where a taxiway ends at an intersection such as a T and it is necessary to identify this, a barricade, direction sign and/or other appropriate visual aid should be used. Location Except as specified in and information signs should, wherever practicable, be located on the left-hand side of the taxiway in accordance with Table At a taxiway intersection, information signs should be located prior to the intersection and in line with the taxiway intersection marking. Where there is no taxiway intersection marking, the signs should 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. Note. A location sign installed beyond a taxiway intersection may be installed on either side of a taxiway A runway exit sign should be located on the same side of the runway as the exit is located (i.e. left or right) and positioned in accordance with Table April 2013 Pg 128 of 165

256 A runway exit sign should 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 A runway vacated sign should be located at least on one side of the taxiway. The distance between the sign and the centre line of a runway should 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/sensitive area; or (b) b) the distance between the centre line of the runway and the lower edge of the inner transitional surface Where provided in conjunction with a runway vacated sign, the taxiway location sign should be positioned outboard of the runway vacated sign An intersection take-off sign should be located at the left-hand side of the entry taxiway. The distance between the sign and the centre line of the runway should 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 A taxiway location sign installed in conjunction with a runway designation sign should be positioned outboard of the runway designation sign A destination sign should not normally be collocated with a location or direction sign An information sign other than a location sign should not be collocated with a mandatory instruction sign A direction sign, barricade and/or other appropriate visual aid used to identify a T intersection should be located on the opposite side of the intersection facing the taxiway. Characteristics An information sign other than a location sign should consist of an inscription in black on a yellow background A location sign should consist of an inscription in yellow on a black background and where it is a stand-alone sign should have a yellow border The inscription on a runway exit sign should consist of the designator of the exit taxiway and an arrow indicating the direction to follow The inscription on a runway vacated sign should depict the pattern A runway-holding position marking as shown in Figure The inscription on an intersection take-off sign should consist of a numerical message indicating the remaining take-off run available in meters plus an arrow, appropriately located and oriented, indicating the direction of the take-off as shown in Figure The inscription on a destination sign should comprise an alpha, alphanumerical or numerical message identifying the destination plus an arrow indicating the direction to proceed as shown in Figure The inscription on a direction sign should comprise an alpha or alphanumerical message identifying the taxiway(s) plus an arrow or arrows appropriately oriented as shown in Figure The inscription on a location sign should comprise the designation of the location taxiway, runway or other pavement the aircraft is on or is entering and should not contain arrows. 01 April 2013 Pg 129 of 165

257 Where it is necessary to identify each of a series of intermediate holding positions on the same taxiway, the location sign should consist of the taxiway designation and a number Where a location sign and direction signs are used in combination: (a) all direction signs related to left turns should be placed on the left side of the location sign and all direction signs related to right turns should 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 should 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 should be placed next to the location sign where the direction of the location taxiway changes significantly beyond the intersection; and (d) adjacent direction signs should be delineated by a vertical black line as shown in Figure A taxiway should be identified by a designator comprising a letter, letters or a combination of a letter or letters followed by a number When designating taxiways, the use of the letters I, O or X and the use of words such as inner and outer should be avoided wherever possible to avoid confusion with the numerals 1, 0 and closed marking The use of numbers alone on the manoeuvring area should be reserved for the designation of runways. VOR aerodrome check-point sign Application When a VOR aerodrome check-point is established, it should be indicated by a VOR aerodrome check-point marking and sign. Note. See for VOR aerodrome check-point marking. Location A VOR aerodrome check-point sign should 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 check-point marking. Characteristics A VOR aerodrome check-point sign should consist of an inscription in black on a yellow background The inscriptions on a VOR check-point sign should be in accordance with one of the alternatives shown in Figure 5-22 in which: VOR is an abbreviation identifying this as a VOR check-point; is an example of the radio frequency of the VOR concerned; 147 is an example of the VOR bearing, to the nearest degree, which should be indicated at the VOR check-point; and 4.3 NM is an example of the distance in nautical miles to a DME collocated with the VOR concerned. 01 April 2013 Pg 130 of 165

258 Note. Tolerances for the bearing value shown on the sign are given in Annex 10, Volume I, Attachment E to Part I. It will be noted that a check-point can only be used operationally when periodic checks show it to be consistently within ± 2 degrees of the stated bearing. (A) (B) (C) (D) Figure VOR aerodrome check point sign Aerodrome identification sign Application An aerodrome identification sign should be provided at an aerodrome where there is insufficient alternative means of visual identification. Location The aerodrome identification sign should be placed on the aerodrome so as to be legible, in so far as is practicable, at all angles above the horizontal. Characteristics The aerodrome identification sign should consist of the name of the aerodrome The colour selected for the sign should give adequate conspicuity when viewed against its background The characters should have a height of not less than 3 m. Aircraft stand identification signs Application An aircraft stand identification marking should be supplemented with an aircraft stand identification sign where feasible. Location 01 April 2013 Pg 131 of 165

259 An aircraft stand identification sign should be located so as to be clearly visible from the cockpit of an aircraft prior to entering the aircraft stand. Characteristics An aircraft stand identification sign should consist of an inscription in black on a yellow background. Road-holding position sign A road-holding position sign should be provided at all road entrances to a runway. Location The road-holding position sign should be located 1.5 m from one edge of the road (left or right as appropriate to the local traffic regulations) at the holding position. Characteristics A road-holding position sign should consist of an inscription in white on a red background The inscription on a road-holding position sign should be in English, be in conformity with the local traffic regulations and include the following: (a) a requirement to stop; and (b) where appropriate: (1) a requirement to obtain ATC clearance; and (2) location designator A road-holding position sign intended for night use should be retro reflective or illuminated. 5.5 Markers General Markers should be light-weight and frangibly mounted. Those located near a runway or taxiway should be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. Unpaved runway edge markers Application Markers should be provided when the extent of an unpaved runway is not clearly indicated by the appearance of its surface compared with that of the surrounding ground. Location Where runway lights are provided, the markers should be incorporated in the light fixtures. Where there are no lights, markers of flat rectangular or conical shape should be placed so as to delimit the runway clearly. Characteristics The flat rectangular markers should have a minimum size of 1 m by 3 m and should be placed with their long dimension parallel to the runway centre line. The conical markers should have a height not exceeding 0.5 m. 01 April 2013 Pg 132 of 165

260 Stop way edge markers Application Stop way edge markers should be provided when the extent of a stop way is not clearly indicated by its appearance compared with that of the surrounding ground. Characteristics The stop way edge markers should be sufficiently different from any runway edge markers used to ensure that the two types of markers cannot be confused. Edge markers for snow covered runways Application Edge markers for snow covered runways should be used to indicate the useable limits of a snow covered runway when the limits are not otherwise indicated. Note -- Runway lights could be used to indicate the limits. Location Edge markers for snow covered runways should be placed along the sides of the runway at intervals of not more than 100 m, and should be located symmetrically about the runway centre line at such a distance from the centre line that there is adequate clearance for wing tips and power plants. Sufficient markers should be placed across the threshold and end of the runway. Characteristics Edge markers for snow covered runways should consist of light weight conspicuous frangible markers at a height not exceeding 0.5 m above snow level. Taxiway edge markers Application Taxiway edge markers should be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or taxiway centre line markers are not provided. Location Taxiway edge markers should be installed at least the same location as would the taxiway edge lights had they been used. Characteristics A taxiway edge marker should be retro-reflective The marked surface as viewed by the pilot should be rectangular and should have a minimum viewing area of 150 cm² Taxiway edge markers should be light weight and frangible. Their height should be sufficiently low to preserve clearance for propellers and engine pods of jet aircraft. 01 April 2013 Pg 133 of 165

261 Taxiway centre line markers Application Taxiway centre line markers should be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or edge markers are not provided Taxiway centre line markers should be provided on a taxiway where the code number is 3 or 4 and taxiway centre line lights are not provided if there is a need to improve the guidance provided by the taxiway centre line marking. Location Taxiway centre line markers should be installed at least at the same location as would taxiway centre line lights had they been used Taxiway centre line markers should normally be located on the taxiway centre line marking except they may be offset by not more than 0.3 m where it is not practicable to locate them on the marking. Characteristics A taxiway centre line marker should be retro-reflective green The marked surface as viewed by the pilot should be a rectangle and have a minimum viewing area of 2 m Taxiway centre line markers should 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. Unpaved taxiway edge markers Application Where the extent of an unpaved taxiway is not clearly indicated by its appearance compared with that of the surrounding ground, markers should be provided. Location Where taxiway lights are provided, the markers should be incorporated in the light fixtures. Where there are no lights, markers of conical shape should be placed so as to delimit the taxiway clearly. Boundary marking Application Boundary marking should be provided at an aerodrome where the landing area has no defined runway. Location Boundary markers should be spaced along the boundary of the landing area at intervals of not more than 200 m, if the type shown in Figure 5-23 is used, or approximately 90 m, if the conical type is used with a marker at any corner. Characteristics Boundary markers should be of a form similar to that shown in Figure 5-23, or in the form of a cone not more than 0.5 m high and not more than 0.75 m in diameter at the base. The markers should be 01 April 2013 Pg 134 of 165

262 coloured to contrast with the background against which they will be seen. A single colour, orange or red, or two contrasting colours, orange and white or alternatively red and white, should be used, except where such colours merge with the background. Figure 5-23 Marker Board 01 April 2013 Pg 135 of 165

263 CHAPTER 6 VISUAL AIDS FOR DENOTING OBSTACLES 6.1 Objects to be marked or lighted A fixed obstacle that extends above a takeoff climb, approach, or transitional surface within 3000 m of the inner edge should 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 already marked or lit; (b) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150 m; (c) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient A fixed object, other than an obstacle, adjacent to a take-off climb surface should 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 150 m; or (b) the object is lighted by high-intensity obstacle lights by day A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is used at night, lighted except that: (a) such marking and lighting may be omitted when: (i) (ii) (iii) the obstacle is shielded by another fixed obstacle; or for a circuit extensively obstructed by immovable objects or terrain, procedures have been established to ensure safe vertical clearance below prescribed flight paths; or an aeronautical study shows the obstacle not to be of operational significance; and (b) 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 150 m; (c) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient A fixed object that extends above an obstacle protection surface should be marked and, if the runway is used at night, lighted Vehicles and other mobile objects, excluding aircraft, on the movement area of an aerodrome are obstacles and should be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, lighted, except that aircraft servicing equipment and vehicles used only on aprons need not be marked or lighted Elevated aeronautical ground lights within the movement area should be marked so as to conspicuous by day. Obstacle lights should not be installed on elevated ground lights or signs in the movement area All elevated objects within the distances specified in Table 3-1, Column 11 or 12 should be marked and if the taxiway, apron taxiway or aircraft stand taxi-lane is used at night, lighted. 01 April 2013 Pg 136 of 165

264 6.1.8 Obstacles in accordance with should be marked and lighted, except that the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day Overhead wires, cables, etc., crossing a river, valley or highway should be marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could constitute a hazard to aircraft, except that the marking of the supporting towers may be omitted when they are lighted by high-intensity obstacle lights by day When it has been determined that an overhead wire, cable, etc., needs to be marked but it is not practicable to install markers on the wire, cable, etc., then high-intensity obstacle lights, Type B, should be provided on their supporting towers. 6.2 Marking of objects General All fixed objects to be marked should, whenever practicable, be coloured, but if this is not practicable, markers or flags should be displayed on or above them, except that the objects that are sufficiently conspicuous by their shape, size or colour need not be otherwise marked All mobile objects to be marked should be coloured or display flags. Use of colours An object should be coloured to show a chequered pattern if it has essentially unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions. The pattern should 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. The colours of the pattern should contrast each with the other and with the background against which they will be seen. Orange and white or alternatively red and white should be used, except where such colours merge with the background. See Fig 6-1 Figure 6-1. Basic marking patterns An object should be coloured to show alternating contrasting bands if: (a) it has essentially 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 01 April 2013 Pg 137 of 165

265 (b) it is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m The bands should be perpendicular to the longest dimension and have a width approximately one seventh of the longest dimension or 30m, whichever is less. The colours of the bands should contrast with the background against which they will be seen. Orange and white should be used, except where such colours are not conspicuous when viewed against the background. The bands on the extremities of the object should be of the darker colour The following table shows a formula for determining band widths and for having an odd number of bands, thus permitting both the top and bottom bands to be of the darker colour. 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/ m 390 m 1/ m 450 m 1/ m 510 m 1/ m 570 m 1/ m 630 m 1/ An object should be coloured in a single conspicuous colour if its projection on any vertical plane has both dimensions less than 1.5 m. Orange or red should be used except where such colours merge with the background Mobile objects regularly on the movement areas should be marked in colours to enhance contrast with the background environment and optimise day and night time visibility and identification. They should be marked in a single conspicuous colour, preferably red or yellowish green for emergency vehicles and yellow for service vehicles Other vehicles which are required to move about the manoeuvring area on occasion should display by day a red/white or orange/white chequered flag approximately one meter square on a pole some 2 m high, or display flashing amber or red lights It is acceptable to use un-marked vehicles for brief specific excursions onto the manoeuvring area provided that two-way radio control is exercised by the ATS unit All vehicles on the manoeuvring areas at night should display a flashing light, amber for service vehicles and red for emergency vehicles. Use of markers Markers displayed on or adjacent to objects should be located in a conspicuous position so as to retain the general definition of the object. They should be recognisable in clear weather from a distance of at least 1000 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. The shape of the markers should be distinctive to the extent necessary to ensure they are not mistaken for markers employed to convey other information, and they should be such that the hazard presented by the object they mark is not increased A marker displayed on an overhead wire, cable, etc., should be spherical and have a diameter of not less than 600mm. 01 April 2013 Pg 138 of 165

266 The spacing between two consecutive markers or between a marker and a supporting tower should be appropriate to the diameter of the marker, but in no case should the distance exceed: (a) 30 m where the marker diameter is 0.6 m progressively increasing with the diameter of the marker to; (b) 35 m where the marker diameter is 0.8 m and further progressively increasing to a maximum of; (c) 40 m where the marker diameter is of at least 1.3 m Where multiple wires, cables, or similar are involved, a marker should be located not lower than the level of the highest wire at the point marked A marker should be of one colour. When installed, white and red, or white and orange markers should be displayed alternately. The colour selected should contrast with the background against which it will be seen. Use of flags Flags used to mark objects should be displayed around, on top of, or around the highest edge of, the object. When flags are used to mark extensive objects or groups of closely spaced objects, they should be displayed at least every 15 m. Flags should not increase the hazard presented by the object they mark Flags used to mark fixed objects should not be less than 0.6 m by 0.6 m and flags used to mark mobile objects, not less than 0.9 m by 0.9 m Flags used to mark fixed objects should 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 should be used Flags used to mark mobile objects should consist of a chequered pattern, each square having sides of not less than 0.3 m. The colours of the pattern should contrast each with the other and with the background against which they will be seen. Orange and white or alternatively red and white should be used, except where such colours merge with the background. 6.3 Lighting of objects Use of obstacle lights The purpose of lighting an obstacle is to warn pilots of its presence during the hours of darkness and during periods of poor daytime visibility. This should be done in such a manner that it will attract the attention of the pilot of any aircraft that is approaching the obstacle from any angle while at any altitude up to 450 m (1500 ft) above the highest point on the obstruction Obstacles that are deemed to be shielded by others need not be lit as they benefit from the lighting of the object that shields them. However, where a shielded object is only a little lower than the prime one, and some distance removed but virtually abeam or a little rearwards of it, it may require lighting The presence of objects which must be lighted should be indicated by low-, medium- or highintensity obstacle lights, or a combination of such lights. High-intensity obstacle lights are intended for day use as well as night use. Care is needed to ensure that these lights do not create disconcerting dazzle Low-intensity obstacle lights, Type A or B, should be used where the object is a less extensive one and its height above the surrounding ground is less than 45 m. 01 April 2013 Pg 139 of 165

267 6.3.5 Where the use of low-intensity obstacle lights, Type A or B, would be inadequate or an early special warning is required, then medium- or high-intensity obstacle lights should be used Low-intensity obstacle lights, Type C, should be displayed on vehicles and other mobile objects excluding aircraft Low-intensity obstacle lights, Type D, should be displayed on follow-me vehicles Low-intensity obstacle lights, Type B, should be used either alone or in combination with mediumintensity obstacle lights, Type B, in accordance with Medium-intensity obstacle lights, Type A, B or C, should be used where the object is an extensive one or its height is greater than 45 m. Medium-intensity obstacle lights, Type A and C, should be used alone, whereas medium intensity lights, Type B, should be either alone or in combination with lowintensity obstacle lights, Type B. A group of trees or buildings is regarded as an extensive object High-intensity obstacle lights, Type A, should be used to indicate the presence of an object if its height above the level of the surrounding ground exceeds 150 m and an aeronautical study indicates such lights to be essential for the recognition of the object by day High-intensity obstacle lights, Type B, should be used to indicate the presence of a tower supporting overhead wires, cables, etc., where: (a) an aeronautical study indicates such lights to be essential for the recognition of the presence of wires, cables, etc.; or (b) it has not been found practicable to install markers on the wires, cables, etc Where, in the opinion of the appropriate authority, the use of high-intensity obstacle lights, Type A or B, or medium-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10,000 m radius) or cause significant environmental concerns, a dual obstacle lighting system should be provided. This system should be composed of high-intensity obstacle lights, Type A or B, or medium intensity obstacle lights, Type A, as appropriate, for daytime and twilight use and medium-intensity obstacle lights, Type B or C, for night-time use. Location of obstacle lights One or more low-, medium- or high-intensity obstacle lights should be located as close as practicable to the top of the object. The top lights should be so arranged as to at least indicate the points or edges of the object highest in relation to the obstacle limitation surface In the case of chimney or other structure of like function, the top lights should be placed sufficiently below the top so as to minimize contamination by smoke etc. (see Figures 6-2 and 6-3) In the case of a tower or antenna structure indicated by high-intensity obstacle lights by day with an appurtenance, such as a rod or an antenna, greater than 12 m where it is not practicable to locate a high-intensity obstacle light on the top of the appurtenance, such a light should be located at the highest practicable point and, if practicable, a medium-intensity obstacle light, Type A, mounted on the top In the case of an extensive object or of a group of closely spaced objects, top lights should be displayed at least on the points or edges of the objects highest in relation to the obstacle limitation surface, so as to indicate the general definition and the extent of the objects. If two or more edges are of the same height, the edge nearest the landing area should be marked. Where low-intensity lights are used, they should be spaced at longitudinal intervals not exceeding 45 m. Where medium-intensity lights are used, they should be spaced at longitudinal intervals not exceeding 900 m. 01 April 2013 Pg 140 of 165

268 When the obstacle limitation surface concerned is sloping and the highest point above the obstacle limitation surface is not the highest point of the object, additional obstacle lights should be placed on the highest point of the object 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), additional lights should be provided at intermediate levels. These additional intermediate lights should 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 105m (see 6.3.7) 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 (when the object to be marked is surrounded by buildings), additional lights should be provided at intermediate levels. These additional intermediate lights should be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and should 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 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 (when the object to be marked is surrounded by buildings), additional lights should be provided at intermediate levels. These additional intermediate lights should 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 Where high-intensity obstacle lights, Type A, are used, they should be spaced at uniform intervals not exceeding 105 m between the ground level and the top light(s) specified in except that where an object to be marked is surrounded by buildings, 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 high-intensity obstacle lights, Type B, are used, they should be located at three levels: at the top of the tower; at the lowest level of the catenary of the wires or cables; and at approximately midway between these two levels. Note. In some cases, this may require locating the lights off the tower The installation setting angles for high-intensity obstacle lights, Types A and B, should be in accordance with Table 6-1. Table 6-1 Installation setting angles for high-intensity obstacle lights. Height of light unit above terrain Greater than 151 m AGL Angle of the peak of the beam above the horizontal 0 deg 122 m to 151 m AGL 1 deg 92 m to 122 m AGL 2 deg Less than 92 m AGL 3 deg 01 April 2013 Pg 141 of 165

269 The number and arrangement of lights at each level to be marked should be such that the object is marked from every angle in azimuth. Where a light is shielded in any direction by an adjacent object, additional lights should be provided on the object in such a way as to retain the general definition of the object to be lighted, the shielded light to be omitted if it does not contribute to the definition of the object to be lighted The top lights should be so arranged as to at least indicate the points or edges of the object highest in relation to the obstacle limitation surface. In the case of a chimney or other structures of like function, the top lights should be placed between 1.5 m and 3 m below the top. (See Fig 6-2 and 6-3). In the case of a guyed tower or antenna where it is not possible to locate a high-intensity obstacle light on the top, such a light should be located at the highest practicable point and a medium-intensity obstacle light showing white mounted on the top In the case of an extensive object or a group of closely spaced objects, top lights should be displayed at least on the points or edges of the objects highest in relation to the obstacle limitation surface, so as to indicate the general definition and extent of the objects. If two or more edges are of the same height, the edge nearest the landing area should be marked. Where low intensity lights are used, they should be spaced at intervals not to exceed 45 m. Where medium-intensity lights are used, they should be spaced at intervals not to exceed 90 m When the obstacle limitation surface concerned is sloping, and the highest point above the obstacle limitation surface is not the highest point of the object, additional obstacle lights should be placed on the highest part of the object. 01 April 2013 Pg 142 of 165

270 Figure 6-2 Examples of marking and lighting of tall structures 01 April 2013 Pg 143 of 165

271 Low-intensity obstacle light Low-intensity obstacle lights on fixed objects, Type A and B, should be fixed red lights having an intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which they would normally be viewed. In no case should the intensity be less than 10 cd of red light Low-intensity obstacle lights on mobile objects should be flashing lights, either red or, preferably, yellow. The flash frequency should be between 60 and 90 per minute. The effective intensity of the flash should not be less than 40 cd of red or yellow light. It is an advantage to be able to distinguish between fixed and mobile objects, and this can be done by using fixed lights for fixed objects and flashing lights for mobile objects. It is also an advantage to be able to distinguish between aircraft and other mobile objects. Care is necessary to avoid an intensity which would be dazzling. Figure 6-3 Lighting of Buildings Medium-intensity obstacle lights Medium-intensity obstacle lights should be flashing red lights, except when used in conjunction with high-intensity obstacle lights they should be flashing white lights. The flash frequency should be 01 April 2013 Pg 144 of 165

272 between 20 and 60 per minute. The effective intensity of the flash should not be less than 1600 cd of red light. High-intensity obstacle lights High-intensity obstacle lights should be flashing white lights. The effective intensity of a highintensity obstacle light located on an object other than a tower supporting overhead wires or cables should be variable and dependent on the background luminance as follows: Background luminance above 500 cd/m² Effective intensity cd minimum 50 to 500 cd/m² ± 25% cd less than 50 cd/m² 4000 ± 25% cd The effective intensity of a high-intensity obstacle light located on a tower supporting overhead wires, cables, and suchlike, should be variable and dependent on the background luminance as follows: Background luminance above 500 cd/m² Effective intensity cd minimum 50 to 500 cd/m² ± 25% cd less than 50 cd/m² 4000 ± 25% cd High-intensity obstacle lights located on an object other than a tower supporting overhead wires, cables, etc., should flash simultaneously at a rate between 40 and 60 per minute High-intensity obstacle lights on a tower supporting overhead wires, cables, and suchlike should flash sequentially; first the middle light, second the top light and last, the bottom light. The intervals between flashes of the lights should approximate the following ratios: Flash interval between middle and top light 1/13 top and bottom light 2/13 bottom and middle light 10/13 The cycle frequency should be 60 per minute. Ratio of cycle time 01 April 2013 Pg 145 of 165

273 Table 6-2 Characteristics of obstacle lights 01 April 2013 Pg 146 of 165

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275 CHAPTER 7 VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS 7.1 Closed runways and taxiways, or parts thereof Application A closed marking should be displayed on a runway or taxiway, or portion thereof, which is permanently closed to the use of all aircraft A closed marking should be displayed on a temporarily closed runway or taxiway or portion thereof, except that such marking may be omitted when the closing is of a short duration and adequate warning by air traffic services is provided. Location On a runway a closed marking should be placed at the end of the runway, or portion declared closed, and additional markings should be placed at intervals not exceeding 300 m. On a taxiway a closed marking should be placed at each end of the taxiway or closed portion. Characteristics The closed marking should be of the form and proportions as detailed in figure 7-1, Illustration a), when displayed on a runway, and should be in the form and proportions as detailed in figure 7-1 Illustration b), when displayed on a taxiway. The marking should be white when displayed on a runway and yellow when displayed on a taxiway. If an area is closed temporarily, a marking utilizing material other than paint may be suitable When a runway or taxiway or portion thereof is permanently closed all normal runway and taxiway markings should be obliterated and any lighting should be de-activated When a closed runway or taxiway is intercepted by a useable runway or taxiway the white crosses should be placed on each side of the useable surface and if the runway or taxiway is used at night then unserviceability lights should be placed across the entrance to the closed area at intervals not exceeding 3 m. See Non load-bearing surfaces Application Shoulders for taxiways, holding bays and aprons and other non load-bearing surfaces which cannot readily be distinguished from load-bearing surfaces and which, if used by aircraft, might result in damage to the aircraft should have the boundary between such areas and the non load-bearing surface marked by a taxi side stripe marking. The marking of runway sides is specified in Location A taxi side stripe marking should be placed along the edge of the load-bearing pavement, with the outer edge of the marking approximately on the edge of the load-bearing surface. Characteristics A taxi side stripe marking should consist of a pair of solid lines, each 150 mm wide and spaced 150 mm apart and the same colour as the taxiway centre line marking. 01 April 2013 Pg 148 of 165

276 Figure 7-1 Closed runway and taxiway markings 7.3 Pre-threshold area Application When the surface before a threshold is paved and exceeds 60 m in length and is not suitable for normal use by aircraft, the entire length before the threshold should be marked with a chevron marking. Location A chevron marking should point in the direction of the runway and be placed as shown in Fig 7-2. Characteristics A chevron marking should be of a conspicuous colour and contrast with the colour used for the runway markings, preferably yellow. It should have an overall width of at least 0.9 m. 01 April 2013 Pg 149 of 165

277 Figure 7-2 Pre-threshold marking 7.4 Unserviceable areas Application Un-serviceability markers should be displayed wherever 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. On a movement area used at night, un-serviceability lights should be used. Un-serviceability markers are used for such purposes as warning pilots of a hole in a taxiway or apron pavement or outlining a portion of pavement that is under repair. They are not suitable for use when a portion of a runway becomes unserviceable, nor on a taxiway when a major portion of the width becomes unserviceable. In such instances, the runway or taxiway should be closed. Location Un-serviceability markers should be placed at intervals sufficiently close so as to delineate the unserviceable area. Characteristics Un-serviceability markers should consist of conspicuous upstanding devices such as flags, cones, lights or marker boards or tyres. Characteristics of un-serviceability lights An un-serviceability light should consist of a red fixed light or a red or yellow flashing light. The red fixed light should have an intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed. The red or yellow flashing light should have an effective intensity of not less than 5 cd. It is advisable that flashing un-serviceability lights be distinguishable from the flashing lights used to mark mobile objects or aircraft. Features which provide differentiation are random flashing of a number of such lights, their size, position and intensity and their ratio of on-to-off time. Characteristics of un-serviceability cones An un-serviceability cone should not exceed 0.5 m in height and should be coloured red, orange or yellow or any one of these colours in combination with white. 01 April 2013 Pg 150 of 165

278 Characteristics of un-serviceability flags An un-serviceability flag should be at least 0.5 m square and red, orange or yellow or any one of these colours in combination with white. Characteristics of un-serviceability marker boards or tyres An un-serviceability marker board or tyre should be painted white. A marker board should not exceed 0.5 m in height and 0.9 m in width. If longer than 3 m in length, the marker board should be marked with alternate red and white or orange and white vertical stripes. See Figure April 2013 Pg 151 of 165

279 CHAPTER 8 EQUIPMENT AND INSTALLATIONS 8.1 Secondary power supply General Application A secondary power supply should be provided, capable of supplying the power requirements of at least the aerodrome facilities listed below: (a) the signalling lamp and the minimum lighting necessary to enable air traffic services personnel to carry out their duties; The requirement for minimum lighting may be met by other than electrical means. (b) all obstacle lights which are essential to ensure the safe operation of aircraft; (c) approach, runway and taxiway lighting as specified in to 8.1.8; (d) meteorological equipment; (e) essential equipment and facilities for the aerodrome responding emergency agencies; and (f) floodlighting on a designated isolated parking position if provided in accordance with Characteristics Electric power supply connections to those facilities for which secondary power is required should be so arranged that the facilities are automatically connected to the secondary power supply on failure of the normal supply of power The time interval between failure of the normal source of power and the complete restoration of the services required by should be as short as practicable and should not exceed two minutes, except that for visual aids the requirements of Table 8-1 should apply Requirements for a secondary power supply should 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) (b) standby power unit(s), which are engine generators, batteries, or otherwise, from which electric power can be obtained. Visual Aids Application At an aerodrome where the primary runway is a non-instrument runway, a secondary power supply capable of meeting the requirements of Table 8-1 should be provided At an aerodrome where the primary runway is a non-precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 should be provided except that a secondary power supply for visual aids need not be provided for more that one precision approach runway. 01 April 2013 Pg 152 of 165

280 8.1.7 For a precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 for the appropriate category of precision approach runway should be provided. Electric power supply connections to those facilities for which secondary power is required should be so arranged that the facilities are automatically connected to the secondary power supply on failure of the normal source of power For the take-off runway intended for use in runway visual range conditions less than a value in order of 400 m, a secondary power supply capable of meeting the requirements of Table 8-1 should be provided. 8.2 Circuit design For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical circuits for the main power supply, lighting and control of the lighting systems included in Table 8-1 should be so designed that an equipment failure will not leave the pilot without visual guidance or will not result in a misleading pattern Where a runway forming part of a standard taxi route is provided with runway lighting and taxiway lighting, the lighting systems should be interlocked to preclude the possibility of simultaneous operation of both forms of lighting. 8.3 Monitoring A system of monitoring visual aids should be employed to ensure lighting system reliability Where lighting systems are used for aircraft control purposes, such systems should be monitored automatically to provide an immediate indication of any fault which may affect the control functions. This information should be automatically relayed to the air traffic service unit For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 should be monitored so as to provide an immediate indication when the serviceability level of any element falls below the minimum serviceability level specified in to , as appropriate. This information should be immediately relayed to the maintenance crew For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 should be monitored automatically to provide an immediate indication when the serviceability level of any element falls below the minimum level specified by the appropriate authority below which operations should not continue. This information should be automatically relayed to the air traffic services unit and displayed in a prominent position. 8.4 Citing and construction of equipment and installations on operational areas Requirements for obstacle limitation surfaces are specified in 4.2 The design of light fixtures and their supporting structures, light units of visual approach slope indicators, signs, and markers, is specified in Chapter Unless its function requires it to be there for air navigation purposes, no equipment or installation should be: (a) on a runway strip, a runway end safety area, a taxiway strip or within the distances specified in Table 3-1, column 11, if it would endanger an aircraft; or (b) on a clearway if it would endanger an aircraft in the air; or (c) derogate the operation of an electric or visual navigation aid or air traffic service on the aerodrome. 01 April 2013 Pg 153 of 165

281 8.4.2 Any equipment or installation required for air navigation purposes which must be located in an area identified above should be regarded as an obstacle and should be of minimum practicable mass and height, frangibly designed and mounted, and sited in such a manner as to reduce the hazard to aircraft to a minimum Any equipment or installation required for air navigation purposes which must be located on or near a strip of a precision approach runway Category I, II or III and which: (a) 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; or (b) is situated within 240m from the end of the strip and within: (c) 60 m of the runway centre line where the code number is 3 or 4; or (d) 45 m of the runway centre line where the code number is 1 or 2; or (e) penetrates the inner approach surface, the inner transitional surface or the balked landing surface should be of minimum practicable mass and height, frangibly designed and mounted, and sited in such a manner as to reduce the hazard to aircraft to a minimum Any equipment or installation required for air an navigation purpose which is an obstacle of operational significance in accordance with 4.2.4, or , should be frangible and mounted as low as possible. 8.5 Surface movement guidance and control systems Application A surface movement guidance and control system should be provided at an aerodrome. Characteristics The design of a surface movement guidance and control system should 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 The visual aid components of a surface movement guidance and control system, i.e. markings, lights and signs should be designed to conform with the relevant specifications in 5.2, 5.3 and 5.4, respectively A surface movement guidance and control system should be designed to assist in the prevention of inadvertent incursions of aircraft and vehicles onto an active runway The system should be designed to assist in the prevention of collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area Where a surface movement guidance and control system is provided by selective switching of stop bars and taxiway centre line lights, the following requirements should be met: 01 April 2013 Pg 154 of 165

282 (a) taxiway routes which are indicated by illuminated taxiway centre line lights should be capable of being terminated by an illuminated stop bar; (b) (b) the control circuits should be so arranged that when a stop bar located ahead of an aircraft is illuminated the appropriate section of taxiway centre line lights beyond it is suppressed; and (c) (c) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed. Note 1. See and for specifications on taxiway centre line lights and stop bars, respectively A surface movement surveillance system for the manoeuvring area should be provided at an aerodrome intended for use in runway visual range conditions less than a value of 350 m A surface movement surveillance system for the manoeuvring area should be provided at an aerodrome other than that in when traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities. 01 April 2013 Pg 155 of 165

283 Table 8-1. Secondary power supply requirements (see 8.1.3) Runway Non-instrument Non-precision Precision approach category I Precision approach category II Lighting Aids requiring power Visual approach slope indicator b Runway edge Runway threshold Runway end Obstacle b Approach lighting system Visual approach slope indicators b Runway edge Runway threshold Runway end Obstacle b Approach lighting system Runway edge Runway threshold Runway end Essential taxiway Obstacle b Approach lighting system Runway edge Runway threshold Runway end Runway centre line Runway touchdown zone Stop bars at taxi-holding positions Essential taxiway including stop bars other those at taxi-holding positions Obstacle b Precision approach category III (Same as category II except all stop bars 1 second) Take-off runway intended for use in Runway edge runway visual range conditions less than a Runway end of the order of 400m Runway centre line All stop bars Essential taxiway Obstacle b a. See chapter 5 regarding the use of emergency lighting b. Supplied with secondary power when their operation is essential to the safety of flight operations Maximum switch-over time 2 minutes 2 minutes 2 minutes 2 minutes 2 minutes 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 1 seconds 1 seconds 1 seconds 15 seconds 15 seconds 01 April 2013 Pg 156 of 165

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285 APPENDICIES Appendix 1 Fiji Marking Standards Runway Markings Appendix 2 Fiji Marking Standards Taxiways Markings Appendix 3 Fiji Marking Standards Apron Markings Scalable A1 size PDF copies of these drawings are available on the CAAF website Full size reproductions of Appendix drawings are available from the Ground Safety Unit of the CAAF. Appendix 4 Aeroplane Characteristics 01 April 2013 Pg 158 of 165

286 Fiji Marking Standards Runway Markings Scalable A1 size PDF copies of these drawings are available on the CAAF website 01 April 2013 Pg 159 of 165

287 Fiji Marking Standards Taxiways Markings Scalable A1 size PDF copies of these drawings are available on the CAAF website 01 April 2013 Pg 160 of 165

288 Fiji Marking Standards Apron Markings Scalable A1 size PDF copies of these drawings are available on the CAAF website 01 April 2013 Pg 161 of 165

289 Appendix 4. Aeroplane Characteristics A list of representative aeroplanes, chosen to provide an example of each possible aerodrome reference code number and letter combination, is shown below. For a particular aeroplane the table also provides data on the aeroplane reference field length (ARFL), wingspan and outer main gear wheel span used in determining the aerodrome reference code. The aeroplane data provided for planning purposes is indicative only. Exact values of a particular aeroplane s performance characteristics should be obtained from information published by the aeroplane manufacturer. AEROPLANE TYPE REF CODE ARFL (m) Wingspan (m) AEROPLANE CHARACTERISTICS Outer Main Gear Wheel Span (m) Length (m) MCTOW (kg) DHC 2 Beaver 1A Beechcraft: 58 (Baron) 1A A Britten Norman Islander 1A Cessna: 172 1A A A A Partenavia P68 1A Piper: PA 31(Navajo) 1A PA 34 1A Beechcraft 200 1B Cessna: 208 A (Caravan) 1B C 1B B DHC 6 Twin Otter 1B Dornier B DHC-7 1C DHC-5E 1D Lear Jet 28/29 2A Beechcraft B Tyre Pressure (kpa) 01 April 2013 Pg 162 of 165

290 CASA C-212 2B Embraer EMB110 2B ATR C CESSNA 550 2C DHC-8: 100 2C C Lear Jet 55 3A Metro II 3A IAI Westwind 2 3A BAe B Canadair: CL600 3B CRJ-200 3B Cessna 650 3B Dassault-Breguet: Falcon 900 3B Embraer EMB 145 3B Fokker F B Metro 23/III 3B Shorts SD3-60 3B ATR C BAe: Jestream 31 3C Jetstream 41 3C C C Bombardier Global Express 3C Embrarier EMB 120 3C McDonnell Douglas: DC-3 3C DC9-20 3C Fokker: F C F C F50 3C April 2013 Pg 163 of 165

291 F100 3C SAAB SF-340 3C Airbus A300 B2 3D Airbus A C Boeing: B C B C B C B C B C McDonnell Douglas: DC9-30 4C DC9-80/MD80 4C Airbus: A D A D Boeing: B D B D B ER 4D B ER 4D McDonnell Douglas: DC8-63 4D DC D Lockheed: L /200 4D McDonnell Douglas MD11 4D Tupolev TU154 4D Airbus: A E A E A E Boeing: B747-SP 4E B E B E B E April 2013 Pg 164 of 165

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293 APPENDIX 7 ADVISORY CIRCULAR AERODROME STANDARDS AND REQUIREMENTS: AEROPLANES AT OR BELOW 5700kg MCTOW NON AIR TRANSPORT OPERATIONS 01 April 2013 Pg 1 of 23

294 APPENDIX 7 Aerodrome Standards and Requirements: Aeroplanes at or below 5700 kg MCTOW Non Air Transport Operations General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 22

295 1 Table of Contents CHAPTER 1 GENERAL 1.1 Introduction Applicability Definitions... 4 CHAPTER 2 PHYSICAL CHARACTERISTICS 2.1 Runways Runway strip Runway starter extensions Taxiways... 8 CHAPTER 3 OBSTACLE LIMITATION SURFACES 3.1 General Day VFR Runway Night or instrument approach runway CHAPTER 4 WATER AERODROMES 4.1 General Water channel Obstacle limitation surfaces CHAPTER 5 VISUAL AIDS FOR NAVIGATION 5.1 Wind direction indicator (Windsock) Markers and markings Aerodrome lighting Aerodrome lighting outages Portable lighting Reflectors Signs Visual aids for denoting restricted use areas April 2013 Page 3 of 22

296 CHAPTER 1 GENERAL 1.1 Introduction In accordance with the requirements of Chapter 2.1A Aerodrome Design requirements, no place may be used as an aerodrome unless the place is suitable for the purpose of taking off or landing of the aircraft concerned This Advisory Circular, which is based on the ICAO Annex 14 standards and requirements for aerodromes, details the physical characteristics, the types of equipment and installations, and the associated standards that are acceptable to the Authority for ensuring compliance with the requirements of the SD-AD for the operation of aeroplanes at or below 5700 kg MCTOW. 1.2 Applicability This Advisory Circular applies to any place used as an aerodrome for taking off or landing of aeroplanes at or below 5700 kg MCTOW Operators of aeroplanes above 5700 kg MCTOW or conducting air transport operations should refer to advisory circular Appendix Definitions Aerodrome (a) means any defined area of land or water intended or designed to be used either wholly or partly for the landing, departure, and surface movement of aircraft; and (b) includes any buildings, installations, and equipment on or adjacent to any such area used in connection with the aerodrome or its administration. Aerodrome reference field length means the minimum field length required for take-off at MCTOW, sea level, standard atmospheric conditions, still air, and zero runway slope. Displaced threshold means a threshold not located at the extremity of a runway. Inner horizontal surface means a specified portion of a horizontal plane located above an aerodrome and its immediate environment. This surface establishes the height above which it may be necessary to restrict the creation of new obstacles, or remove or mark existing obstacles, to ensure the safety of aircraft visually manoeuvring in the aerodrome circuit prior to landing. Instrument runway means a runway intended for the operation of aircraft using instrument approach procedures. Manoeuvring area (a) means that part of an aerodrome to be used for the take-off and landing of aircraft and for the surface movement of aircraft associated with takeoff and landing; but (b) does not include areas set aside for loading, off-loading, or maintenance of aircraft. 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 an aerodrome intended to be used for the take-off and landing of aircraft and for the surface movement of aircraft, and includes the manoeuvring area, maintenance areas, and aprons. 01 April 2013 Page 4 of 22

297 Obstacle means all fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight. Obstacle limitation surfaces mean defined areas about and above an aerodrome intended for the protection of aircraft in the vicinity of an aerodrome. Outer main gear wheel span means the distance between the outside edges of the main gear wheels. Runway means a defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Runway strip means a defined area including the runway, and stopway (if a stopway is provided), that is intended (1) to reduce the risk of damage to an aircraft running off the runway; and (2) to provide obstacle protection for aircraft flying over the runway strip during takeoff or landing operations: Runway starter extension means an additional runway length made available for take-off, prior to the normal runway end at the commencement of the takeoff run. 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. Threshold means the beginning of that portion of the runway usable for landing. 01 April 2013 Page 5 of 22

298 CHAPTER 2 PHYSICAL CHARACTERISTICS 2.1 Runways Many factors affect the determination of the orientation siting of runways. One important factor is the usability factor as determined by the prevalent winds in the area. Another important factor is the alignment for the provision of the related approach and takeoff climb surfaces. Runway surface The runway surface should be without irregularities and of sufficient strength for the takeoff and landing of aeroplanes. Location of threshold The landing threshold is normally located at the start of a runway, if there are no obstacles penetrating above the approach surface In determining that no obstacle penetrates above the approach surface, account should be taken of roads and railways that are in the approach area. If they are present, a height of 4.5 m should be allowed for road vehicles and 5 m for trains If an object extends above the approach surface and it cannot be removed, the threshold should be displaced to a position on the runway that provides the required obstacle free approach surface. Width of runways For a day VFR runway, the minimum runway width should be twice the outer main gear wheel span of the aeroplane to be operated For an instrument runway or a runway intended to be used at night, the minimum runway width should be not less than: (a) 18 m for aeroplanes with an aerodrome reference field length less than 800 m. (b) 23 m for aeroplanes with an aerodrome reference field length of 800 m or more. Separation of parallel runways When parallel runways are designed for simultaneous use under visual conditions only, the minimum distance between centre lines should be 120 m. Slopes on runways The average slope over the length of the runway should not exceed 1:50 for a two directional runway or 1:5 for a one directional runway Where local slope changes occur along the length of a runway, they should not exceed 1: Where slope changes cannot be avoided: (a) a slope change between two consecutive slopes should not exceed 1:50; and (b) for a runway wider than 18 m there should be an unobstructed line of sight from any point 2 m above the runway to all other points 2 m above the runway within a distance of at least half the length of the runway; and 01 April 2013 Page 6 of 22

299 (c) for a runway 18 m wide or less there should be an unobstructed line of sight from any point 1.5 m above the runway to all other points 1.5 m above the runway within a distance of at least half the length of the runway All slopes should be avoided in the touchdown area, which is the first 200 m from the threshold For a day VFR runway, the transverse slope should be such as to prevent the collection of water at any point and to this end should not exceed 1:40. Where surface erosion is a problem, the transverse slope may be increased up to 1:20 to preserve the established surface For an instrument runway or a runway intended to be used at night the transverse slope should not exceed 1:50 and should be consistent throughout the runway length. It should not exceed 1:30 when the steeper slope is required to preserve the established runway surface. 2.2 Runway strip General A runway should be symmetrically included in a runway strip. Length of runway strips A runway strip should extend beyond each end of the runway for a distance of at least: (a) 10 m where the runway is less than 800 m in length. (b) 30 m where the runway is 800 m or more in length. Width of runway strips For a day VFR runway the minimum width of the runway strip should be two and a half times the wing span of the aeroplane to be operated, or 30 m, whichever is the greater For an instrument runway or a runway intended to be used at night the minimum width of a runway strip should be 60 metres for aeroplanes with an aerodrome reference field length less than 800 m, and 80 metres for aeroplanes with an aerodrome reference field length of 800 m or more. Slope of runway strips All slopes should not exceed those for the runway by more than 1% except that to prevent the accumulation of surface water the transverse slope may be graded to a slope value of up to 1:20. Strength and grading of runway strips The runway strip should be constructed to minimise the hazards, or significant damage, to aircraft in the event of an accidental run off from the runway. The surface of the runway strip should be flush with the edge of the runway. 2.3 Runway starter extensions A runway starter extension may be established where additional takeoff distance, takeoff run or accelerate-stop distance is required but physical limitations do not allow provision of the mandatory runway strip or runway width Specifications: (a) A runway starter extension should be of sufficient strength for the aeroplane to be operated, and if possible in line with the runway. 01 April 2013 Page 7 of 22

300 (b) Provided the length of the extension does not exceed 150 m, it may be narrower than the runway but not less than two thirds of the runway width or less than twice the outer main gear wheel span of the aeroplane to be operated. (c) The starter extension strip width should not be less than the wing span of the largest aircraft to be operated plus 8 m. (d) The runway strip end need not be at right angles to the runway centre line. The minimum distance between the runway strip end and any point of the starter extension end, or that enlarged area needed for aircraft to turn, should not be less than the wing overhang of the aeroplane to be operated plus the greater of 8 m or 20 per cent of the wing span. These distances may need to be increased to allow for the adverse effects of propeller blast for example where the extension stops at a public road or footpath Starter extensions may require a taxiway lead-in or widening at the end to allow aircraft to turn. 2.4 Taxiways Width of taxiways The width of a taxiway should be 7.5 m or not be less than the outer main gear wheel span of the largest aircraft to use the taxiway plus 2 m, whichever is the greater. Surface of taxiways The surface of a taxiway should not have irregularities that may cause damage to the aeroplane structure. Taxiway minimum separation distances The minimum distance that should be provided between the centre line of a runway and the centre line of a taxiway, and the centre line of a taxiway and fixed obstruction, is as shown in Table 2-1. Taxiway-holding positions The holding position should be marked at a point no closer to the runway than the runway strip edge Where the taxiway is intended to be used at night the marker should be illuminated, either internally or externally, or the location of the holding position identified using a yellow light located no more than 3 m outside the taxiway edge at the holding position. Refer for information on markers for general use. Wing span Up to but not including 15 m 15 m up to but not including 24 m Table 2-1 Taxiway minimum separation distances Runway centre line and taxiway centre line m m Taxiway centre line and fixed object m m The distances given above represent ordinary combinations of runways and taxiways using the largest aircraft likely to use that combination. Where a specific aircraft type is to be used the clearances may be adjusted accordingly 01 April 2013 Page 8 of 22

301 CHAPTER 3 OBSTACLE LIMITATION SURFACES 3.1 General Each runway should be provided with take-off climb and approach surfaces such that aeroplanes taking off or landing have a clear obstacle free surface over which to carry out the initial part of the climb or final part of the approach Any boundary fence or hedge should be sited so as to not penetrate the take-off climb/approach surface. Any boundary fence or hedge not exceeding 1.2 m in height may penetrate the transitional side surface. 3.2 Day VFR Runway Take-off climb/approach surface Each runway should have a takeoff climb and approach surface which should: (a) Rise from the end of the runway strip; and (b) Be obstacle free above a gradient of 1:20; and (c) Extend horizontally 1200 m from the inner edge; and (d) Have sides that are splayed outwards at the rate of 1:20; and (e) Not turn before 300 m from the inner edge, if a turn is necessary. Refer to Figure If the 1:20 gradient rising from the runway strip end does not clear all obstacles, a displaced landing threshold should be marked at the position necessary to ensure that the approach surface clears the obstacles. Transitional side surface Each runway strip should have a surface clear of obstructions extending sideways and upwards from the sides of the runway strip and the approach/take-off surfaces. The surface should be at a gradient of 1:4 till it reaches a height of 2 m above the runway strip. 01 April 2013 Page 9 of 22

302 1:4 transitional surface to 2 m above aerodrome level 1:20 Runway (2 x wheel span of aircraft) See note Approach/take-off fan 1:20 Note 10 m for runways less than 800 m in length 30 m for runways for 800 m to 1200m in length 1200 m Figure 3-1. Day VFR runway obstacle limitation surfaces Approach/take-off surface End of strip Runway strip 1:20 01 April 2013 Page 10 of 22

303 3.3 Night or instrument approach runway Take-off climb/approach surface Each runway should have a takeoff climb and approach surface which should: (a) Rise from the end of the runway strip; and (b) (c) (d) (e) Be obstacle free above a gradient of 1:40; and Extend horizontally 1600 m for runways 800 m or less in length, and 2500 m for runways longer than 800 m but less than 1200 m in length, and Have sides that are splayed outwards at the rate of 1:10; and Not turn before 300 m from the inner edge, if a turn is necessary. Refer Figure If the 1:40 gradient rising from the runway strip end does not clear all obstacles, a displaced landing threshold should be marked at the position necessary to ensure that the approach surface clears the obstacles. Transitional surfaces The transitional surfaces should slope upwards and outwards from the sides of the runway strip and the approach slope at a gradient of 1:5 to a height of 10 m above the strip, and then rise vertically to meet the inner horizontal surface The gradient of the transitional side surface should be measured in the vertical plane at right angles to the centre line of the runway. Inner horizontal surface An inner horizontal surface should be provided 45 m above the aerodrome elevation datum out to a distance of 2500 m from the runway centre line and the end of the strip. 01 April 2013 Page 11 of 22

304 1:5 transitional surface to 10 m above aerodrome level 1:10 Note 2 Approach take-off fan Runway strip (see Note 1) 1: m for runways less than 800 m in length 2500 m for runways less than 800 m in length Notes: m wide for runways less than 800 m in length 80 m wide for runways 800 m to 1200 m in length m for runways less than 800 m in length 30 m for runways 800 m to in length Approach take-off surface Runway End of strip 1:40 Figure 3-2 Night or instrument runway obstacle limitation surfaces 01 April 2013 Page 12 of 22

305 CHAPTER 4 WATER AERODROMES 4.1 General Any place used as an aerodrome in a tract of water should comply with the following specifications. 4.2 Water channel The area of water used for the takeoff and landing of aeroplanes is called a water channel. Water channel width The minimum width of the water channel should be 60 m. Water channel depth The depth of the water channel should provide 1 m clearance below the hull or floats of the aeroplane when it is stationary at its maximum all-up weight A water channel should be clear of both stationary or moving vessels and other objects during flight operations. Water channel additional area There should be an additional area 30 m wide symmetrically surrounding the water channel to act as a protective buffer. This additional area need not consist of water but where it does, that area should be clear of moving objects, or vessels under way. 4.3 Obstacle limitation surfaces Each water channel should have takeoff climb and approach obstacle free surfaces as prescribed for land aerodromes except that they should extend from the full width of the water channel ends. Refer Figure 4-1. Additional 30 m buffer area 1:20 60 m Water channel Approach/take-off fan 1: m Approach/take-off surface Water channel 1:20 Figure 4-1 Water aerodrome obstacle limitation surfaces 01 April 2013 Page 13 of 22

306 CHAPTER 5 VISUAL AIDS FOR NAVIGATION 5.1 Wind direction indicator (Windsock) Each runway should be provided with at least one windsock The windsock should be located so as to be visible both from an aircraft in flight and on the movement area For a day VFR runway, the windsock should be located at least 20 m from the runway centreline For a night VFR runway, the windsock should be illuminated and located at least 40 m from the runway centre line on the left hand side abeam the landing threshold For an instrument runway less than 800 m in length the windsock should be located at least 40 m from the runway centre line For an instrument runway of 800 m or more in length the windsock should located at least 40 m from the runway centre line on the left hand side abeam the landing threshold. 5.2 Markers and markings Threshold and runway designators On a paved runway, threshold and runway designator markings should be white and provided in accordance with Table 5-1 and Figure The threshold of a grass runway should be indicated by marker boards located either side of the threshold at right angles to the runway centre line. Where a marker board may create a hazard to taxing aircraft, the marker board should be replaced with a white painted concrete strip of the same dimensions On a grass runway, runway designators should be provided so as to be visible from the air and, if practicable, to an aircraft on the ground to assist in correct identification of the runway. Table 5-1 Threshold markings for runways 23 m or below in width. Runway width Number of stripes Stripe width Stripe length 30 m mm 30 m 23 m mm 30 m 18 m mm 30 m 16 m mm 30 m 14 m mm 30 m 12 m mm 30 m 10 m mm 30 m 8 m mm 20 m 6 m mm 20 m These dimensions give varying spaces between the outside stripe and the runway edge. Markings should be measured outwards from the centre line. For runway widths falling between the above, use spacing as for the narrower runway 01 April 2013 Page 14 of 22

307 Displaced threshold A permanently displaced threshold on a paved runway should be marked as shown in Fig The location of a temporary threshold on an unpaved runway, or a temporary threshold on a paved runway, should be indicated by wing bars of marker boards outside the runway edge. 01 April 2013 Page 15 of 22

308 Runway centre line markings Runway centre line markings should be provided on any paved runway 18 m or wider. They are located on the centre line of the runway and consist of a white line of uniformly spaced stripes and gaps. The stripes are 36 m in length and the gaps are 24 m in length. Adjustments to the length of the stripes and the gaps, where necessary to accommodate the runway length, are made near the mid-way point. The minimum width of the stripes is 0.3 m. Runway edge markers Runway edge markers should be provided where the extent of an unpaved runway is not clearly indicated by the appearance of its surface compared with that of the surrounding ground, and when the runway strip is not suitable for the movement of aircraft. Markers for general use Markers should be lightweight and frangibly mounted. Those located near a movement area should be sufficiently low to preserve clearance for propellers. They may be boards, cones, or white painted tyres A conventional marker board should be constructed to appear as illustrated in Fig Aerodrome lighting Runway edge lights Runway edge lights should be fixed Omni-directional lights showing variable white and having a minimum output of 25 candelas for fixed lighting, or 15 candelas for portable lighting The lights should be two parallel rows equidistant from the runway centre line uniformly spaced in rows at intervals of not more than 100 m. The lights on opposite sides of the runway axis should be on lines at right angles to that axis and not more than 3 m outside the runway edge At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot. 01 April 2013 Page 16 of 22

309 Runway threshold lights Runway threshold lights should be fixed unidirectional lights showing green in the direction of approach, located across the runway end between the runway edge lights. They should consist of not less than 4 equally spaced lights with the outer lights not closer than 1 m to the runway edge lights. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which the use of the runway is intended. Runway displaced threshold lights Where the threshold is displaced from the end of the runway, either temporarily or permanently, it should be lit by two wing bars each of four lights spaced at 5 m intervals with the inner light in line with the runway edge lights. The runway edge lights between the displaced threshold and the threshold should be bi-directional light fittings showing red/white, with the red light facing the landing pilot. Runway end lights Runway end lights should be fixed unidirectional lights showing red towards an aircraft taking off They should be placed as near to the runway end as possible, but not more than 3 m outside the end. They should be at least 4 lights equally spaced between the runway edge lights. Starter extension lighting Edge lights should be bi-directional red lights at the same spacing and installed in the same manner as the runway edge lights End lights should be at least 4 unidirectional lights, equally spaced across the end at not more than 3 m beyond the end, and showing red towards the runway Runway end lights, prior to the starter extension: (a) Paved runway: The lights should be flush mounted fixed unidirectional lights showing red towards the runway. The intensity and beam spread of the lights should be adequate for the conditions of visibility and ambient light in which the use of the runway is intended. Alternatively they may be in the form of wing bars as specified for unpaved runways. (b) Unpaved runway: The lights should be elevated at least 0.5 m, and consist of 4 lights in each of two wing bars at a light spacing of 5 m. The inner light on each side should be in line with the runway edge lights. Taxiway edge lights Taxiway edge lights should be fixed Omni-directional lights showing blue and having a minimum output of 25 candelas for fixed lighting, or 15 candelas for portable lighting The lights should be two parallel rows equidistant from the taxiway centre line uniformly spaced in rows at intervals of not more than 60 m, or at a lesser distance that provides for the safe guidance of aircraft. The lights on opposite sides of the taxiway should be on lines at right angles to that axis and not more than 3 m outside the taxiway edge. PAL lighting Where a pilot activated lighting (PAL) VHF radio switching mechanism is installed it should comply with the following: 01 April 2013 Page 17 of 22

310 (a) (b) (c) (d) Automatic PAL selection: The PAL activated aerodrome lights switching should be so arranged so that the system is always automatically available at night and not dependent upon Air Traffic Services for a switch pre-selection. Keying: The switch should operate on receipt of 5 rapid and short transmissions which collectively should not exceed 3 seconds from the first to the last transmission. Brightness: The lights may have a short warm up period, but following this they should switch automatically to full brilliance. Three levels of brilliance should be available. The control mechanism should be capable of, or have the provision for, the pilot to be able to vary the lighting intensity at any time by a further 4 similar short transmissions and a prolonged 5th one. The lighting should cycle through the intensities as long as the 5th transmission continues, stopping at the pilot selected intensity when the transmit button is released. Selection of PAPI and other lighting facilities: The equipment should be capable of turning on the PAPI, approach lights etc. The selection of those lights applicable to a particular runway should be part of the cycling pattern referred to. It will be so arranged that the cycling will: (i) (ii) Turn on all lighting for a runway; Cycle its brilliance (having 2.0 second dwells); (iii) Change to the facilities for the reciprocal runway end; (iv) Change to the next runway and repeat the procedure before reverting to the first runway and recommencing the whole cycle again, until the transmission ceases. Where the switching is such that the full lighting facilities are turned on for a runway, regardless of direction of use, then the cycling will only apply to brilliance control. (e) (f) Duration of lighting: The lights should remain on for 20 minutes. During this period any single transmission should reset the timer for a further 20 minutes. Lights to be activated: (i) (ii) runway, taxiway and tarmac edge lighting where it exists; approach lights; (iii) approach slope indicators; (iv) lit wind direction indicators; (v) the aerodrome beacon. (g) Failure of software or electronic control: In the event of a failure of the software or electronic switching, the lights should remain lit on the last selection made, until manual control is established. 5.4 Aerodrome lighting outages Night operations should not be conducted when an outage exceeds the following figures. Runway edge or end or threshold 01 April 2013 Page 18 of 22

311 5.4.2 A maximum of 20% random failure provided there are not more than two adjacent light failures in any 300 m. Wind direction indicator One should be serviceable. 5.5 Portable lighting The lighting of runways, taxiways or apron edges with portable lights is acceptable provided the appropriate standards are met in relation to: (a) The physical dimensions and obstacle free gradients for the night use of the runway; and (b) the layout, spacing and colour of lights. 5.6 Reflectors Where light fittings do not exist, reflectors may be installed at the following places, to assist in manoeuvring at night (a) (b) (c) (d) (e) (f) (g) runway centre line; turning bay edges; a taxiway centre line; taxiway edges; taxiway holding position; apron centre lines; and at apron edges In each of these locations the reflectors should be the same colour as the appropriate light would be, and at no greater spacing, but preferably closer. 5.7 Signs Instruction signs that should be displayed An instruction sign should be provided when it is intended to convey, by a sign, an instruction which is to be carried out unless otherwise advised by an air traffic service. Such instruction signs should include at least STOP and NO ENTRY signs A STOP sign should be located at least on the left side of a taxiway opposite the point at which it is desired that the aircraft stop A sign that requires compliance should be white inscriptions on a red background. If the sign is intended for use at night or under conditions of poor visibility it should be illuminated, either internally or externally. 01 April 2013 Page 19 of 22

312 Information signs An information sign should be provided when it is intended to convey, by a sign, a specific location or destination on a movement area, or to provide other information An information sign should be either yellow or white inscriptions on a black background or black inscriptions on a yellow or white background. If it is to be used at night it should be illuminated either internally or externally, or coated with reflecting materials. Where a sign indicates a direction it should include an arrow indicating the direction, followed by the number, word or abbreviation that identifies the destination A sign by a taxiway indicating a destination should be on the same side of the taxiway as the direction to the location indicated. The specifications for signs can be found in Appendix-6 Chapter Visual aids for denoting restricted use areas Closed runway or taxiway A marking or markers should be displayed on a runway or taxiway, or portion thereof, which is permanently closed to the use of all aircraft A marking or markers should be displayed on a temporarily closed runway, taxiway, or portion thereof When a runway or taxiway or portion thereof is permanently closed, all normal runway and taxiways markings should be obliterated Lighting on a closed runway or taxiway or portion thereof should not be operated, except as required for maintenance purposes The marking or markers should be in the form of a white cross with the minimum dimensions as shown in Fig On a closed runway, or strip, a marking or markers should be placed at one third and two thirds the length of the closed runway On a closed taxiway a marking or markers should be placed at each end of the taxiway or closed portion. Unserviceable areas Unserviceable markings or markers should be displayed wherever any portion of a movement area is unserviceable They should consist of conspicuous upstanding devices such as flags, cones, lights or marker boards/tyres An unserviceable cone should not exceed 0.5 m in height and should be coloured red, orange or yellow or any one of these colours in combination with white An unserviceable marker should be painted white. A marker board should not exceed 0.3 m in height and 0.9 m in width. If longer than 3 m in length, the marker board should be marked with alternate red and white or orange and white vertical stripes. (See Figure 5-3) 01 April 2013 Page 20 of 22

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315 APPENDIX 8 ADVISORY CIRCULAR AERODROME DESIGN: HELIPORTS 01 April 2013 Page 1 of 28

316 APPENDIX 8 Aerodrome Design: Heliports General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of a Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 28

317 Table of Contents CHAPTER 1 GENERAL Introduction Heliport site selection Definitions... 2 CHAPTER 2 HELIPORT DATA Heliport dimensions and related information... 4 CHAPTER 3 PHYSICAL CHARACTERISTICS Surface level heliport Elevated heliport Helidecks Shipboard heliport... 9 CHAPTER 4 OBSTACLE RESTRICTION AND REMOVAL CHAPTER 5 VISUAL AIDS Wind direction indicator Markers and marking Lights. 21 CHAPTER 6 HOSPITAL HELIPORTS Safety area Appendix Weight, dimensions and resulting FATO/TALO sizes for some helicopters April 2013 Page 1 of 28

318 CHAPTER 1 GENERAL 1.1 Introduction This AC provides acceptable design specifications for heliports located in populous areas. This AC is not exhaustive and further detailed specifications can be found in ICAO Annex 14, Volume II, Heliports The function of the touchdown and lift-off area (TALO) and certain associated elements are vital in providing for safe and efficient helicopter touchdowns and lift-offs. The design of these areas must take into account the operational and physical characteristics of the helicopters expected to use the heliport. 1.2 Heliport site selection Heliport design and location should be such that cross wind operations are kept to minimum and downwind operations avoided. Ideally heliports should have two approaches 180 degrees apart, which should give an acceptable degree of usability, provided one approach is into the prevailing wind direction The presence of buildings or some other obstacles may prevent a 180 degrees approach orientation. In such a situation, the approached should not be less than 90 degrees apart If the heliport is to be used by other than a performance Class 1 helicopter, it should be so located that an emergency landing can be conducted at any time along the inbound and outbound routes including the take-off and approach paths without any undue risk to any person or property on the ground. 1.3 Definitions Aiming point means a triangular marking, displayed on a FATO, to which point a pilot is required to make the final approach before proceeding to a TALO. Air taxiway means a defined path on the surface established for the air taxiing of helicopters. Approach means a series of predetermined manoeuvres for the orderly transfer of an aircraft to a point either where a landing may be made or where an aircraft may drop, off-load or pick up persons or load of any description. Elevated heliport means a heliport located on a raised structure on land. Final approach and take-off area (FATO) means a defined area over which the final phase of the approach manoeuvre to hover or landing is completed and from which the takeoff manoeuvre is commenced and, where the FATO is to be used by performance Class 1 helicopters, includes the rejected takeoff area available. Helideck means a heliport located on a floating or fixed off-shore structure. 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. Obstacle limitation surfaces means surfaces extending outwards and upwards from the FATO or safety area at angles compatible with the flight characteristics of the helicopter, used to evaluate approach and takeoff climb surfaces for clearance of obstacles. Overall helicopter length means the maximum length of a helicopter including rotors, measured through the fore and aft centre line of the aircraft. Overall helicopter width means the diameter of the main rotor. 01 April 2013 Page 2 of 28

319 Performance Class 1 helicopter means a helicopter with performance such that, in case of engine failure, it is able to land on the rejected takeoff area or continue the flight to an appropriate landing area. Safety area means a defined area on a heliport surrounding the FATO which is free of obstacles, other than those required for air navigation purposes, and intended to reduce the risk of damage to helicopters accidentally diverging from the FATO. It should be capable of supporting the weight of a helicopter. Surface level heliport means a heliport located on the ground or on the water. Touchdown and lift-off area (TALO) means a load bearing area on which a helicopter may touchdown or lift-off. 01 April 2013 Page 3 of 28

320 CHAPTER 2 HELIPORT DATA 2.1 Heliport dimensions and related information The following data should be measures or described, as appropriate, for each facility provided on a heliport if the data is to be promulgated to the users of the heliport: (a) heliport type surface level, elevated helideck; (b) touchdown and lift-off area dimensions, slope, surface type, bearing strength in tones (1000 kg); (c) (d) (e) (f) (g) (h) (i) final approach and take-off areas length, width, slope, surface type; safety area length, width and surface type; helicopter air taxiway designation, width, surface type; apron surface type; significant obstacles on and in the vicinity of the heliport location, top elevation to the nearest (next higher) metre or foot, type; visual aids for approach procedures, marking and lighting of FATO, TALO, taxiways and aprons. location of any windsock and whether lit. 01 April 2013 Page 4 of 28

321 CHAPTER 3 PHYSICAL CHARACTERISTICS 3.1 Surface level heliport Final approach and take-off areas (FATO) A surface level heliport should be provided with at least one FATO) The dimensions of a FATO should be of sufficient size and shape to contain an area within which can be drawn a circle of diameter not less than 1.5 times the over-all length or width, whichever is the greater, of the longest or widest helicopter the heliport is intended to serve The overall slope above the horizontal in any direction on the FATO should not exceed 3 percent. No portion should have a local slope exceeding 5 percent The surface of a surface level FATO should be resistant to the effects of rotor downwash There should be no obstacles within the FATO area likely to interfere with the manoeuvring of the helicopter. Separation between FATO Separation between minimum sized final approach and take-off areas should be one rotor diameter of the largest helicopter using either FATO. Touchdown and lift-off areas (TALO) At least one TALO should be provided at a heliport. It may or may not be located within the FATO The TALO should be of sufficient size to contain a circle of diameter 1.5 times the length or width of the undercarriage, whichever is the greater, of the largest helicopter the area is intended to serve The TALO should preferably be level or if a slope cannot be avoided it should not exceed the slope limitations in the flight manual of the helicopters that it is intended to serve When a TALO is not contained within a FATO, it should be located to provide a minimum horizontal main rotor clearance of half the rotor diameter from any fixed obstacle (building, hangar, pole and so on). Separation between TALO The TALO should be of sufficient strength to bear twice the gross weight of the largest helicopter to use the area The surface of the TALO should be slip resistant both for the helicopter and for the safety of people moving about on the area When FATO contains more than one TALO, the separation between touchdown and lift-off areas should be at least one rotor diameter of the largest helicopter using either TALO. Safety area A FATO should be surrounded by a safety area. 01 April 2013 Page 5 of 28

322 The safety area should extend outwards from the periphery of the FATO for a distance of at least 3000 mm or 0.25 times the over-all length or width, whichever is the greater, of the longest or widest helicopter the area is intended to serve No fixed object should be permitted on a safety area, except for frangible mounted objects which, because of their function, must be located on the area. No mobile objects should be permitted on a safety area during helicopter operations Objects whose functions require them to be located on the safety area should not exceed a height of 250 mm when located along the edge of the FATO nor penetrate a plane originating at a height of 250 mm above the edge of the FATO and sloping upwards and outwards from the edge of the FATO at a gradient of 5 percent The surface of the safety area should not exceed an upward slope of 4 percent outwards from the edge of the FATO. Parking area Helicopter parking should be adequate to accommodate the number of helicopters to be served. A design which requires a helicopter to be parked in a minimum sized FATO or on a TALO makes that area unavailable for take-offs and landings by other helicopters To maintain the usability of the heliport, parking areas should be located clear of the approach and take-off surfaces and have at least one third rotor diameter clearance from any adjacent fixed or movable object. Air taxiway An air taxiway should be provided for the in-flight movement of a helicopter to a TALO which is not situated within a FATO The width of an air taxiway should be at least two times the overall width of the helicopters that the air taxiway is intended to serve The surface of the air taxiway should: (a) (b) (c) be resistance to the effects of rotor downwash; and be suitable for emergency landings; and provide ground effect The separation distance between an air taxiway and another air taxiway, an air taxiway and an obstruction, or a TALO and an air taxiway, should not be less than the appropriate dimension in Table 3-1. Table 3-1. Helicopter air taxiway separation distances Air Taxiway Obstruction TALO 4 a Between centreline 5 a (centreline to obstruction 4 a (centreline to edge a. Multiples of over-all width of helicopter with rotor turning 01 April 2013 Page 6 of 28

323 Location of a final approach and takeoff area in relation to a runway or taxiway Where a FATO is located near a runway or taxiway, and simultaneous VMC operations are planned, the separation distance between the edge of a runway or taxiway and the edge of a FATO should not be less than the appropriate dimensions in Table 3-2. Table 3-2. FATO minimum separation distances If aeroplane mass and/or helicopter mass are Up to but not including 2720 kg Distance between FATO edge and runway edge or taxiway edge 60 m 2720 kg up to but not including 5760 kg 120 m 5760 kg up to but not including kg 180 m kg and over 250 m A FATO should not be located: (a) (b) near a taxiway intersection or holding points where jet engine efflux is likely to cause high turbulence; or near areas where aeroplane vortex wake generation is likely to exist. 3.2 Elevated heliport General specification FATO, TALO and safety area dimensions, slopes, etc., should be as for surface level heliports. The minimum diameter of the surface area should not be less than the overall length of the longest helicopter for which the heliport is intended to be used. Strength requirement The elevated heliport should have the same strength as specified for helidecks in Egress Not less than two exits should be provided. They should be outside the heliport area, on opposite sides of the area, and associated stairways should be at least 1000 mm wide, with handrails Stairways should be constructed of non-combustible materials and may not be covered by hatches Where stairway handrails intrude into the approach/departure sector obstacle free surface, they should be retractable to the heliport surface level and should not obstruct the stairway when retracted. Paint colour Where an elevated heliport is to be used at night, the paint colour used for handrails, safetynet frames, step edges and such like. should be a light colour that will reflect any available scattered light. Safety Area A safety area surrounding an elevated heliport may be wholly or partly beyond the side of the structure. 01 April 2013 Page 7 of 28

324 Safety net A safety net should be placed on the perimeter of the platform at the places where it is not possible to install a guard rail which would otherwise infringe clear area requirements. The net should have the following characteristics: Width: Minimum strength: Slope: At least 1500 mm 200 kg per linear meter; The net should be fixed to the structure at such a height below the FATO surface to slope upwards and outwards at 1:4 with its outer edge no higher than the TALO surface By its design, the net may also double as a guard rail when the heliport is not being used for helicopter operations. Refer Fig Each section of netting should be enclosed in a solid frame such as galvanised pipe. Figure 3-1 Collapsible guard-rail with movable safety net The surface of the TALO and that part of the FATO used by persons boarding, or disembarking from, the helicopter should be skid resistant. 3.3 Helidecks The following specifications are for helidecks located on structures engaged in such activities as oil and mineral exploration, development, and recovery. See 3.4 for shipboard heliport provisions. 01 April 2013 Page 8 of 28

325 Final approach and take-off area and touchdown and lift-off area The FATO and TALO will be coincident on a helideck A helideck should be provided with at least one FATO A FATO may be any shape but should, for a single main rotor helicopter or side-by-side twin main rotor helicopter, be of sufficient size to contain an area within which can be drawn a circle of diameter not less than 1.0 times D of the largest helicopter the helideck is intended to serve, where D is the largest dimension of the helicopter when the rotors are turning Where omnidirectional landings by helicopters having tandem main rotors are intended, the FATO should be of sufficient size to contain an area within which can be drawn a circle of diameter not less than 0.9 times the distance across the rotors fore and aft. Where these provisions cannot be met, the FATO may be in the form of a rectangle with a small side not less than 0.75D and a long side not less than 0.9D but within this rectangle, bi-directional landings should be in the direction of the 0.9D dimension There should be no fixed object around the edge of the FATO, except for frangibly mounted objects, which, because of their function, have to be located there Objects whose function requires them to be located on the edge of the FATO should not exceed a height of 250 mm The surface of the FATO should be skid-resistant to both helicopters and persons and be sloped to prevent pooling of liquids. Where the helideck is constructed in the form of a grating, the underdeck design should be such that the ground effect is not reduced A helideck should comply with egress, paint and safety net requirements as prescribed for elevated heliports. Strength requirement Loads during landing The deck should be designed to withstand a load equal to: (a) for wheeled helicopters, 75 percent of the total weight of the heaviest helicopter on the contact area of the tyre or tyres of one main landing gear leg, or (b) for skid equipped helicopters 1.5 times the fully laden weight of the heaviest helicopter. If the contact area of one main landing gear unit is not known, then an area of 300 mm x 300 mm is to be used. 3.4 Shipboard heliport When helicopter operating areas are provided in the bow or stern of a ship or purpose-built above the ship s structure, they should be regarded as helidecks and the criteria given in 3.3 should apply. Final approach and take-off area and touchdown and lift-off are On heliports located in other areas of ships, the FATO and TALO are coincidental Shipboard heliports should be provided with at least one FATO. 01 April 2013 Page 9 of 28

326 3.4.3 A FATO on a shipboard heliport should be circular and should be of sufficient size to contain a diameter not less than 1.0 times D of the largest helicopter the heliport is intended to serve. D is the largest dimension of the helicopter when the rotors are turning The surface of the FATO should be skid-resistant to helicopters and persons The shipboard heliport should have the same strength as specified for helidecks in April 2013 Page 10 of 28

327 CHAPTER 4 OBSTACLE RESTRICTION AND REMOVAL The specifications in this chapter define the airspace around heliports that should be kept free of obstacles so that helicopter operations may be conducted safely. Refer Fig Obstacle limitation surfaces and sector Approach and take-off climb surface The heliport should have sufficient approach and take-off climb surfaces to ensure that a helicopter can conduct a landing or take-off in the existing wind conditions The approach and take-off climb surface should: (a) (b) (c) (d) (e) (f) extend from the edge of the safety area; and have an inner edge that is at least equal in length to the width or diameter of the FATO plus the safety area to either side; and for day operations, have sides splaying out at 1:10 until the surface is 7 rotor diameters wide, after which they may become parallel; and for night operations, have sides splaying out at 1:6.66 until the surface is 10 rotor diameters wide, after which they may become parallel; and have an obstacle free gradient not steeper than 1:8; and terminate at an elevation of 500 feet above the inner edge which equates to 1220 m horizontally from the inner edge; and (g) where a turned flight path is required (i) (ii) not turn below 100 feet above the inner edge elevation; and not turn through more than 120 degrees; and (iii) have a turning radius, on centre line, of not less than 270 m. Operational safety A major safety consideration of a heliport is the availability of suitable approach and takeoff climb surfaces for compliance with 7.2 (c) (3). This standard requires the selected approach and take-off paths to be such that, if the helicopter is not a performance-class 1 helicopter, an autorotative landing can be conducted without any undue risk to any person on the ground The approach and take-off flight paths should be over terrain which affords emergency landing areas in relation to the proposed altitude of the helicopter and its autorotative performance. Ideally the approach and take-off surfaces should be over water, or land, free of third parties and with a minimum of obstructions. Approach and take-off flight paths over residential or industrial areas, playgrounds, occupied car parks, or any other populated area should be avoided. Helidecks and shipboard heliport A helideck should have an approach and takeoff climb sector of at least 210 degrees free of obstacles and a limited obstacle sector of 150 degrees The limited obstacle sector should extend outwards from that part of the FATO periphery that is not contained within the approach and take-off climb sector, for a distance of not less than one third the 01 April 2013 Page 11 of 28

328 overall helicopter length. Within this sector no obstruction should be permitted above a 1:2 gradient. Refer Fig Midship heliport A helideck located midship should have two diametrically opposed approach and take-off surfaces free of obstacles and limited obstacle sectors extending from the periphery of the FATO and the edges of the approach and take-off climb surfaces. Refer Fig The limited obstacle sectors should extend outwards to a distance of not less than the length of the largest helicopter the heliport intends to serve. Within this sector no obstruction should be permitted above a 1:5 gradient. For further details of helidecks and shipboard heliports, see ICAO Annex 14 Vol. II Heliports. 01 April 2013 Page 12 of 28

329 Day Night Helicopter Safety Area FATO a b c d e (m) (m) (m) (m) (m) (m) (m) SA 350b/d UH-1D/H Robinson Figure 4-1 Approach departure path calculation 01 April 2013 Page 13 of 28

330 Figure 4-2. Helideck obstacle limitation sectors Single-main and side-by-side twin rotor helicopters 01 April 2013 Page 14 of 28

331 Figure 4-3. Midship non-purposed built heliport obstacle limitation surfaces 01 April 2013 Page 15 of 28

332 CHAPTER 5 VISUAL AIDS 5.1 Wind direction indicator Application A heliport should have a means of assessing the surface wind direction which should be visible to pilots of helicopters approaching the FATO. 5.2 Markers and marking Heliport identification marking Application A heliport identification marking should be provided at a hospital heliport, elevated heliports, helidecks, and shipboard heliports. Location A heliport identification marking should be located within the aiming point marking, or within the TALO if no aiming point marking is provided. Characteristics A heliport identification marking, except for a heliport at a hospital, should consist of a letter H, white in colour A heliport identification marking at a hospital should consist of a letter H, red in colour, on a white cross A heliport identification marking should be orientated with the cross arm of the H at right angles to the preferred final approach direction. The dimensions of the marking are shown in Fig. 5-1(a). Where the size of the TALO is less than 9000 mm x 9000 mm, the white cross should be scaled disproportionally and the H likewise reduced but to a height of not less than 2800 mm. Refer Fig. 5-1(b). On a helideck covered with a rope netting, it may be advantageous to increase the height of the marking from 3000 mm to 4000 mm and the other dimensions proportionally. 01 April 2013 Page 16 of 28

333 Figure 5-1 (a). Heliport identification marking shown with a hospital cross and orientated to be read on approach Figure 5-1 (b). Heliport and disproportional cross for a hospital TALO less than 9000 mm x 9000 mm. Maximum allowable mass marking Application A maximum allowable mass marking should be displayed at an elevated heliport and at a helideck. Location A maximum allowable mass marking should be located within the TALO and so arranged as to be readable from the preferred final approach direction. Characteristics A maximum allowable mass marking should consist of two digit number followed by the lower case letter t to indicate the allowable helicopter mass in tonnes (thousands of kilograms) The numbers and the letter of the marking should be in the form and proportion shown in Fig. 5-2 and white in colour. FATO marking or marker Application FATO area marking or markers should be provided at a surface level heliport on ground where the extent of the FATO is not self evident. Location FATO marking or markers should be located on the boundary of the FATO. 01 April 2013 Page 17 of 28

334 Characteristics The marking on a permanent surface should be a continuous white line, 600 mm wide. Where the FATO is on grass the perimeter marking should be kept clearly defined by mowing, weed killed bare earth, conventional aerodrome white marker boards, or by other distinctive means. Figure 5-2. Forms and proportion of numbers and letter for maximum allowable mass marking Aiming-point marking Application An aiming-point marking should be provided at a heliport where it is necessary for a pilot to make an approach to, or departure from, a particular point remote from a TALO. Location The aiming-point marking should be located within the FATO. 01 April 2013 Page 18 of 28

335 Characteristics The aiming-point marking should be an equilateral triangle with the bisector of one of the angles aligned with the preferred approach direction. The marking should consist of a continuous white line and the dimensions of the marking should conform to those shown in Fig Figure 5-3. Aiming point marking TALO area marking Application A TALO marking should be provided on a helideck, elevated heliport, and on a heliport if the perimeter of the TALO is not distinguishable. Location The TALO marking should be located along the perimeter of the TALO. Characteristics A TALO marking should consist of a continuous white line at least 300 mm wide. Touchdown marking Application A touchdown marking should be provided where it is necessary for a helicopter to touch down at a specific position. 01 April 2013 Page 19 of 28

336 Location The touchdown marking should be located so that, when a helicopter is positioned over the marking, it provides a minimum horizontal main rotor clearance of half the rotor diameter from any fixed obstacle (building, hangar, pole and so on). Characteristics A touchdown marking should be a yellow circle of appropriate diameter and have a line width of at least 500 mm, or 1000 mm for a helideck. Heliport name marking Application A heliport name marking should be provided at a heliport where there is insufficient means of visual identification. Location The heliport name marking should be placed on the heliport so as to be visible, as far as practicable, at all angles above the horizontal. Where an obstacle sector exists the marking should be located on the obstacle side of the H identification marking. Characteristics A heliport name marking should consist of the name or identification symbol of the heliport, or both. The characters of the markings should not be less than 3000 mm in height at surface level heliports and not less than 1200 mm on elevated heliports. The colour of the markings should contrast with the background. Safety area marking In areas to which the public has direct vehicle or pedestrian access, the outer edge of the safety area should be marked by a barrier to prevent inadvertent entry by vehicles or pedestrians not associated with the helicopter operations. Air taxiway markers Application When the marking of an air taxiway is necessary, it should be marked with air taxiway markers. Location Air taxiway markers should be located along the centre line of the air taxiway and should be spaced at intervals of not more than 30 m on straight sections and 15 m on curves. Characteristics An air taxiway marker should be frangible and, when installed, have a maximum height above ground or snow level of 350 mm. The surface of the marker, as viewed by the pilot, should be a rectangle and should have a minimum viewing area of mm², with a height to width ratio of approximately 3 to 1 as shown in Fig April 2013 Page 20 of 28

337 Figure 5-4. Air taxiway marker 5.3 Lights Wind direction indicator A heliport intended to be used at night should be at least floodlit, and should have an illuminated wind direction indicator or some other method of continually determining the surface wind speed and direction. Heliport beacon Application Where a heliport is difficult to locate due to surrounding lights, or for some other reason, a heliport beacon should be provided. Location The heliport beacon should be located on or adjacent to the heliport, preferably at an elevated position and so that it does not dazzle a pilot at short range. Characteristics The characteristics of the heliport beacon are contained in ICAO Annex 14, Volume 2 Heliports, Chapter 5, Paragraph FATO area light 01 April 2013 Page 21 of 28

338 Application Where a surface level heliport is intended for use at night, the FATO should be lit unless the FATO and TALO are coincident and the TALO is lit: or the extent of the FATO is self-evident. Figure 5-5. Heliport beacon flash characteristics Figure 5-6 (a). Hospital heliport. 01 April 2013 Page 22 of 28

339 Figure 5-6(b). Elevated heliport. Location FATO lights should be placed along the edges of the FATO. The lights should be uniformly spaced as follows: Refer Fig. 5-6(a) and 5-6(b). (a) for an area in the form of a square or rectangle, at intervals of not more than 5000 mm with a minimum of four lights on each side including a light at each corner; and (b) for any other shaped area, including a circular area, at intervals of not more than 5000 mm with a minimum of 10 lights. Characteristics FATO lights should be fixed omni-directional lights alternating yellow and blue. The corner lights should be yellow. The purpose of this lighting pattern is for the pilot to be able to identify, without doubt, the FATO location amid the confusion of other surrounding lights Reserved TALO area lighting system Application TALO lighting system should be provided at a heliport intended for use at night. 01 April 2013 Page 23 of 28

340 The TALO lighting system for surface level heliport should consist of the following: (a) perimeter lights; or (b) floodlighting, or both Perimeter lighting should only be required where a pilot might mis-identify a heliport because of a mass of surrounding suburban lighting The TALO lighting system for an elevated heliport or helideck should consist of: (a) perimeter lights; and (b) floodlighting. Location TALO perimeter lights should either be placed: (a) (b) (c) along the edge of the TALO or within 1500 mm from the edge; or along the edge of the usable area of an elevated heliport. (This may be at a dimension less than the FATO but should be at least at a distance of 1500 mm surrounding the TALO); and where the TALO is a circle, the lights should be located on straight lines in a pattern that will provide information to pilots on drift displacement TALO perimeter lights should be uniformly spaced at intervals of not more than 3000 mm for elevated heliports and helidecks and not more than 5000 mm for surface level heliports. There should be a minimum number of eight lights with three lights on each side (including the lights at each corner) The TALO perimeter lights should be installed at an elevated heliport or fixed helideck such that the pattern cannot be seen by the pilot from below the elevation of the TALO The TALO perimeter lights should be installed, at a floating helideck, such that the pattern cannot be seen by the pilot from below the elevation of the TALO when the helideck is level TALO floodlights should be located to avoid glare to pilots in flight or to personnel working on the area. The arrangement and aiming of floodlights should be such that shadows are kept to a minimum. Characteristics The TALO perimeter lights should be fixed Omni-directional yellow lights The perimeter lights should not exceed a height of 250 mm and should be inset when a light extending above the surface could endanger helicopter operations TALO floodlighting, if mounted on the perimeter, should not exceed a height of 250 mm The spectral distribution (colour) of the TALO floodlights should be such that the surface and obstacle marking can be correctly identified. Aiming-point lights Application Where an aiming-point is provided at a heliport for use at night, aiming point lights should be provided. 01 April 2013 Page 24 of 28

341 Location Aiming-point lights should be co-located with the aiming point marking. Characteristics There should be a minimum of six omni-directional white lights located as shown on Fig The lights should be inset when a light extending above the surface could endanger helicopter operations. Air taxiways These should be clearly indicated by yellow bi-directional centre line lighting or adequate floodlighting. Obstacle lighting Any obstacles in the vicinity of the heliport likely to affect the safety of operations should be marked with red obstacle lights, or floodlighting to produce a luminance of at least 10 cd/m² and so arranged as to minimise dazzling a pilot. Figure 5-7. Aiming point lighting. 01 April 2013 Page 25 of 28

342 CHAPTER 6 HOSPITAL HELIPORTS By necessity, a hospital heliport is required to be in close proximity to the hospital to avoid medical complications during the transfer of patients or during the delivery of persons requiring urgent medical treatment. In recognition of this factor, and that some hospital sites and facilities are long established, the hospital heliports design standards may be reduced as follows. 6.1 Safety area Where it is impossible to provide a FATO with a surrounding 3000 mm safety area, the safety area may be omitted. Obstacle free surfaces and distances to objects should then be taken from the edge of the FATO. 01 April 2013 Page 26 of 28

343 Appendix 1 Weight, dimensions and resulting FATO/TALO sizes for some helicopters Max T/O weight (kg) Rotor diameter (m) Overall length (m) Skid length (m) Skid width (m) Minimum dimensions FATO (m) Safety area (m) TALO (m) Aerospatiable SA 315B SA 350B/D AS 355F SA 365N Augusta A109A Bell 47G B L B Boeing 234LR Enstrom F28 & F280C Hiller UH-12E FH Hughes Robinson R Sikorski S S-58T S MILITARY Bell UH-1D/H Westland HAS 1 WASP This chart is representational. Different models of a series may have other weights and lengths 01 April 2013 Page 27 of 28

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345 APPENDIX 9 ADVISORY CIRCULAR NOTIFICATION OF AERODROME DATA AND INFORMATION 01 April 2013 Page 1 of 10

346 APPENDIX 9 Notification of aerodrome data and information General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This AC relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue 01 April 2013 Page 2 of 10

347 Table of Contents INTRODUCTION Requirement to promulgate aeronautical information Purpose of promulgating aerodrome data and information Types of published aerodromes Procedure for promulgation Data and information to be notified Runway effective operational lengths Aerodrome obstacle information Control of obstacles Charting of aerodromes... 7 APPENDIX 1 AERODROME DATA AND INFORMATION Domestic aerodromes Heliport data APPENDIX 2 RUNWAY EFFECTIVE OPERATIONAL LENGTHS How to determine runway EOL Determining the group rating of a runway APPENDIX 3 AERODROME TAKE-OFF SURFACE AREA OBSTACLE SURVEYS General Obstruction surveys April 2013 Page 3 of 10

348 INTRODUCTION 1 Requirement to promulgate aeronautical information Under Annex 15 to the Convention, Aeronautical Information Services, the State is required to publish or arrange for the publication of aeronautical information that is essential to air navigation. This aeronautical information is promulgated by the Aeronautical Information Service (AIS) which is operated by the Airports Fiji Limited. The promulgated aeronautical information includes aerodrome data and information and various aerodrome charts. 2 Purpose of promulgating aerodrome data and information 2.1 Before any person may use any place as an aerodrome for air transport operations, they must: (a) ensure that the place has physical characteristics, obstacle limitation surfaces, and visual aids commensurate with the characteristics of the aeroplane being used, the lowest meteorological minima to be used, and the ambient light conditions; and (b) ensure that the place is suitable for landing and taking-off; and (c) employ a checking system to determine that the condition of the aerodrome is safe for that operation. 2.2 These requirements are part of the requirements prescribed in SD-AD Chapter 3 and Chapter To enable air transport operators, both international and domestic, to assess the suitability and condition of an aerodrome for their aircraft operations, the Aeronautical Information Service is required to publish aerodrome data and information in the Fiji -Aeronautical Information Publication (F-AIP) and to promulgate any significant change to that data or information by NOTAM where the change is of direct significance to the operation of aircraft. The aircraft operator can rely on the currency and accuracy of the data and information published in the F-AIP and promulgated by NOTAM to meet the applicable requirements of SD-AD Chapter 3 and Chapter 5 to determine the suitability and condition of an aerodrome for their operation. 3 Types of published aerodromes 3.1 Certificated aerodromes. Verified data and information on all aerodrome Certificate must be published by the AIS in the F-AIP. Operationally significant changes to that data and information must be promulgated by NOTAM as applicable. 3.2 Registered aerodromes. Verified data and information on Registration Approvals may be published by the AIS in the F-AIP provided the aerodrome operator complies with the criteria listed in paragraph 4.3. Operationally significant changes to that data and information must be promulgated by NOTAM as applicable. 4 Procedure for promulgation The procedure for the promulgation of aerodrome data and information in the F-AIP and by NOTAM is: 4.1 Registration Approval. Holders of registration approvals are to forward aerodrome data and information that is required to be published in the F-AIP to the CAAF. Mailing address :, Private Mail Bag, NAP 0354, 01 April 2013 Page 4 of 10

349 Nadi Airport, Fiji Telephone : (679) Facsimile : 679) The certificate holder remains responsible under the requirement of Chapter 4 requirement for advising the Authority or the nearest Air Traffic Services unit by the fastest means available, of any significant change in the state of the manoeuvring area or facilities related to the aerodrome which may constitute a hazard to the safety of operating aircraft. Such advice is required for the issue of a NOTAM. Data and information on registration approval may be published in the F-AIP provided the aerodrome operator provides the AIS with (a) their name, address, telephone and facsimile numbers as applicable for publication in the F-AIP; and (b) the name and contact details, for publication in the F-AIP, of the person who will be responsible for: (i) (ii) (iii) (iv) (v) (vi) establishing any operational conditions or limitations on the use of the aerodrome that arise from the aerodrome design or the facilities or services provided at the aerodrome; and notifying the AIS of the aerodrome data and information specified in this AC for publication in the F-AIP; and the accuracy and timeliness of that data and information forwarded to AIS for promulgation; and notifying the AIS of any changes to the aerodrome data and information including any changes to the runway declared distances or effective operational lengths (EOL); and notifying the AIS without delay of any condition or defect at their aerodrome that may affect the safe operation of aircraft. Such notification is required for the issue of a NOTAM; and providing the AIS with an annual declaration that the aerodrome data and information published in the F-AIP for their aerodrome is accurate; and (c) a declaration that the person nominated in (b) has the capability and will undertake the responsibilities detailed in (b); and (d) a statement about the availability of the aerodrome, that is, Public use meaning available for general use without the prior agreement of the aerodrome operator, or Private use, meaning available only with the prior agreement of the aerodrome operator. All data and information forwarded to the AIS for promulgation must be accompanied by a declaration signed by the person nominated in paragraph (b) stating that the data and information is accurate. The aerodrome data and information will be deleted from the F-AIP if the aerodrome operator or the nominated person fails to provide the AIS with the required information and declarations or if the nominated person fails to notify the AIS of any changes to the aerodrome data and information including significant changes that should have been promulgated by NOTAM. 01 April 2013 Page 5 of 10

350 4.2 Aerodrome Certificate. Holders of aerodrome Certificates are to forward aerodrome data and information that is required to be published in the F-AIP to the AIS. Mailing address : Aeronautical Information Services Controller Airports Fiji Limited Private mail Bag Nadi Airport Wellington 6015 Telephone : (679) Facsimile : (679) AFTN : NFFNYOYX ais@afl.com.fj Holders of aerodrome Certificates or Registration Approval are required under SD-AD to: (a) establish any limitations on the use of the aerodrome that arise from the aerodrome design or the facilities or services provided at their aerodrome; (b) notify the AIS of the aerodrome data and information that is specified in this AC for publication in the F-AIP; and (c) notify the AIS without delay of any aerodrome operational condition or defect at their aerodrome that may affect the safe operation of aircraft. Such notification is required for the issue of a NOTAM. The certificate holder is responsible for (a) the accuracy and timeliness of the aerodrome data and information forwarded to AIS for promulgation; and (b) maintaining the currency of that data and information and notifying any changes, including changes to the operational data and status of the aerodrome, to the AIS. 5 Data and information to be notified The aerodrome data and information to be provided to the AIS for publication in the AIP is: (a) for International aerodromes as listed in ICAO Annex 15, Appendix 1, paragraph 2.2; and (b) for domestic aerodromes as listed in Appendix 1 of this AC. 6 Runway effective operational lengths The most critical data to be provided to the AIS for promulgation is the runway EOL based on the design take-off climb and approach obstacle limitation surfaces. The safe operation of aircraft is dependent on the accuracy of the promulgated runway EOL. Appendix 2 of this AC provides guidance and methods for establishing the EOL for runways serving aeroplanes at or below 5700 kilograms MCTOW. The EOL for other runways should be calculated using surveyed data to identify any obstructions that have to be taken into account. 7 Aerodrome obstacle information 7.1 Under ICAO Annex 4, Aeronautical Charts, the state (CAA) is required to ensure the availability of aerodrome obstacle information to enable aircraft operators to comply with the operating limitations of their aircraft. 7.2 Significant obstacles in the take-off flight path area of runways regularly used by international civil aviation and any runways regularly used by Group A aeroplanes must be published by AIS as part of the AIP. Group A aircraft are those defined in CASO 4, Part 1 as 01 April 2013 Page 6 of 10

351 being aeroplanes capable of continued flight in IMC after failure of a critical engine at speed V1 and proceeding to a suitable aerodrome for landing. 7.3 The aerodrome operator is responsible for providing or arranging for the provision of the necessary surveyed aerodrome obstacle data to the AIS. The survey should be conducted prior to commissioning any runway serving any Group A aircraft and thereafter at least every five years. 7.4 The aerodrome operator must notify the AIS if there are no significant obstacles in the take-off flight path area of a runway. 7.5 Appendix 3 of this AC contains survey instructions and data required to be provided to the AIS for the promulgation of obstacle information. 8 Control of obstacles 8.1 The effective use of an aerodrome may be influenced by natural features, trees and man made objects inside and outside the aerodrome boundary. These may result in limitations on: (a) the distances available for take-off and landing; (b) the meteorological minima for take-off and landing; and (c) the payload of some aircraft types. 8.2 The extent of the limitation depends on individual circumstances, but it is possible to significantly reduce the payload penalty by judicious obstacle removal and obstacle control. 8.3 Appendix 10 Control of Obstacles provides advice on measures that can be taken to protect the aerodrome design obstacle limitation surfaces, the take-off flight path areas, and the PANS-OPS surfaces for instrument flight procedures. 9 Charting of aerodromes All aerodromes promulgated in the F-AIP will be shown on the applicable aeronautical charts. Other aerodromes not published in the F-AIP will be shown on applicable aeronautical charts when the Director determines that there is a need for these aerodromes to be shown for the safety of air navigation. 01 April 2013 Page 7 of 10

352 APPENDIX 1 AERODROME DATA AND INFORMATION Units of measurement dimensions heights and elevations distances nautical weights bearings magnetic variation coordinates geodetic datum metres feet miles kilograms specified as true or magnetic value for 1 January for year of the survey, based on the aerodrome reference point degrees, minutes, and seconds measured to the nearest second all co-ordinates referenced to the WGS84 datum (Chatham Islands use Chatham datum 1979) 1 Domestic aerodromes (L - applies to land aerodromes) (W - applies to water aerodromes) The following data and information applicable to the aerodrome must be provided to the AIS for publication in the AIP: 1.1 General (L&W) Provide contact details as follows: (a) name of the aerodrome; (b) identity of the aerodrome operator; (c) postal address of the aerodrome operator; (d) telephone number; (e) facsimile number (if available); (f) AFTN address (if available); and (g) non-certificated aerodromes the name and contact details of the person nominated by the aerodrome operator to be responsible for the notification of the aerodrome data and information. 01 April 2013 Page 8 of 10

353 1.2 Aerodrome status (L&W) Licensed aerodrome; or Certificate aerodrome; or Non-certificated. 1.3 Aerodrome availability (L&W) Licensed aerodrome Public or private and user limitation. Other aerodromes declaration as public use, private use, or military. 1.4 Operational conditions or limitations (L&W) Weight restrictions, restricted use of movement areas, non standard circuit procedures or flight paths, special weather phenomena, or any other safety matter such as parachute or glider activities. 1.5 Aerodrome location (L&W) Allocated aerodrome location indicator. True bearing and distance in nautical miles from the nearest significant reference point such as town, city or named topographical feature within 10 nm. 1.6 Aerodrome Plan (L) The following information is to be shown on a plan of the aerodrome certified by a registered surveyor: (a) latitude and longitude of the aerodrome reference point in degrees, minutes and seconds; (b) runways (i) designation, dimensions and longitudinal slopes of each runway and associated (ii) stop ways, clearways, and starter extensions; (iii) elevation above mean sea level (AMSL) of each runway threshold; and (iv) coordinates of each runway threshold; (c) dimensions of each runway strip and runway end safety area; (d) depiction of each taxiway and apron area; (e) coordinates of aircraft stands (if needed for INS); (f) VOR check point radial and distance from the facility; (g) markings and lighting; (h) location of windsocks and whether lit; (i) location of the nearest telephone available for use by pilots; and 01 April 2013 Page 9 of 10

354 (j) location, height (AMSL and AGL) and description of any aerodrome significant obstacle i.e. any obstacle that intrudes into any of the aerodrome obstacle limitation surfaces. 1.7 Aerodrome data (L) Provide the following data for each runway and their associated facilities: (a) surface of each runway expressed as concrete, bitumen, grass (firm or soft), metal (stabilised with lime, cement, or bitumen), or rolled earth; (b) strength of each runway expressed as the pavement classification number (PCN) for a paved surface and equivalent single wheel load (ESWL) for other surfaces; (c) the centre line magnetic bearing of each runway expressed in three digits to the nearest whole degree; (d) the effective operational lengths for each runway (refer to Appendix 2 for guidance); (e) the group number rating of each runway (refer to Appendix 2 for guidance); (f) description of the runway lighting for each runway; approach lighting for each runway; visual approach slope indicator system including the glide path angle and threshold crossing height for each runway; circling guidance lights, lead in light system, runway end identification lights, runway alignment indicator lights; other movement area lighting, taxiway, apron floodlighting, reflectors; aerodrome beacon, hazard lights; lighting controls and limitations of use; emergency lighting; and secondary power supply and for which facilities. 1.8 Aerodrome services (L) Details of the aerodrome services provided at the aerodrome (item (d) is optional) (a) hangar space, fuel types and availability, and repair facilities normally available for visiting aircraft; (b) rescue fire service - category and hours of attendance; (c) aerodrome air traffic service - type and hours of operation; and (d) fees. 1.9 Aerodrome plan (W) The following information is to be shown on a plan of the aerodrome in relation to the surrounding area. Dimensions are to be given in metres 01 April 2013 Page 10 of 10

355 (a) latitude and longitude of the aerodrome reference point in degrees, minutes and seconds; (b) the area designated as an aerodrome; (c) dimensions of the aerodrome boundaries or water channels, or both; and (d) mooring and beaching facilities. 2 Heliport data 2.1 General Reserved 2.2 Heliport availability Reserved 2.3 Operational conditions and limitations Reserved 2.4 Heliport location Reserved 2.5 Heliport plan Reserved 2.6 Heliport data Reserved 01 April 2013 Page 11 of 10

356 APPENDIX 2 RUNWAY EFFECTIVE OPERATIONAL LENGTHS 1 How to determine runway EOL 1.1 This appendix provides guidance on the methods that can be used to determine the obstacle limitation surfaces specified for aerodromes and the calculation of runway EOL. 1.2 An option which may be employed to determine obstacle limitation surfaces of a runway serving aeroplanes at or below 5700 kg MCTOW is a survey conducted by a qualified surveyor and this practice is not discouraged particularly if the degree of accuracy required is critical. However, runways at this level of aviation are fairly basic and obstacle limitation surfaces can be effectively determined by using the guidance contained in this AC using simple inexpensive equipment. 1.3 The main obstacle limitation surfaces of a runway are the approach and take-off climb surfaces which extend off the ends of a runway. This AC concentrates on these surfaces but the techniques and formulas can be adjusted and used to determine other specified obstacle limitation surfaces. 1.4 Accurate information has to be declared about the various physical distances available for the landing and take-off of aeroplanes. A way of doing it is laid out in the following steps starting from basic principles. STEP 1. Establish the location of the origin of the obstacle-free approach or take-off fan. The origin is coincidental with the end of the runway strip as shown in figures 1 and 2 below. The origin level is taken as being the same as the highest point along the origin line. Figures 1 and 2 also illustrate the dimensions of the approach/take-off fans as specified in Appendix-7 aerodrome design. None of the following drawings are to scale Runway used for FIR or at night Figure 1 01 April 2013 Page 12 of 10

357 Runway used in daylight VFR Figure 2 01 April 2013 Page 13 of 10

358 STEP 2. Establish the location of the approach or take-off fan edges. The following illustrates a method of determining where the splayed sides of a fan lie; and therefore what trees or obstacles may be within the fan area. (a) Place 1st flag at the corner of the origin. (b) Walking away from the runway, place 2 nd flag 10 m for IFR or night runway, 20 m for a day VFR runway beyond the first one. Ensure it is in a line parallel with the strip edge. (c) Place 3rd flag 1000 mm outside 2 nd flag that is at right angles to the strip edge. Walk back to the 1st flag and look along the line over the 1st and 3rd flags to see the splay edge. (d) Repeat the technique from the other end of the origin to obtain the other fan edge. Figure 3 01 April 2013 Page 14 of 10

359 STEP 3. Look at the approach or take-off gradient and see if it is free of infringing obstacles, or if a displaced threshold is required. This method assumes the use of an Abney level, or similar instrument, sighted for convenience, at 1000 mm above ground level. Alternatively two poles, 1000 mm and 2000 mm long respectively, with a short cross bar on the top of each can be used for a simple check. A person has to hold each pole, spaced exactly 20 m apart. You then sight across the top of the lower pole to the top of the other. The bottoms of the poles must be on the same level as the origin. (a) Because the Abney level is used 1000 mm above the ground (that is 1000 mm above the origin level), and the required gradient is 1:20, go 20 m beyond the runway end and check across the full width of the fan that the 1:20 gradient is clear above all obstacles. In this case a displaced threshold is not necessary. The gradient is clear. The Effective Operational Length for landing or take-off will be the full length of the runway. Figure 4 (b) If an obstacle penetrates the gradient Go to where the 1:20 gradient just clears the worst infringing obstacle in the fan. Because the Abney was 1000 mm off the ground, the point at which the 1:20 gradient meets the ground is 20 m behind you. This is the point at which to mark the displaced threshold. Measure the distance from the displaced threshold to the end of the runway. The total landing distance will be the runway length reduced by this displacement. 01 April 2013 Page 15 of 10

360 Figure 5 STEP 4. The aerodrome data required by aeroplane operators, and that promulgated in the Aeronautical Information Publication (AIP), is: (a) the actual dimensions of each runway and its associated strip, together with clearway and stop way; and (b) the declared distances or effective operational lengths of each runway, based on the required take-off and approach obstruction surfaces including any starter extension that may exist. The following examples are based on a land aerodrome used only for VFR by day and having a runway length of 960 m. The runway designation is RWY 16/34, and obstacle free gradients for take-off and landing are 1: April 2013 Page 16 of 10

361 Example 1. Calculation of landing distance The mathematical calculations are: Runway 16 Actual length RWY m landing threshold displacement 60 m 1:20 landing distance is = 900 m Figure 6 Runway 34 Actual length RWY m landing threshold displacement 16 m 1:20 landing distance is = 944 m Figure 7 01 April 2013 Page 17 of 10

362 Example 2. Calculation of take-off distances: Runway 16 Actual length RWY m take-off gradient displacement 16 m 1:20 take-off distance is = 944 m Figure 8 Runway 34 Actual length RWY m take-off gradient displacement 60 m 1:20 take-off distance is = 900 m Figure 9 If runway 34 had a starter extension of 100 m, the effective take-off distance would be increased by this amount, that is, to 1000 m. 01 April 2013 Page 18 of 10

363 Figure All the previous examples are based on aerodromes used only by day VFR The same aerodromes could be equipped with night lighting or have an instrument approach. In this case the required approach and take-off gradients are 1:40 and the fan splay is greater at 1: Calculating landing and take-off distances is done in the same manner as for the 1:20 day examples. Use of the Abney level is also similar except that the point from which it is used will be 40 m away from where the gradient meets the ground assuming it is sighted from 1000 mm above the origin level Figure 11 illustrates both the 1:20 gradients and the 1:40 gradients and resultant effective operational lengths. 01 April 2013 Page 19 of 10

364 Figure April 2013 Page 20 of 10

365 These runway effective operational lengths would be like this: RWY Take-off distance Landing distance IFR or Night Day IFR or Night Day 1:40 1:20 1:40 1: Determining the group rating of a runway 2.1 This Appendix has shown how to determine where the obstacle free surfaces are located at the ends of a runway, and how to calculate runway EOL. The last bit of data that has to be published is the runway s group rating. 2.2 The performance group rating system has been in use for a number of years as a simple method for operators of aeroplanes with a MCTOW of 2270 kg or less to determine the adequacy of the runway length for their particular aeroplane type. 2.3 Each aircraft type with a MCTOW of 2270 kg or below is given a group rating number in the aircraft flight manual. The number for a particular aircraft type is determined on the basis of its take-off and landing performance. 2.4 Each runway is given a group number and, in practice, a pilot may use any runway that has a group number equal to or greater than the aeroplane group rating for the aeroplane type. 2.5 To find the group rating, there are two steps to be taken: (a) Consult Table 1, below, to find the highest group rating number for the runway EOL; and (b) Use the graph to apply a correction factor for any runway slope. STEP 1. A level runway For each group rating the table gives the minimum length of level grass runway that is required corrected for altitude. For aerodrome elevations between the 500 foot intervals, the runway length has to be extrapolated. 01 April 2013 Page 21 of 10

366 Example 1. What is the group rating for a non-sloping 672 m runway, 500 ft AMSL? Answer: At 500 ft AMSL Group 5 requires 680 m. Since the runway is just under this length it will be only Group 4. Example 2. What is the group rating for a non-sloping 895 m runway, at 350 ft elevation? Answer: Group 7 requires 902 m at 500 ft and 823 m at sea level the difference = 79 m divided by 10 (for 50 ft intervals) = approximately 8 m more is needed for every 50 ft increase in elevation m. Group 7 requires 823 (sea level) + [7 x 8 m] (at 350 ft) = = 879 Since the runway is 895 m long, group 7 aircraft could use it. Table 1. Group Rating numbers Minimum Length Required, of Level Grass Runway, for each Group Rating Elevation above mean sea level Group SL 500 ft 1000 ft 2000 ft 2500 ft 3000 ft Rating m 323 m 341 m 384 m 404 m 424 m m 402 m 430 m 482 m 510 m 533 m m 485 m 512 m 579 m 610 m 634 m m 582 m 616 m 695 m 728 m 762 m m 680 m 719 m 811 m 850 m 890 m m 774 m 823 m 924 m 968 m 1058 m m 902 m 927 m 1039 m 1085 m 1146 m m 969 m 1027 m 1152 m 1204 m 1265 m 01 April 2013 Page 22 of 10

367 01 April 2013 Page 23 of 10

368 STEP 2. A sloping runway If the runway has a slope the Group Rating number may have to be modified. An aircraft landing uphill will need less runway than it would if level. Or an aircraft landing downhill will need a greater distance for stopping. The reverse will apply for take-off. (Wind is another factor that has to be applied, but this can only be done on the day, by the pilot.) Using the Group Rating - Runway Slope Graph, determine the increased or decreased length required then repeat Step 1 to find the Group Rating, allowing for the uphill or downhill slope for landing and for take-off. Example 3 Taupo Elevation 1335 ft AMSL; Runway m long; sloping 1.15 percent up. What is the group rating for each runway 11/29 for take-off and landing? Calculation: At 1000 ft Group 5 requires 719 m 1500 ft Group 5 requires 765 m = 46 ft difference over 500 ft At 1335 ft Group 5 would require 31 m more than at 1000 ft elevation = 750 m Since runway 11/29 is a little less than 750 m long it must be Group 4. Now to look at the slope graph: Runway 11 is 731 m long and slopes up 1.15 percent. the landing The take-off distance uphill will be as though using a shorter but level runway; distance will be as though on a longer level runway. From the graph the slope corrected distances equate to 665 m and 822 m. Take-off RWY 11 is as though on a 665 m level runway = Group 4 (which by extrapolation requires a minimum of 642 m). Landing RWY 11 is as though on a 822 m level runway = Group 5 (which by extrapolation requires a minimum of only 750 m). and The figures for RWY 29 will be just the opposite - Group 5 for take-off downhill Group 4 for landing downhill. Tabulated it will look like this: TAUPO RWY GROUP SLOPE DAY 1:20 TAKE-OFF DISTANCE DAY 1:20 LANDING DISTANCE U U D D April 2013 Page 24 of 10

369 APPENDIX 3 AERODROME TAKE-OFF SURFACE AREA OBSTACLE SURVEYS 1 General Take-off flight path obstacle information. The promulgated runway take-off flight path obstacle information is used for planning the take-off weights of Group A aeroplanes so as to ensure that they can clear all obstacles in the event of an engine failure during take-off. Promulgation of the information as an aerodrome obstacle chart or by descriptive text is the responsibility of AIS on receipt of the survey data from the aerodrome operator. 2 Obstruction surveys 2.1 Survey specifications. The survey specifications are based on ICAO Annex 4, Chapter 3 - Aerodrome Obstruction Charts Type A and are intended to provide detailed data from which obstacle charts or descriptive text can be derived. 2.2 Units of measurement. Elevations are to be to the nearest foot and linear dimensions are to be to the nearest half-metre. Co-ordinates are to be expressed in degrees, minutes, and seconds referenced to the WGS84 datum. (Chatham Islands use Chatham datum 1979.) 2.3 Significant obstacles. Obstacles in the take-off flight path area which project above a plane surface having a 1.2 percent slope and having a common origin with the take-off flight path area, are regarded as significant obstacles. A nominal vehicle height of 4500 mm is to be assumed to be at the nearest point from the origin of any road or railway line within the take-off flight path area. 2.4 Take-off flight path area. The flight path take-off area consists of a quadrilateral area on the surface of the earth lying directly below, and symmetrically about, the take-off flight path. This area has the following characteristics: (a) it commences at the end of the area declared suitable for take-off (that is, at the end of the runway or clearway as appropriate); (b) its width at the point of origin is 180 m and this width increases at the rate of 0.25D to a maximum of 1800 m, where D is the distance from the point of origin; and (c) it extends to the point beyond which no significant obstacles exist or to a distance of 10 kilometres, whichever is the lesser. 2.5 Obstacle data and information. The following information and data is required to be provided for each runway and its associated take-off flight path area: (a) Point of origin. The point of origin location and elevation above mean sea level (AMSL) for each runway regularly used by Group A aircraft. The elevation of the point of origin is taken as the highest point of ground level along the centreline between the runway end and the end of the runway strip or clearway. (b) Runway: (i) runway designation; (ii) the following declared distances take-off run available (TORA); accelerate-stop distance (ASDA); 01 April 2013 Page 25 of 10

370 take-off distance available (TODA); and landing distance available (LDA); and (iii) refer to Appendix 6 Aerodrome design, aeroplanes above 5700 kg MCTOW, Chapter 2 for guidance about the calculation of runway declared distances. (c) Take-off flight path area: (i) the exact location of each significant obstacle expressed as a distance from the point of origin and from, right or left, of the extended centre line or the extended flight path; (ii) in the case of a turned flight path, the radius of turn, the distance from the beginning of the runway to the centre of the curvature and the degrees turned; and (iii) the identification and the elevation (AMSL) of the top of each obstacle. 2.6 If the initial, or recurring, survey reveals no significant obstacle, provide a statement to that effect. 2.7 If a recurring survey reveals no change in the significant obstacles, provide a statement to that effect. 01 April 2013 Page 26 of 10

371 THIS PAGE IS INTENTIONALLY BLANK 01 April 2013 Page 27 of 10

372 APPENDIX 10 ADVISORY CIRCULAR CONTROL OF OBSTACLES 01 April 2013 Page 1 of 10

373 APPENDIX 10 Control of Obstacles General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 10

374 Table of Contents Introduction 4 CHAPTER 1 AERODROME OBSTACLE LIMITATION SURFACES General Obstacle limitation surfaces Aerodrome obstacle chart Type A ICAO PANS-OPS surfaces... 5 CHAPTER 2 OBSTACLE CONTROL General Identifying obstacles Methods of control Height zoning Obstacle removal Easements or property rights Marking and lighting of obstacle Obstacle shielding April 2013 Page 3 of 10

375 Introduction This AC contains guidance for compliance with the Standard Document - Aerodrome requirements for obstruction limitation surfaces at certificated aerodromes. The same guidance can be used by the operator of a registered aerodrome to ensure that the use of the aerodrome is not affected by obstacles. Obstacle limitation surfaces are specified in Appendix 6, Aerodrome design, aeroplanes above 5700 kg MCTOW, and in Appendix 7, Aerodrome design, aeroplanes at or below 5700 kg MCTOW. An instrument approach runway will also have established obstacle-free surfaces as a basis on which the instrument procedure was designed and the minima established. For a precision approach runway the maintenance of the obstacle free surface is particularly critical, to protect the minimum descent altitude established, for the regularity of aircraft movements. This advisory circular is not exhaustive in addressing the control of obstacles, particularly the wider spectrum of the ICAO PANS-OPS surfaces and obstruction charts. There are several publications available which address the control of obstacles, and the production of obstruction charts, in detail. They should be referred to by those who own aerodromes with precision approach runways. Here is a list of publications to which you can refer for further information and guidance. ICAO Annex 4, Aeronautical Charts ICAO Doc 9137-AN/898 Airport Services Manual Part 6, Control of Obstacles ICAO Doc 9137-AN/898 Airport Services Manual Part 8, Airport Operational Services ICAO Doc 8168-OPS/611 PANS-OPS Volume 2 01 April 2013 Page 4 of 10

376 CHAPTER 1 AERODROME OBSTACLE LIMITATION SURFACES 1.1 General The effective utilization of an aerodrome may be influenced by natural features and manmade objects inside and outside the aerodrome boundary. These may result in: (a) limitations on the distance available for aircraft take-off and landings; (b) the range of meteorological conditions in which take-off and landings can be undertaken; or (c) a reduction in the payload of some aircraft types, or all the above. 1.2 Obstacle limitation surfaces Of the aerodrome design obstacle limitation surfaces the following are the essential elements take-off climb surface approach surface transitional side surface inner horizontal surface conical surface The aerodrome design specifications state that all existing objects penetrating the obstacle limitation surfaces should, as far as practical, be removed unless they are shielded by existing immovable objects. Detailed specifications about the marking and lighting of obstacles are contained in the Appendix 6, Aerodrome design. 1.3 Aerodrome obstacle chart Type A The aerodrome obstacle chart Type A represents a profile of the take-off obstruction environment on departure from a specific runway. The basic slope shown on the chart is 1.2 percent which is below the slope of the protected take-off climb surface established for a runway intended for use by Group A aircraft Although objects may penetrate the 1.2 percent (1:83.3) slope, there is no need to remove any which are beneath the aerodrome design take-off climb surface. However, all objects shown are accountable in the calculation of the aircraft take-off performance and in some instances may affect the payload of a particular aircraft type. The extent of this limitation depends on individual circumstances, but it is possible to significantly reduce the payload penalty by judicious obstacle removal close to the aerodrome. Conversely, it may be that an obstacle several kilometres from the aerodrome is the limiting factor. 1.4 ICAO PANS-OPS surfaces The PANS-OPS surfaces are used in the construction of instrument flight procedures. They are designed to safeguard an aeroplane from collision with obstacles when flying on instruments. Pilots use minimum safe altitudes, established for each segment of the instrument procedures, which are based on obstacle clearances in the procedure areas Instrument flight procedure obstacle free surfaces sizes and dimensions do not usually coincide with the aerodrome design obstacle limitation surfaces. Look in PANS-OPS, Doc 8168, Volume 2 for the obstacle free surfaces needed for instrument flight approach, for missed approach procedures, and for visual maneuvering (circling) procedures. 01 April 2013 Page 5 of 10

377 CHAPTER 2 OBSTACLE CONTROL 2.1 General When considering obstacle control the following should not be overlooked: (a) objects which penetrate the approach surface are critical since they represent an erosion of the clearance between the final approach path, usually 3 degrees, and fixed or mobile obstacles on the ground. On an approach where the approach surface is significantly obstructed, the safe operation of aircraft is ensured by raising the aerodrome approach meteorological minima. If the object penetrates into the approach surface, the landing threshold is displaced, effectively reducing the available landing distance. This can have an adverse effect on the regularity of aircraft operations and could impose payload penalties on landing aircraft. (b) the transitional surfaces are adjacent to the runway strip and approach surface. Penetration of them by an obstacle results in the reduction in the clearance available whilst carrying out an approach to land or during a missed approach procedure. Such obstacles may have an adverse effect on the aerodrome meteorological and may need marking and lighting. minima (c) aircraft performance requirements, applicable to take-off and climb, require all aircraft to clear all obstacles by a minimum specified margin. For a multi-engine aircraft, that requirement includes the climb following failure of the critical engine. Objects, which penetrate approach and take-off climb surfaces, do not represent a degradation of safety standards but they may impose significant payload penalties on aircraft taking off. (d) the inner horizontal surface is more significant for VFR operations. It also provides protection for circuiting aircraft following an instrument approach. It does not usually represent a critically limiting surface around a large aerodrome handling IFR traffic, except in so far that it extends beneath the approach surface. (e) the conical surface represents the obstacle limiting surface some distance from the aerodrome. It is often not practical to control obstacles which penetrate this surface, although it does usually provide a limit to new construction. (f) obstacle control, to maintain or improve the Aerodrome Obstacle Chart - Type A obstacle profile, should be based on the clear understanding of the performance requirements of the aircraft regularly using the aerodrome or those proposed to be brought into regular use. (g) any obstacles which are allowed to penetrate the established PANS-OPS surfaces could raise the minimum safe altitudes of the aerodrome instrument flight procedures. This could have an adverse effect on the regularity of aircraft operations. 2.2 Identifying obstacles Identification of obstacles requires a complete engineering survey of all areas beneath the aerodrome obstacle limitation surfaces. 01 April 2013 Page 6 of 10

378 2.2.2 The initial survey should produce a chart presenting a plan view of the entire aerodrome and its environs. The scope of the chart should be to the outer limit of the conical, approach and take-off climb surfaces. It will need to include profile views of all obstacle limitation surfaces. Each obstacle should be identified in both plan and profile with its description and height above the datum, which should be specified on the chart. Engineering field surveys can be supplemented by aerial photographs and photogrammetry to identify possible obstacles not readily visible from the aerodrome The survey specification for the aerodrome obstacle chart Type A is contained in Appendix 9, Notification of aerodrome data and information, as it is data and information that is required to be provided for runways serving Group A aircraft Periodic surveys should be conducted to ensure the validity of the information in the initial survey. The aerodrome operator should make frequent visual observations of surrounding areas to determine the presence of new obstacles. Follow-up surveys should be conducted whenever significant changes occur. A detailed survey of a specific area may be necessary when the initial survey indicates the presence of obstacles for which a control programme is contemplated. Following completion of an obstacle control programme, the area should be resurveyed to provide corrected data on the presence or absence of obstacles. Similarly, revision surveys should be conducted if changes are made, or planned, to the aerodrome characteristics such as runway length, elevation or orientation. No firm requirement can be set down for the frequency of periodic surveys, but constant vigilance is required. Changes in obstacle data arising from surveys are to be notified to the Aeronautical Information Service (AIS) as soon as practicable for promulgation to the aircraft operators. 2.3 Methods of control The viability, and safety, of aerodrome use, by aircraft operators, can be assured by establishing effective obstacle control to maintain the obstacle limitation surfaces. Control can be achieved, in a number of ways, by: (a) enactment of height zoning protection by the local government authority; (b) establishing an effective obstacle removal programme; or (c) purchasing of easement or property rights, or all of these. 2.4 Height zoning The objective of height zoning is to protect the aerodrome obstacle limitation surfaces from intrusion by manmade objects and natural growth such as trees This is done by the enactment of ordinances identifying height limits underneath the aerodrome obstacle limitation surfaces. The responsibility for the enactment of such an ordinance is a matter between the aerodrome operator and the local authority To give effect to height-zoning a zoning map should be prepared for the guidance of the responsible local authority. The map is a composite, relating all zoning criteria to the ground level around the aerodrome. It should cover the aerodrome design obstacle limitation surfaces and, where applicable, the take-off flight path for the aerodrome obstacle chart Type A and any PANS-OPS surfaces Typical zoning ordinances include a statement of the purpose of, or necessity for, the action. They include a description of the obstacle limitation surfaces which should conform to the aerodrome design surfaces and, if applicable, the aerodrome obstacle chart Type A and the PANS-OPS surfaces. They also contain a statement of allowable heights which should conform to the specifications for these surfaces. Provisions are made, in the ordinances, for a maximum 01 April 2013 Page 7 of 10

379 allowable height, for existing non-conforming uses, for marking and lighting of obstacles and for appeals from the provision of the ordinance. The matter of bird control could also be addressed at the same time by defining areas which the siting of gravel pits, refuse dumps, sewage outfalls and other features, which attract birds, may be subjected to restriction in the interests of aviation safety. 2.5 Obstacle removal When obstacles have been identified, the aerodrome operator should make every effort to have them removed, or reduced in height so that they are no longer an obstacle. If the obstacle is a single object it may be possible to reach agreement with the owner of the property to reduce the height to acceptable limits without adverse effect. Examples of such objects are a tree, a television aerial or a chimney In the case of trees, which are trimmed, agreement should be reached in writing with the property owner to ensure that future growth will not create new obstacles. Property owners can give such assurance by agreeing to trim the trees when necessary, or by permitting access to the premises to have the trimming done by the aerodrome operator s representative. It is important to assess the growth rate of trees and trim them low enough so that the ensuing growth will be below the obstacle surface until the surface is next due for survey Some aids to navigation both electronic, such as ILS components, and visual, such as approach and runway lights, constitute obstacles which cannot be removed. Such objects should be frangibly designed and constructed, and mounted on frangible couplings so that they will fail on impact without significant damage to an aircraft. 2.6 Easements or property rights In those areas where zoning is inadequate the aerodrome operator may take steps to protect the obstacle limitation surfaces by other means. Examples of zoning inadequacies might be locations close to runway ends or where obstacles exist. Examples of other means might be such as gaining easements or property rights. They should include removal or reduction in height of existing obstacles and measures to ensure that no new obstacles may be erected in the future Where agreement can be reached, for the reduction in height of an obstacle, the agreement should include a written aviation easement limiting heights over the property to specific levels unless effective height zoning has been established. 2.7 Marking and lighting of obstacles Where it is impractical to eliminate an obstacle, it should be appropriately marked or lighted, or both, to be clearly visible to pilots in all weather and visibility conditions. Appendix 6, Aerodrome design, contains detailed specifications about the marking and lighting of obstacles Note that the marking and lighting of obstacles is intended to reduce hazards to aircraft by indicating the presence of obstacles. It does not necessarily reduce operating limitations which may be caused by the obstacle. Appendix 6 specifies that obstacles be marked and, if the aerodrome is used at night, lighted, except that: (a) lighting and marking may be omitted when the obstacle is shielded by another obstacle; and (b) the marking may be omitted when the obstacle is lighted by high intensity obstacle lights by day Vehicles and other mobile objects, excluding aircraft, on movement areas of aerodromes should be marked and lighted, unless they are used on apron areas only. 01 April 2013 Page 8 of 10

380 2.8 Obstacle shielding The principle of obstacle shielding is employed to permit a more logical approach to restricting new construction and to the requirements for marking and lighting of obstacles. Shielding principles are employed when some object, an existing building or natural terrain, already penetrates above one of the aerodrome design obstacle surfaces. If the obstacle is permanent, then additional objects within a specified area around it can penetrate the surface without being obstacles. The original obstacle dominates or shields the surrounding area. Further guidance material on the principle of obstacle shielding is contained in Appendix 6, Aerodrome design, Chapter 4, Obstacle Restriction and Removal, and ICAO Doc 9137-AN/898, Airport Services Manual, Part 6, Control of obstacles. 01 April 2013 Page 9 of 10

381 THIS PAGE IS INTENTIONALLY BLANK 01 April 2013 Page 10 of 10

382 APPENDIX 11 ADVISORY CIRCULAR USE OF DAY-VFR AERODROMES 01 April 2013 Page 1 of 10

383 APPENDIX 11 Use of day-vfr aerodromes General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 10

384 Table of Contents USE OF LAND AERODROMES FOR DAY-VFR OPERATIONS Objective Day-VFR aerodrome design Design compliance Aerodrome design and aeroplane performance April 2013 Page 3 of 10

385 USE OF LAND AERODROMES FOR DAY-VFR OPERATIONS 1 Objective 1.1 This AC provides explanation and guidance on: (a) aerodrome design; (b) aeroplane performance and its relationship with aerodrome design; and (c) continued use of aerodromes that do not fully meet the aerodrome design standards. 2 Day-VFR aerodrome design 2.1 Appendix-7 Aerodrome design contains design standards that are acceptable to the Authority for use by aeroplanes at or below 5700 kg MCTOW that are engaged in air transport operations. Always use the latest version of an advisory circular, each subsequent version has a suffix letter in alphabetical sequence. 2.2 Fiji day-vfr aerodrome standards have been developed and applied to VFR aerodromes used for infrequent air transport operations at remote areas for a number of years. The aeroplanes using these aerodromes are operated by professional pilots who are subject to a regime of training and checking related to the aerodromes. 2.3 Aerodrome standards are based on a reference aeroplane which is usually the largest or the most critical aeroplane to use the aerodrome. The specification for the day-vfr runway and runway strip widths are related to the reference aeroplane s wheel and wing span. The runway has defined take-off climb, approach, and side obstacle limitation surfaces that are essentially free of protruding objects. This is to ensure that any obstacle does not restrict the effective use of the aerodrome or be a hazard to safety. 2.4 The intention of the aerodrome standards is to enable the reference aeroplane to be operated safely to its full payload potential. The required runway length is a product of aeroplane performance and should be equated to the requirements of the reference aeroplane. 3 Design compliance 3.1 Any aerodrome used for day-vfr air transport operations should meet the minimum design specifications contained in Appendix-7 Aerodrome design aeroplanes at or below 5700 kg MCTOW. The aerodrome design specifications are not intended to set operational limitations, but set the minimum standards for aerodrome design. 3.2 There are a number of long established aerodromes used for day-vfr air transport operations which do not fully comply with the aerodrome design specifications due to the presence of irremovable objects. These aerodromes have a history of safe operations by specific operators who have applied limitations on the use of the aerodromes in terms of specific pilot training, pilot experience, surface wind conditions and suchlike. 3.3 In the case of aerodromes that cannot fully meet the design specifications of Appendix-7, the aeroplane operator concerned should: (a) establish operating conditions and limitations to maintain an equivalent level of safety; and (b) document the established conditions and limitations to the operating pilots. 01 April 2013 Page 4 of 10

386 4 Aerodrome design and aeroplane performance 4.1 The approved performance data contained in the aeroplane flight manual is used to determine compliance with the aeroplane performance operating limitations prescribed in the Civil Aviation legislation. 4.2 The performance limitations applicable to the use of aerodromes are those prescribed for takeoff, landing, and obstacle clearance in the take-off flight path. 4.3 Take-off and climb: (a) The aerodrome design take-off climb surface of 1:20 related to runway take-off effective operational length (EOL) provides a simple system for the aeroplane operator to calculate the aeroplane s maximum take-off weight to comply with the prescribed obstacle clearance requirements. If an obstacle does intrude into the take-off climb surface, the runway take-off EOL is reduced to the distance from which the 1:20 is achieved. Figures 1 and 2 provide simple illustrations of this. Figure 1. Obstacle free design take-off surface Figure 2. Obstructed design take-off climb surface 01 April 2013 Page 5 of 10

387 (b) A more precise method of calculating compliance with the take-off and climb performance requirement is to determine: (i) the height of the critical obstacle above the aerodrome level; and (ii) the distance of the critical obstacle from the end of the take-off distance available; and (iii) use the aeroplane flight manual performance data to calculate the aeroplane take-off weight and configuration to clear the obstacle by the required margin; or (iv) in the absence of usable performance data, establish demonstrated procedures and limitations to achieve obstacle clearance. This involves a more sophisticated calculation but may be advantageous to the aeroplane operator in terms of increased payload over that calculated using the take-off EOL. Refer to Figure 3. Figure 3. Takeoff climb obstruction clearance requirement Notes: 1. Obstruction clearance to be at least 15m (50 feet) D* vertically, or 30m (100 feet) D laterally *D = Distance from the end of the runway takeoff distance available 2. A turned flight path is permissible but the bank should not exceed 15º for multi-engine aeroplanes 4.4 Landing: (a) The aerodrome design approach surface of 1:20 provides a nominal touchdown point on the runway which provides obstacle clearance for the aeroplane on a normal approach in accordance with the flight manual. An obstruction intruding into the approach surface would displace the landing threshold and reduce the runway landing length available. Refer to Figures 4 & 5 for noobstruction and obstruction approach surface designs. 01 April 2013 Page 6 of 10

388 Figure 4. Aerodrome design approach surface no obstruction Figure 5. Aerodrome design approach surface obstruction (b) If an obstruction does reduce the 1:20 landing EOL, an aeroplane operator may establish a variation in the approach and landing techniques for steeper approach angles, within the limitation of the aeroplane flight manual, to clear the obstruction and utilise the full length of the runway available for landing rather than use the displaced threshold. Refer to Figure 6. Figure 6. Approach surface obstruction clearance 01 April 2013 Page 7 of 10

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390 APPENDIX 12 ADVISORY CIRCULAR AERONAUTICAL STUDIES FOR AERODROME OPERATORS 01 April 2013 Page 1 of 11

391 Appendix 12 - Aeronautical Studies for Aerodrome Operators General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 15

392 Table of Contents Chapter 1 Introduction... 4 Aeronautical Safety... 4 Trigger Factors... 4 Chapter 2 Overview... 5 Aeronautical Study... 5 Model developed for CAA... 6 The Concept of Risk... 7 Acceptable Risk... 8 Risk Management Process Summary of the Seven Step system risk process... 8 An example of an Aeronautical Study methodology Chapter 3 Process The study content Collision Risk Model Aerodrome Complexity Model Consultation References Appendix Sample Aeronautical Study Considerations April 2013 Page 3 of 15

393 Chapter 1 Introduction Aeronautical Safety An aeronautical study is a tool used to review aerodrome and airspace processes and procedures to ensure that safety criteria in place are appropriate. The study can be undertaken in a variety of ways using various analytical methods appropriate to the aeronautical study requirements. An aeronautical study should include the use of; current state review (baseline position) quantifiable data analysis stakeholder interviews safety/risk matrix In general an aeronautical study should be viewed as providing an overarching document giving a holistic view of an aerodrome s operational environment e.g. the macro perspective as compared to a safety case study which is a task specific document e.g. the micro view. An aeronautical study may contain many elements; however risk assessment, risk mitigation and risk elimination are key components. Additionally there may be aviation system constraints. The goal of risk management in an aeronautical study is to identify risks, and take appropriate action to minimise risk as much as is reasonably practicable. Decisions made in respect of risks must balance the technical aspects of risk with the social and moral considerations that often accompany such issues. These decisions may have significant impact on an aerodrome s operation and for an effective outcome there should be a level of consensus as to their acceptability among the key stakeholders. While this Advisory Circular focuses on the safety outcomes, there may also be non-safety consequences, such as financial loss and operational loss of the aircraft, increased insurance costs and damage to reputation. This Advisory Circular discusses the concept of risk and goes on to describe the trigger factors that may lead to an aeronautical study, the conduct of the study and the types of activities that should be included in the study. However, the Advisory Circular does not, and cannot, include a formula that is guaranteed to give the correct solution, nor does it tell the individual or organisation conducting a study what it should value. The appropriate constraints and goals are left to the judgement of those carrying out the study. The aeronautical study should be seen as a framework for effective decision-making, rather than as a guaranteed process to come up with the correct outcomes. This framework for conducting aeronautical studies proposes a systematic method, and some tools, for analysing complex risk issues so as to help the decision-maker to make decisions with confidence and, if necessary, to articulate these decisions. Aerodrome operators should also undertake aeronautical studies when the aerodrome operating environment changes. These changes are normally precipitated by a trigger event such as a change, or a proposed change in; airspace design, aircraft operations, aerodrome infrastructure or the provision of an air traffic service. It is the aeronautical study process that determines the site-specific need for services, and identifies and recommends a course of action, or presents options for decision makers to act upon. In all cases the aeronautical study should document and demonstrate the site-specific need and rationale for the level of service, procedure design or operational requirements. Trigger Factors The aeronautical study is a tool for the aerodrome management to use as part of its operations and strategic planning and is an integral part of the aerodrome s Quality Assurance and Safety Management Systems. One of the purposes of the aeronautical study is to determine levels of operational safety, service or procedures that should apply at a particular location. The decision to undertake this type of study may be triggered by any one or more of a wide range of factors. 01 April 2013 Page 4 of 15

394 These may include changes to: the number of movements the peak traffic periods the ratio of IFR to VFR traffic the type of operations - scheduled, General Aviation (GA), training, etc the types, and variety of types, of aircraft using the aerodrome (jet, turbo-prop, rotary, etc) aerodrome layout aerodrome management structure runway or taxiway and associated maneuvering areas operations of a neighbouring aerodrome or adjacent airspace. Feedback about any changes should be sought from aviation stakeholders including pilots, individuals and other representative groups as part of the study. An aeronautical study may be initiated by the Authority, an aerodrome operator or another interested party, such as an air traffic service provider or air operators. The CAA can assist in identifying whether an aeronautical study is required and the appropriate methodology for the aeronautical study and in reviewing the aeronautical study. For further assistance please contact the CAA s Ground Safety Department on or cgs@caaf.org.fj 01 April 2013 Page 5 of 15

395 Chapter 2 Overview Aeronautical Study An aeronautical study can be undertaken at anytime. It is constructed to consider all relevant factors, including traffic volume, mix and distribution, weather, aerodrome role, aerodrome and airspace configuration, surface activity and the efficiency requirements of operators using the service. The scope of studies can range from minor adjustments to aerodrome configuration, e.g. from the widening of a taxiway to a complete review of aerodrome airspace with the introduction of a new runway. The scope of an aeronautical study usually reflects one of three situations: 1. the existing operation, e.g. the aerodrome, airspace or ATS (or sometimes just a particular part of the operation) 2. a change to the existing operation 3. a new operation. Where the aeronautical study is used to consider a change to existing operations or a new operation, it may not initially be possible to provide all the safety assessment and evidence required. An aeronautical study can identify and evaluate aerodrome service options, including service increases or decreases or the introduction or termination of services (such as the introduction of a rapid exit taxiway or removal of a grass runway). The initial baseline study will be followed by a review of operational issues; this will typically involve an in-depth safety analysis based on quantifiable data and extensive consultation with customers and stakeholders using various interview and data gathering processes. This may identify any changes that are required to ensure the safe, orderly and efficient operation of the aerodrome. Larger projects may have distinct phases such as requirements definition, design evaluation, introduction to service and routine operation. The aeronautical study can be presented in parts corresponding to these phases as information becomes available; this is illustrated in the flow chart below. Model developed for CAA NZ The CAA NZ has developed a risk assessment model for aerodrome and airspace. This model is detailed in the report Development of Standards and Practices for the Management of Aerodrome Airspace Risk prepared by The Ambidji Group Ltd for the CAA. (The report is available on the CAA website at 01 April 2013 Page 6 of 15

396 This model had a six step process for an initial study- (Report Page 26) Step 1 Initiation Step 2 Analysis & risk Evaluation Step 3 Action & monitoring Step 4 Study Step 5 Consultation with stakeholders Step 6 Use of Risk model NB: Reviewing other case studies is also recommended. An Aeronautical Study Process is provided in Appendix 1. This is the preferred CAA model for aeronautical studies but operators should assess the type of process or model to be used as outlined in Chapter 3 of this Advisory Circular. The Concept of Risk Risk assessment is a key area in an aeronautical study. The Joint Australia/New Zealand International Standard ASNZS ISO 31000:2009, Risk Management Principles and Guidelines, defines risk as the effect of uncertainty on objectives ; the Standard notes that risk is often measured in terms of a combination of the consequences of an event (including changes in circumstances) and the associated likelihood of occurrence. A risk scenario is a sequence of events with an associated frequency of occurrence and consequence. This sequence of events may be summarised as hazard threats controls key event mitigations consequences. The hazard is what ultimately generates the loss; it may present a number of threats, each of which, without controls, will lead to the key event. The key event is the point at which control of the hazard is lost. Once this point has been reached, mitigations may still avoid or reduce undesirable consequences. Controls are proactive defences, while mitigations may be proactive or reactive. For example, a rainstorm (the hazard) may result in sheet water on runways (a threat) and reduced braking performance (another threat). The key event in this case is loss of control of the aircraft on the runway; this may result in damage or injury (the consequences). Controls might include tyre design and anti-skid braking systems, while mitigations could include runway end safety areas. The consequences are the damages and injuries that may result. 01 April 2013 Page 7 of 15

397 The risk is the likelihood (or probability) of the damage or injury resulting from the loss of control of the aircraft; it therefore includes the probability of loss of control and the probability of damage or injury. A study scenario example is attached in Appendix 1 Acceptable Risk Acceptable risk is based on the concept that no activity is without some risk, however small. The level of risk that is acceptable varies with the type of activity and according to the consequences; in general, the acceptable level of risk for adventure activities is higher than that for normal day-today activities, and higher for single fatality accidents than for those with multiple fatalities. Perceptions of risk can be divided into three broad categories: risks that are so high that they are intolerable; risks that are low enough to be acceptable; and risks between these two categories, these need to be reduced/mitigated to an acceptable level. If the risk does not meet the pre-determined acceptability criteria, an attempt must always be made to reduce it to a level that is acceptable, using appropriate mitigation procedures. If the risk cannot be reduced to or below the acceptable level, it may be regarded as tolerable if: the risk is below the pre-determined intolerable level; and the risk has been reduced to a level that is as low as reasonably practicable (ALARP); and the benefits of the proposed system or changes are sufficient to justify accepting the risk. The issue of voluntary and involuntary risk needs to be considered as a factor of acceptable risk. Tolerance of risk depends on the extent to which a person (who is the subject of the consequences of that risk) perceives they have control of the decision to accept the risk or not. Typically people are willing to take voluntary risks with probabilities of occurrence a thousand times greater than those of involuntary or imposed risks e.g. a person will accept higher levels of risk in choosing to drive a car, than they will tolerate as a bus passenger. Most of our aviation risk relates to involuntary or imposed risk for those affected by the consequences eg a passenger of an aircraft. Risk Management Process. Risk mitigation measures may work through reducing the probability of occurrence, or the severity of the consequences, or both. Achieving the desired level of risk reduction may require the implementation of more than one mitigation measure. The process becomes one of iteration following the steps below, 1. Systematically identify possible hazards. 2. Evaluate the seriousness of the consequences of the key event occurring. 3. Consider the chances of it happening. 4. Determine whether the consequent risk is tolerable and within the organisation s acceptable safety performance criteria. If not, take action to reduce the risk to a tolerable level by reducing the severity of the consequences or the probability of them arising. Risk mitigation strategies can include: revision of the system design; modification of operational procedures; changes to staffing arrangements; training of personnel to deal with the hazard; development of emergency and/or contingency arrangements and plans; ultimately, ceasing operation. Summary of the Seven Step system risk process Risk assessment and mitigation requires a systematic approach. The complete process can be divided into seven steps and may be iterative. These are illustrated in the flow chart below: 01 April 2013 Page 8 of 15

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399 Note: Having decided that a mitigation measure may be suitable it will be necessary to repeat steps 3, 4 and 5 in order to evaluate the acceptability of the risk with that proposed mitigation measure in place An example of an Aeronautical Study methodology By way of explanation a generic model of an Aeronautical Study methodology consists of initiation, preliminary analysis, risk estimation, risk evaluation, risk control and action/monitoring and is related to the flow diagram above. 1. Initiation: Step 1 This step consists of defining the opportunity or problem and the associated risk issues; setting up the risk management team; and beginning to identify potential users who may be affected by any change. 2. Preliminary Analysis: Step 2. The second step consists of defining the basic dimensions of the risk problem and undertaking an initial identification, analysis and evaluation of potential risks. This preliminary evaluation will help determine: whether a situation exists that requires immediate action; whether the matter requires further study prior to any action being taken; or, whether the analysis should be ended as the risk problem is determined not to be an issue. 3. Risk Estimation: Steps 3 & 4. These steps estimate the degree of risk. Step 3 estimates the severity of the consequences and step 4 estimates the probability of their occurrence. 4. Risk Evaluation: Step 5 The benefits and operational costs of the activity are integrated into the analysis and the risk is evaluated in terms of the safety implications of the activity and of the needs, issues, and concerns of affected users. 5. Risk Control: Step 6 This step identifies feasible risk controls and mitigations which will act to reduce either the probability of the event or the consequence of the event should it occur. 6. Action/Monitoring: 7. Step 7. This step entails implementing the chosen risk control options, evaluating the effectiveness of the risk management decision process, and implementing an ongoing monitoring program. 01 April 2013 Page 10 of 15

400 Chapter 3 Process The study content There will be a number of hazards in any aerodrome environment; these must be identified so that the risks that each bears can be determined. It can be very useful to start the process by identifying a number of key events and then deciding what hazards and threats can lead to those events and their possible consequences. The class of airspace or type of air traffic service required is primarily determined by the level of risk at the aerodrome and in its immediate airspace. The next stage is to assess the risk levels. The relative risk levels can then be used to identify the threats that have the highest risk, after which it will be possible to determine what, if any, controls can be put in place to reduce the risks. While this type of study is aimed at determining the appropriate airspace environment at and around an aerodrome, these tools may highlight other risk areas. There are several tools that can be used in this type of risk assessment; two of them, the Collision Risk Model and the Aerodrome Complexity Model, are discussed later but there are several others and the following documents are hosted on the CAA website under Aerodromes - CAP Guidance on the Conduct of Hazard Identification, Risk Assessment and the Production of Safety Cases for Aerodrome Operator and Air Traffic Service providers. CAP The Management of Safety, Guidance to Aerodromes and Air Traffic Service Units on the Development of Safety Management Systems. Nav Canada - Aeronautical Study Standards and Guidelines. A useful understanding of safety cases and in the wider context also of aeronautical studies is given below. A safety case regime provides a comprehensive framework within which the duty holder s arrangements and procedures for the management of safety can be demonstrated and exercised in a consistent manner. In broad terms the safety case is a document meant to be kept up to date in which the operator sets out its approach to safety and the safety management system which it undertakes to apply. It is, on the one hand, a tool for internal use in the management of safety and, on the other hand, a point of reference in the scrutiny by an external body of the adequacy of that management system a scrutiny which is considered to be necessary for maintaining confidence on the part of the public. Lord Cullen (2001). Collision Risk Model A widely-used tool for this type of study is the collision risk model (CRM). This tool is normally used by airspace designers, air navigation service providers or specialist consultants. The basic output of the CRM is the relative risk of collision between two aircraft (or an aircraft and a parachute) whose intended tracks would bring them into a collision zone. Such pairs are referred to as conflict pairs. The relative risk is affected by the environment (type of airspace, service, aircraft) but not by the number of movements. Multiplying the relative risk of collision by the annual number of conflict pairs gives an annual collision risk, which can then be compared to some measure of acceptable risk. The CRM estimates the risk of collision from failure to take considered action (failure of the control) and failure to take evasive action (failure of the mitigation). As its name suggests, the pilot has some time to initiate a considered action, which is generally the result of information received by radio. A problem close to the collision zone is generally detected visually and requires evasive action. An action initiated within a few seconds of the collision zone is typically too late to alter the flight path sufficiently, so whether a collision takes place or not is a matter of chance. 01 April 2013 Page 11 of 15

401 The model considers the various factors that can lead to the need for considered action and to evasive action, and arranges them in a tree leading to the collision zone. The linking of the branches of the tree is by arithmetical AND and OR operators. Thus to reach the collision zone, both considered action and evasive action must fail. If one aircraft has no radio or is on the wrong frequency, then radio communication fails. A numerical risk is assigned to each contributory factor, and thus the risk of reaching the collision zone can be calculated. Whether the aircraft will actually collide in the collision zone depends on the collision geometry and a collision geometry factor is applied to allow for this. For a collision to take place, the two aircraft must initially be on a collision course, at least to the extent that, uncorrected, they will occupy the collision zone at the same time. These pairs are termed conflict pairs. The total number of pairs that may become conflict pairs can be calculated from traffic data. Aerodrome Complexity Model Another tool to estimate risk is an aerodrome complexity model. This type of model assumes that the complexity of operating at, and in the environment of, an aerodrome bears a relationship to pilot workload and hence to the risk of accident. The model therefore identifies a number of complexity factors and scores these according to the relative influence that they are deemed to have. The number of movements and the VFR/IFR mix are then taken into account and an overall complexity score calculated. Typical complexity factors include the number and disposition of runways and taxiways, the types of operation, the topography and extreme weather conditions that may be expected. This type of tool allows an aerodrome operator, for example, not only to determine a score that may be compared against some criterion, but also interactively to identify those areas of aerodrome planning where complexity may be reduced. Consultation It is essential that, in conducting the aeronautical study, there is consultation with as wide a range of aerodrome users and other stakeholders as possible. Different users have different views of hazards and the corresponding threats, controls, mitigations and consequences. The following should be included in the consultation: Aerodrome operators (including adjacent affected aerodrome operators). Aerodrome users. Airspace user groups. Aircraft operators and operator groups. Pilot organisations. Air traffic service providers. Experience has shown that consultation undertaken in open meetings, where ideas can be exchanged and debated, generally results in consensus being achieved. Individual consultation, on the other hand, tends to result in dissatisfaction for those whose proposals or viewpoints are not eventually accommodated. References CAP Guidance on the Conduct of hazard identification, Risk Assessment and the Production of Safety Cases for Aerodrome Operator and Air Traffic Service providers: UKCAA (2006) CAP The Management of Safety, Guidance to Aerodromes and Air Traffic Service Units on the Development of Safety Management Systems: UKCAA (2003) Aeronautical Study Standards and Guidelines: Nav Canada (1997) Aerodrome Airspace Collision Risk Model: CAANZ (2007) 01 April 2013 Page 12 of 15

402 AC71-1(0) Guidelines for airspace risk management and associated Aeronautical study methodology: CASA (2002) AC (0) Guidelines for preparing safety cases covering CASR Part 172: CASA (2005) Guidelines for preparing safety cases covering airways system: CASA AsA MOU (1998) 01 April 2013 Page 13 of 15

403 Appendix 1 Sample Aeronautical Study Considerations A basic aerodrome aeronautical study would consider matters like but not limited to the elements below; Scenario: An operator of a commercial flight training flying organisation is considering a start-up or expanded operation on an aerodrome. The aerodrome operator considers as part of its review of the impact on this possible new operation that it should conducted an aerodrome airspace review. Aeronautical Study elements may include the following elements: o o o Modelling a number of levels of aircraft operations covering a range of options for the fleet size from the initial start up fleet size to the expected final/optimum size of the fleet. Modelling a number of local aerodrome operational factors, including: Runway/taxiway design; note the taxiway design has a major influence of the runway and hence airspace capacity. Location of the flight line apron in relation to the runways and taxiways and other facilities e.g. fuel, maintenance, etc; Location of navigational aids in the adjacent and regional airspace required for IFR training e.g. VOR, ILS, NDB; Location of controlled airspace both locally and in the region; Location of suitable areas of airspace for general handling (VFR) training; Location of other aerodromes in the region suitable for cross country operations; Local and regional meteorological conditions and seasonal patterns; Location of suitable aircraft maintenance support services; The current level (baseline) of aerodrome operations, e.g. airline and local operations; Aerodrome air traffic density, e.g. circuit training, etc. Various modelling tools are available; Aerodrome air traffic complexity, e.g. Crosswind runway, IFR approaches, etc; The Bow Tie methodology to determine the risk scenario. (See Chapter 3, Risk). 01 April 2013 Page 14 of 15

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405 APPENDIX 13 ADVISORY CIRCULAR AERODROME MAINTENANCE: RUNWAY SURFACE FRICTION CHARACTERISTICS AND FRICTION TESTING 01 April 2013 Page 1 of 16

406 APPENDIX 13 Aerodrome maintenance: Runway surface friction characteristics and friction testing General Civil Aviation Authority Advisory Circulars contain information about standards, practices and procedures that the Authority has found to be an Acceptable Means of Compliance (AMC) with the associated requirement. An AMC is not intended to be the only means of compliance with a requirement, and consideration will be given to other methods of compliance that may be presented to the Authority. When new standards, practices, or procedures are found to be acceptable they will be added to the appropriate Advisory Circular. An Advisory Circular may also include guidance material (GM) to facilitate compliance with the standards requirements. Guidance material must not be regarded as an acceptable means of compliance. Purpose This material is intended for the applicant of, or the holder of, an aerodrome Certificate or Registration Approval. Related Requirements This Advisory Circular relates specifically to SD-AD Chapter 2 and Chapter 3. Change Notice This is the initial issue. 01 April 2013 Page 2 of 16

407 Introduction Table of Contents 1.1 Overview Glossary... 4 Requirement for Friction Testing 2.1 Friction deterioration ICAO Requirement Friction testing frequency. 5 Table 1 Friction testing frequency Turbojet aircraft. 6 Table 2 Friction testing frequency Turboprop aircraft (MCTOW 15,000kg or greater) Testing following maintenance activities 7 Friction testing process 3.1 Equipment requirements Use of a contractor Equipment Checks Equipment Calibration Personnel requirements Environmental conditions for friction testing Runway surface friction testing procedure Location of friction testing Vehicle speed for testing.. 10 Evaluation of Friction Testing Results 4.1 Friction assessment levels Action to be taken as a result of a runway friction assessment Trend analysis Rubber removal Records Related Information Appendix A Sample Friction Test Report.. 14 Sample Friction Test Report April 2013 Page 3 of 16

408 Introduction 1.1 Overview Standard Document Aerodromes (SD-AD) details requirements for aerodrome maintenance for certificated aerodromes. Under Chapter 3 requirement 3.3(c) the SD-AD certificate holder is required to maintain the surface of paved runways to provide good friction characteristics and low rolling resistance. This Advisory Circular (AC) provides details on the friction levels to be used by aerodrome operators for runway friction testing and guidance on the processes to be used. The purpose of this document is to outline the procedures for undertaking runway surface friction assessments and to define the criteria by which friction values should be assessed on runways under specified conditions. These requirements are based on international best practice using material and requirements prescribed by the International Civil Aviation Organisation (ICAO) as well as other civil aviation authorities. The procedures in this Advisory Circular are only for testing of runway friction levels of a runway surface for maintenance purposes. Results should be made available to aerodrome users on application, but should not be communicated to the crews of aircraft intending to use the runway during periods of surface contamination. Contaminated runways should be assessed and the surface conditions reported in accordance with Appendix 3 Chapter 5 and Chapter Glossary For the purpose of a runway surface friction assessment the following definitions apply: Continuous Friction Measuring Equipment (CFME) - A device designed to produce continuous measurement of runway friction values. Design Objective Level (DOL) - The friction level to be achieved or exceeded on a new or resurfaced runway within one year. Maintenance Planning Level (MPL) - The friction level below which a runway maintenance programme should be undertaken. Minimum Friction Level (MFL) - The friction level below which a runway shall be notified as 'may be slippery when wet'. Portions of the Pavement - A rectangular area of the runway width running the declared length, referred to as the 'central' trafficked portion and two 'outer' portions. Runway Surface Friction Testing - The assessment of friction carried out under conditions of self wetting using a CFME. 01 April 2013 Page 4 of 16

409 Requirement for Friction Testing 2.1 Friction deterioration The surface condition of a runway has a major safety impact on aircraft operations in particular on aircraft landing performance. In Fiji there are a range of runway surface types each with different characteristics requiring individual aerodrome operators to closely monitor the friction levels. This monitoring assists in ensuring that the runway friction levels are kept to an acceptable level and assists in the planning of maintenance. Low friction levels and contaminated runway surface can result in aircraft overruns and runoff incidents. A runway surface friction test is conducted under controlled conditions using self-wetting equipment to establish the friction characteristics of a runway and to identify those areas of a runway surface that may require attention. The skid-resistance of runway pavement deteriorates due to a number of factors, the primary ones being mechanical wear and polishing action from aircraft tyres rolling or braking on the pavement, and the accumulation of contaminants, chiefly rubber, on the pavement surface. The effect of these two factors is directly dependent upon the volume and type of aircraft traffic. Other influences on the rate of deterioration are local weather conditions, the type of pavement, the materials used in original construction, any subsequent surface treatment and airport maintenance practices. Structural pavement failure such as rutting, cracking, joint failure, settling, or other indicators of distressed pavement can also contribute to runway friction losses. It is important that runway inspections note any changes in surface condition so that appropriate and timely remedial action can be undertaken. Contaminants, such as rubber deposits, jet fuel, oil spillage, moss, algae, water, snow, ice, and slush, all cause friction loss on runway pavement surfaces. The most persistent contaminant problem is deposit of rubber from tyres of landing aircraft. Rubber deposits predominately occur at the touchdown areas on runways and can be quite extensive. Heavy rubber deposits can completely cover the pavement surface texture causing loss of aircraft braking capability and directional control, particularly when runways are wet. 2.2 ICAO Requirement ICAO Annex 14 Chapter 10 Aerodrome Maintenance details the requirement for friction characteristics of runways under Section Pavements. The Annex requirements cover measurement of friction characteristics and corrective maintenance action. These requirements are further detailed in the ICAO Airport Services Manual Part 2. Friction measurements are specified for all hard-surfaced runways serving turbojet aeroplanes because the higher weights and operating speeds of turbojet versus turboprop aeroplanes make turbojet-braking performance on runway surfaces, particularly when wet, a significant safety concern. Consideration should also be given to measuring the friction characteristics of runways serving heavy turboprop aeroplanes (MCTOW 15,000 kg or greater) that have runway takeoff and landing distance requirements close to the limits of available runway length. 2.3 Friction testing frequency Regular friction testing enables an aerodrome operator to build up an overview of the runway condition over a period of time to identify any deterioration. This enables runway maintenance to be planned and targeted to enable levels to remain above the specified minimum. The testing should be performed on a regular basis with accurate readings performed on the same calibrated device. Aerodrome operators should monitor the results of friction test assessments and should vary the interval between assessments depending on the results. If historical data indicates that the surface is deteriorating relatively quickly, more frequent monitoring may be required in order to ensure that maintenance is arranged before the friction characteristics deteriorate to an unacceptable level. The 01 April 2013 Page 5 of 16

410 aerodrome operator should record the justification for any variation from the recommended periodicity for assessments. The frequency for runway friction testing requires the assessment of many aerodrome specific factors. The frequencies outlined in Table 1 and Table 2 could be adjusted depending upon: the type, mix and frequency of aircraft operating on the runway, the specific micro- and macro-texture characteristics of the pavement surface, the presence, extent and severity of surface contaminants especially rubber build-up, the existence of pavement surface problems which may directly affect friction levels, pilot reports of low friction levels being experienced during aircraft braking, the frequency of past programs for the removal of surface rubber contaminants, any recent construction or maintenance of the pavement surface, and the results of past friction measurements. When it is suspected that a runway has become slippery under other than normal wet conditions or due to unusual surface conditions, then additional friction testing may need to be undertaken. Information detailing the nature, extent and severity of any unusual slippery runway conditions should be made available by issuance of a NOTAM to provide a cautionary warning. Turbojet aircraft operations The operator of an aerodrome with significant jet aircraft traffic should schedule periodic friction testing of each runway that accommodates jet aircraft. It is recommended that every runway for jet aircraft be tested at least annually. Depending on the volume and type (weight) of traffic using the runway, testing may be needed more frequently, with the most heavily used runways needing testing as often as monthly, as rubber deposits build up. Runway friction measurements take time, and while tests are being conducted, the runway will be unusable by aircraft. Since this testing is not time critical, a period should be selected which minimizes disruption of air traffic. Table 1 details the recommended frequency for friction testing for runways where turbojet aircraft operate. It is important the aerodrome operator assesses their own individual aerodrome needs. Table 1 Friction testing frequency Turbojet aircraft Average number of turbojet movements on the runway per day Less than 15 Minimum frequency of friction testing 1 Year 16 to 30 6 Months 31 to 90 3 Months 91 to Month NOTE: Each runway end should be evaluated separately, e.g., Runway 02 and Runway 20. Turboprop aircraft operations 01 April 2013 Page 6 of 16

411 The majority of Fiji aerodromes have exclusively, or a high proportion of, turboprop aircraft operations. Although the operational landing speeds of these aircraft is less than a turbojet the friction levels of the runway are still very important. The recommended frequency depends on aircraft type, weight and number of movements. Table 2 details the recommended friction testing for runways where turboprop aircraft with a MCTOW of 15,000kg or greater operate. It is recommended that for aerodromes serving turboprops less than this weight perform friction testing at least once every five years. Table 2 Friction testing frequency Turboprop aircraft (MCTOW 15,000kg or greater) Average number of turboprop operations on the runway per day Less than 15 Minimum frequency of friction testing 5 Year 16 to 30 3 Year 31 to 90 1 Year NOTE: Each runway end should be evaluated separately, e.g., Runway 02 and Runway Testing following maintenance activities The friction characteristics of a runway can also alter significantly following maintenance activities, even if the activity was not intended to affect the friction characteristics. Therefore, a runway surface friction assessment should be conducted as soon as practicable following any significant maintenance activity conducted on the runway and, if possible, before the runway is returned to service. Runway surface friction assessments should also be conducted following pilot reports of perceived poor braking action, if there are visible signs of runway surface wear, or for any other relevant reason. If the runway surface friction assessment indicates that the friction characteristics of an area of the runway that has been subject to maintenance work are poorer than anticipated or fall below the acceptable levels additional assessments should be performed over a period of time to ascertain whether the friction characteristics remain stable, improve, or if additional work should be carried out. 01 April 2013 Page 7 of 16

412 Friction testing process 3.1 Equipment requirements At aerodromes where runway friction testing is required at intervals of less than 12 months the aerodrome operator should have their own Continuous Friction Measuring Equipment (CFME) or have access to a unit at short notice. Aerodromes where friction testing is conducted at intervals of 12 months or more could borrow the CFME from nearby aerodromes, share ownership with a pool of neighbouring aerodromes, or hire a qualified contractor. There are a variety of CFME on the market, however, there are two main types used internationally; the Mu-Meter and the Grip Tester Use of a contractor Unless the aerodrome owns friction testing equipment and has trained staff then a contractor will need to undertake the testing. It is important that when selecting a contractor that the CFME to be used must be appropriate for runway surface testing, and the personnel are trained to perform runway friction testing. The aerodrome operator should ensure that the contractor is adequately briefed on safety and security requirements before undertaking the testing. This may include issuance of an Airport ID, airside driving training and airfield operations briefing. The contractor should be supervised and escorted at all times in accordance with the aerodrome operator requirements. Vehicles used in conducting the friction testing should be equipped with appropriate communications equipment with specific frequencies and all personnel trained in radio procedures. This includes ATC phraseology and the importance of immediately complying with any instructions to vacate the manoeuvring areas Equipment Checks Whether the aerodrome owns the CFME or hires a contractor the aerodrome operator should ensure that the equipment is in full working order. The aerodrome operator should ensure the CFME has been serviced and maintained in accordance with manufacturer requirements Equipment Calibration All CFME should be checked for calibration within tolerances given by the manufacturer before conducting friction surveys. CFME furnished with self-wetting systems should be calibrated periodically to assure that the water flow rate is correct and that the amount of water produced for the required water depth is consistent and applied evenly in front of the friction measuring wheel(s) for all test speeds. The friction measuring system and components are to be calibrated in accordance with the manufacturer's instructions so as to ensure a consistent relationship between measured forces and the coefficient of friction output. In order to get consistent readings on the runway surface conditions there should be a test strip available which is an area of pavement that is not in use for aircraft operations but that can be used by the CFME to get a sample reading. The CFME should be evaluated on the test area prior to and also after the actual runway friction testing is undertaken. If this is not operationally possible there needs to be a quality assurance system to ensure consistency of the CFME readings. Additional information on specifications for CFME can be found in the ICAO Airport Services Manual Part 2, Chapter 5, and also the FAA Advisory Circular AC150/ C Appendix Personnel requirements It is important that the CFME operator is fully trained and competent to use the equipment and be aware of the critical factors affecting the accuracy of friction measurements. The success of friction measurement in delivering reliable friction data depends heavily on the personnel who are responsible for operating the equipment. This training should include the correct operation and maintenance of the 01 April 2013 Page 8 of 16

413 equipment as well as the conduct of friction measurement. When the aerodrome operator owns the CFME, the training should be provided either as part of the procurement package or as a separate contract with the manufacturer. Recurrent and ongoing training is necessary for review and update to ensure that the operator maintains a high level of proficiency. Unless this is done, personnel lose touch with new developments on equipment calibration, maintenance, and operating techniques. Where a contractor carries out the testing it is the responsibility of the aerodrome operator to be satisfied as to the competency and experience of the CFME operator. This includes evidence of training and currency to the equipment manufacturer s standards. The aerodrome operator should keep a record of the training and currency evidence. 3.3 Environmental conditions for friction testing Environmental conditions can affect the friction testing results. The test should be conducted when the runway surface is dry and free from precipitation, with no wet patches. The ambient air temperature should be above 2 C. Dampness, fog and mist conditions may affect the outcome of the test and crosswinds may affect self-wetting testing. Aerodrome operators should seek advice on these issues from the CFME manufacturer. 3.4 Runway surface friction testing procedure Friction readings for the survey run are collected by the CFME along the line of the entire pavement length. The runway is normally divided into zones 100 metres in length with an average friction value determined every 10 metres along a run, enabling a 100-metre rolling average to be calculated. Another method uses discrete averaging for interpretation immediately after the testing Location of friction testing The friction measurements are to be taken on tracks parallel to the runway longitudinal centreline, at right and left offsets, and in both landing directions. Runways Serving Only Narrow Body Aircraft: Friction testing should be conducted 3 metres from the runway centreline. Runways Serving Narrow Body and Wide Body Aircraft: Friction testing should be conducted at both 3 and 6 metres from the runway centreline to determine the worst case condition. Measurements at 5 and 7 metres can be used due to the undercarriage widths of certain aircraft operating. If the worst case condition is found to be consistently limited to one track, future surveys may be limited to this track. Care should be exercised, however, to account for any future and/or seasonal changes in aircraft mix. The right and left offsets from runway centreline specified for friction measurements are based on the type and/or mix of aircraft operating on the runway. The lowest friction levels will generally occur in the wheel path areas as a result of the wearing action of aircraft tires on the pavement surface texture characteristics and the build-up of surface contaminants such as tire rubber. It is recommended that two friction measurement runs be performed at each of the right and left three and six metre offsets, as applicable. Results of the four measured runs can be averaged to determine "100 Metre Section Average Friction" values along the length of the runway and the overall "Runway Average Friction" value. The use of discrete values can be applied if the software is available, allowing a quick assessment of problem areas. Ideally each runway direction should be tested separately both sides of the centreline by two friction test runs on the left and the right of the runway centreline. The practice of one circular run for the whole runway results in only the friction values for one direction of a runway being assessed. If there are operational difficulties in conducting bi-directional tests then the aerodrome operator needs to undertake a study of historical friction measurements to identify whether single direction testing is appropriate or an 01 April 2013 Page 9 of 16

414 alternative means of achieving it. If single direction testing is used then there needs to be appropriate processes to ensure that over a series of routine tests both directions will be tested. When friction values below maintenance planning levels are measured, additional friction runs should be performed outside the wheel path area in order to assess the degree to which wear and contaminants have lowered friction levels in the centre trafficked area. A test track profile located 5 to 10 metres from the outer edge of the paved runway surface is normally optimum for the purposes of wear and contaminant comparison tests Vehicle speed for testing Starting with the run closest to the runway edge, a standard run should be carried out along the entire pavement length at a constant run speed, allowing for acceleration and safe deceleration. The friction test runs should be performed at two speeds; 65 km/h (40 mph) and 95 km/h (60 mph). The lower speed determines the overall mix of macro-texture and micro-texture/contaminant/drainage condition of the pavement surface. The higher speed provides a further indication of the condition of the surface's macrotexture alone. A complete survey should include tests at both speeds although once again operational requirements may limit this. The test should be undertaken so that the test vehicle has sufficient area to accelerate to the required speed and decelerate and stop while being able to test the maximum area of the runway. Where travel beyond the end of the runway could result in equipment damage or personal injury, additional runway length should be allowed for stopping. 01 April 2013 Page 10 of 16

415 Evaluation of Friction Testing Results 4.1 Friction assessment levels There are three published friction levels: A Design Objective Level (DOL) for a new runway surface. A Maintenance Planning Level (MPL) below which corrective maintenance action should be initiated. A Minimum Friction Level (MFL) below which information that a runway may be slippery when wet should be made available. There are differing values for these figures from civil aviation authorities. It is recommended that the ICAO standards are used unless the aerodrome operator has good reason to use a different standard. Regardless of the standard used it should be detailed in the aerodrome operator s Certification manual. Table 2 details the ICAO standards for the Mu-Meter and the Grip Tester*. Table 2 - CFME Friction Level Values Mu-Meter GripTester 65kph 95kph 65 kph 95 kph DOL 0.72 or greater or greater 0.64 MPL MFL *Levels for other CFME can be found in ICAO Annex 14 - Volume 1, Attachment A Action to be taken as a result of a runway friction assessment The raw data from the friction test should be interpreted by a trained maintenance person who is familiar with the friction testing. It is preferable that a report is compiled from the raw data to identify friction levels from the test against the published required friction levels. The report should identify deficient areas and make recommendations to address the identified deficiencies. The aerodrome operator should review the results of each runway friction assessment and where appropriate take the following action: 1. If the friction level is below the MPL, maintenance should be arranged to restore the friction level, ideally to a value equal to or greater than the DOL. 2. If the friction level indicates a falling trend, the Aerodrome Operator should increase the frequency of runway friction assessments in order to identify any further or rapid deterioration and, if appropriate, the action to be taken. 3. If the friction level is below the MFL, maintenance should be arranged urgently in order to restore the friction level. In accordance with SD-AD requirement 4.13 a NOTAM should be issued advising that the runway may be slippery when wet. 4. If the friction level is significantly below the MFL, the aerodrome operator should consider withdrawing the runway from use for take-off and/or landing when wet. 01 April 2013 Page 11 of 16

416 If there is any reason to doubt the accuracy of the runway surface friction assessment, it should be repeated. 4.3 Trend analysis Friction testing results should be recorded in a system that allows monitoring of the results to identify trends and patterns. This monitoring allows analysis of the condition of the runway surface and preventative and/or corrective action to be undertaken including adjusting the friction testing intervals as required (See Section 2.3). Any trend analysis must take into account the effects of different CFME, equipment tyre wear and any environmental factors. Effective interpretation of results requires normalization of test result data and the factoring in of issues that could affect the measurement data. 4.4 Rubber removal One of the main causes of reduced runway friction levels is rubber deposits on the runway surface. There are various methods for rubber deposits removal depending on the level of rubber deposits and the type of runway surface. Guidance on rubber removal can be found in ICAO Airport Services Manual Part 2, Chapter 8. Aerodrome operators should get specialist advice on rubber deposit removal appropriate to their type of runway surface to ensure that any maintenance work does not impact on other aspects of the runway surface condition. 4.5 Records Aerodrome operators should keep records of all runway surface friction tests. The friction tests should be incorporated into the aerodrome maintenance plan and used to monitor the overall health and condition of the runway surface. The following items should be recorded for each assessment: Date and time of assessment. Type of CFME used. Name of operator. Runway assessed. Run number and runway direction. Distance from the centreline and on which side of centreline the run was performed. Distance from threshold the run was performed. Constant run speed (Km/h) for each run. Run length. Amount of water film used. Surface condition (dry/damp/wet). 01 April 2013 Page 12 of 16

417 Weather conditions and ambient temperature, also runway surface and measuring wheel temperatures, if possible. Friction levels for each portion of the pavement which may include average friction level for each third of the runway, at each offset, direction and speed tested. Overall friction level for full length of the runway and if required 10m friction averages in the touchdown zones. A comparison of the results with any previous surveys conducted by the contractor, provided they have used the same CFME. Evaluation of friction levels between the reference non-trafficked test strip and the trafficked runway during the current survey. Also this should include evaluations of the reference nontrafficked test strip between successive surveys. Related Information ICAO Annex 14 ICAO Airport Services Manual Part 2 Federal Aviation Administration Advisory Circular AC150/ C Transport Canada Runway Friction Testing Programme ASC United Kingdom Civil Aviation Authority CAP 683 For further information contact the CAA Fiji, Ground Safety Department/Aerodromes. 01 April 2013 Page 13 of 16

418 Appendix A Sample Friction Test Report Sample Report courtesy of Auckland International Airport Ltd and Findlay Irvine Ltd. 01 April 2013 Page 14 of 16

419 Sample Friction Test Report Sample Report courtesy of Auckland International Airport Ltd and Findlay Irvine Ltd. 01 April 2013 Page 15 of 16